In 1930, no less than 82 airlines—most of them with one or two aircraft—consolidated into American Airways, mainly to profit from the lucrative mail contracts then being offered by the US government. This consolidation gave American Airways one of the largest American route networks, rivaled only by Pan American. Though most of its profit came from mail carrying, American included passenger service as well, operating Curtiss Condors, one of the first airliners to include sleeping berths and stewardesses. In 1934, American Airways was bought by car producer Errett Cord, who renamed it American Airlines; as Cord was concentrating on his automotive business, he hired Texas businessman Cyrus R. Smith to run American. C.R. Smith, as he was better known, would become one of the most influential men in the history of American aviation, alongside Howard Hughes of Trans World Airlines and Juan Trippe of Pan American.

 

Smith saw a great deal of potential in American Airlines, but did not like the Curtiss Condor. Smith desired an aircraft capable of comfortably flying 14-20 people from New York to Los Angeles with a minimum of stops. To facilitate this, he contracted with Douglas Aircraft to develop the Douglas Sleeper Transport, which would eventually become the DC-3. American Airlines would be the first to operate what would become the most widely-produced and longest-lasting airliner in history. The DC-3 allowed American to operate a daily service between New York and Los Angeles; to further facilitate flights, Smith partnered with New York mayor Fiorello LaGuardia to have a new airport built, which would eventually become LaGuardia International Airport.

 

World War II saw American’s fleet of DC-3s federalized for US Army Air Force use, and its pilots incorporated into the Air Ferrying Service; C.R. Smith joined the USAAF and became the head of the AFS. This would prove helpful to the company as well, as its pilots gained experience flying globally. At war’s end, American embarked on an aggressive expansion of its routes and bought new equipment—and when it could not buy new equipment, it sponsored the creation of new airliners. To replace the DC-3, the airline helped fund the development of the Convair CV-240, the first American postwar airliner; the Douglas DC-7 was developed from the DC-6 to provide American with an aircraft capable of nonstop transcontinental service and one-stop Pacific service. American Airlines was now competing with the other “big three” airlines of the United States—Pan American, TWA, and United—but by 1950, was the second largest airline in the world, second only to Aeroflot of the Soviet Union.

 

To keep its innovative edge, American kept partnering with aviation companies. To replace the DC-6 on domestic routes, the airline was involved in the development of the Lockheed L-188 Electra turboprop in 1959; earlier in the 1950s, American had attempted to acquire deHavilland Comet 1s, but after several Comets were lost in crashes, the airline switched its orders to the Boeing 707. Though Pan American was the first to introduce the 707 on transatlantic routes, American was the first to use it in nonstop jet service from New York to Los Angeles, marketing it as the “Astrojet” and beating its main domestic competitor, United, to the punch. In 1962, it added a third new airliner, the Convair CV-990 Coronado, then the fastest airliner in the world. It also became the first airline to use an electronic booking system in the same year.

 

By 1970 American was in an excellent position. It was staying in competition with Pan American and TWA internationally and United domestically, and its acquisition of Trans-Caribbean Airways gave it unmatched access to the South American market (a position American retains today). It added wide-body airliners in the form of the Boeing 747 in 1970, while it was the launch customer of the McDonnell Douglas DC-10 in 1974. The latter provided the only hiccup in American’s continued expansion: the crash of Flight 191 at Chicago in May 1979, which remains the deadliest crash in American aviation history, led to the grounding of the DC-10 and an investigation into poor maintenance practices on the aircraft by American.

 

American adopted the modern hub/spoke system in 1981, mainly from Chicago-O’Hare and Dallas-Fort Worth, where the airline had moved its headquarters in 1979. It later expanded regional hubs to San Jose, California (after acquiring AirCal in 1987); Nashville, Tennesee; and Raleigh-Durham, though San Jose and Raleigh were later sold to other, smaller airlines. A commuter service, American Eagle, was founded in 1984 (it is described separately below). In 1990, it increased its hold on the South American market by purchasing Eastern Airlines’ route network in the region. In the same year, American took advantage of TWA’s troubles to acquire its landing rights at London-Heathrow, becoming one of only two US air carriers allowed to fly there (United being the other) until 2008. Eventually, in early 2001, American bought out TWA entirely.

 

The 1990s had seen American Airlines slow down some, partially because of overreach in too many unprofitable routes and an aging fleet of aircraft. The terrorist attacks on September 11, 2001 hurt the airline more—not just because of the post-attack downturn, but also the loss of two American aircraft, their crews, and their passengers on 9/11 itself. Further tragedy struck American only weeks later when Flight 587, an Airbus A300, crashed after takeoff from Kennedy International, killing over 360 people. Labor troubles and problems with the MD-80 fleet inherited from TWA caused further problems: though American was never in danger of bankruptcy, it was forced to curtail a number of domestic and international flights and close its maintenance facility in Kansas City, Missouri.

 

This temporarily halted American’s troubles, but high operating costs, the 2008 recession, and an aging pilot workforce finally led the iconic carrier to file for bankruptcy in 2011. Almost a hundred aircraft were grounded and some flights were curtailed. To avoid a shutdown of the airline, American began to explore possibilities of a merger with another airline, and in 2013, was able to successfully merge with US Airways, though the latter airline will continue operations for some years to come. This allowed American to emerge from bankruptcy.

 

Today, American Airlines is the largest airline in the world, thanks to the US Airways merger. Plans are to standardize the over 600 aircraft in the American fleet to the Airbus A320, late model Boeing 737s, Boeing 777s, and Boeing 787 Dreamliners, for which American placed the largest purchase order in American aviation history.

 

This DC-10 shows American's traditional bare-metal finish, with the red-white-blue cheatline and "AA Eagle" used from the early 1970s to just recently. This is not a solid model or kit, but a toy--Bary Poletto liked to collect those as well.

 

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Today I was invited to an interesting event at the RDS and I got to meet Richard Branson and I also discovered that from next Monday UPC in Ireland will be known as Virgin Media.

 

I am a UPC subscriber and have been for a very long time so I was pleased to learn that they are rebranding themselves as Virgin and that I will get three months of its unlimited mobile package for free and for a fee of €25 from thereafter. Currently I am with Three but hopefully it should be easy to switch as Virgin Media has built its mobile service using the Three Ireland network.

 

My understanding is that an unlimited plan will be made available to existing UPC/Virgin Media customers, which will offer infinite data, calls and texts.

 

The offering will be free for three months to existing phone, broadband and TV customers, and will cost €25 a month after that.

 

Non-Virgin Media customers will be able to avail of a range of price plans starting at €20 a month, but full details will not be available until Monday's launch. There will be no prepay offering, but post-pay contracts will be short.

Nook offers a new east meets west degustation menu. Nook is located at Level 1 in Aloft Kuala Lumpur Sentral.

Corralejo offers a range of leisure boating experiences, including luxury catamaran cruises, glass-bottom boat tours, and private yacht charters for exploring the stunning coastline. Visitors can enjoy sailing to Lobos Island, snorkeling in crystal-clear waters, or simply relaxing while taking in the breathtaking ocean views.

nem teljesen aktuális, de én csak most akadtam rá - és gondolom,

mi akik ilyen régi képeket gyűjtünk,

élvezettel és haszonnal forgathatjuk

/persze, lehet hogy Ti már ismeritek.../

 

Divat és illem a 19. században - Fashion and Etiquette in the 19th Century

 

A Magyar Kereskedelmi és Vendéglátóipari Múzeum páratlanul gazdag divatkép-gyűjteményének legszebb darabjaival gazdagon illusztrált kötet az 1840-es évektől a 19. század végéig mutatja be a divatirányzatokat. A kötet bepillantást enged a kor társadalmi, kulturális és viselékedési szokásaiba, ugyanakkor képet kaphat az olvasó a kor gazdasági, politikai sokszínűségéről is.

A 19. századi divatlapok és divatképek bemutatása mellett a dísz-magyar öltözetről, a pesti divatáru-kereskedőkről és a 19. századi illemtanról is külön fejezetek szólnak.

www.atlantiszkiado.hu/konyv.php?ID_konyvek=12806

 

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volt egy ilyen kiállítás is ... ki látta?

 

Fardagály és kámvás rokolya

XIX. századi divatképek Párizstól Pest-Budáig

nemzetisegek.hu/repertorium/2010/05/belivek_50-51.pdf

kultura.hu/main.php?folderID=1444&articleID=306430&am...

www.mult-kor.hu/20100924_fardagaly_es_kamvas_rokolya

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www.mkvm.hu/index.php?p=kiadvanyok

 

And welcome to our annual trip round the churches of Kent during the Heritage Open Weekend as organised by English Heritage.

 

On a wet and cool morning, our first stop was just outside Dartford at Sutton-at-Hone, where we hoped it would be open. As it was, the door was unlocked and two volunteers met us and offered us tea and biscuits as well as our own tour round the church. A fine welcome.

 

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A fascinating church showing good quality medieval work and contrasting nineteenth-century rebuilding. The main chancel and nave date from the fourteenth century - a period of much rebuilding in this part of Kent - while the south aisle is separated from the nave by an unequivocally Victorian arcade. In April 1615 the church was accidentally burnt down by a man shooting pigeons (see also Charing) and all the furnishings date from after this period. Especially fine is the early seventeenth-century pulpit. The monument in the south aisle to Sir Thomas Smythe (d. 1625), an early official of the East India Company, is a good example of alabaster craftsmanship.

 

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

 

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SUTTON-AT-HONE

LIES the next parish south-eastward from Wilmington, and was once so considerable, as to give name to the whole lath. It was called in Latin, Suthtuna, from its situation south of the town of Dartford, and had the addition of At-Hone, from its lying low in the valley.

 

THIS PARISH contains about 3100 acres of land, of which 250 are wood. It is pleasantly situated as to the eastern part of it in the vale, through which a branch of the river Darent runs at the eastern boundary of it, near which the turnpike road from Dartford to Farningham, and so on to Sevenoke, leads through it, passing through Hawley and the village of Sutton; near it are most of the gentlemen's seats in it mentioned below, the parsonage, and vicarage. Hence the ground rises westward to the hill, having the church standing at one field's distance from the above road, still higher to Gilton-hill and Swanley, at the western boundary as the parish, at Birchwood corner, adjoining to the high road from Foot's Cray to Farningham. The soil of this parish is in general light, stony, and much inclined to gravel, though there is a good deal of chalk in several different parts of it; and there is some fertile lands in the southern part, adjoining to Horton; the western part, adjoining to the Farningham road, is very poor indeed, and such of it as is not coppice wood is mostly covered with heath and furze, especially about that part called the Warren.

 

Our HERBALISTS have taken notice of the following SCARCE HERBS and PLANTS in this parish, viz.

 

Ocymum sylvestre, or wild basil, found in plenty near St. John's. (fn. 1)

 

Millesolium flare rubro, red flowered yarrow, in the Hollydeans.

 

Ebulus, five sambucus humilis, dane wort, or dwarf elder, in the grounds near St. John's, and in the Netherway there.

 

Tapsus barbatus, mullein, or bigtaper, grows likewise iu plenty uear St. John's.

 

That curious naturalist, Abraham Hill, esq. lord of the manor of St. John's, about the year 1670, planted in an orchard, adjoining to his mansion here, the most curious fruits from Devonshire and Herefordshire, both apples and pears, used in those counties for making cyder and perry, with the intent of introducing them among the orchards of this county, many of which are still remaining here; among which are many trees of that scarce fruit, called the Kentish pippin.

 

In the book of Domesday, Levenot de Sudtone is said to have had the privileges of sac and soc within the lath of Sutton.

 

Robert Basing, in the reign of king John, gave to the Knights Hospitallers the MANORS of SUTTON-AT-HONE and of HALGELL, now HAWLEY, in this parish.

 

Elen de Saukevile, daughter of Ralph de Dene, gave all her land of Lageham, in Penshurst, to the manor of Sutton. Ralph de Penshurst gave more lands and rents there to this manor. Nicholas, son of Nicholas de Twytham, gave rents, with their appurtenances, in the parish of Sutton; and Gilbert, son of William Helles, gave more lands and rents to it. In the first year of king Edward, the prior of St. John had a confirmation of his liberties for his lands in Sutton-at-Hone, (fn. 2) &c. This manor seems, by the antient rentals of it, to have been formerly accounted but as an appendage to that possessed by the knights in Dartford, which was constantly stiled, Manerium de Derteford cum Sutton-at-Hone; which, besides the parishes of Dartford and Sutton, extended into those of Ash, Penshurst, Edenbridge, Chelsfield, and Nockholt, and into Limpsfield, in Surry.

 

The manor of Sutton continued part of the possessions of the Knights Hospitallers, who had a commandery established here. This was a convenient mansion, of which they had several on their different estates, in which there was a society of these knights placed, who were to take care of their rents and lands in the neighbourhood of it. They were allowed proper maintenance out of the revenues under their care, and the remainder was accounted for to the grand prior at London; (fn. 3) in which state it remained till their dissolution, in the 32d year of king Henry VIII. when by an act, passed specially for that purpose, all their lands and possessions were given to the king; who, that year, granted the office of receiver-general of the revenues of the late dissolved hospital of St. John of Jerusalem, in England, to Sir Maurice Denys, descended of a good family in Gloucestershire, who bore for his arms, Gules, three leopards heads, or, jessant fleurs de lis azure, over all a bend engrailed of the third; and he, from this grant, and having the grant of several of these possessions afterwards, acquired the addition of St. John's to his name. In like manner all other great estates and possessions, as well of the late monasteries as of attainted persons, were sought after by the courtiers and great men, who first begged the offices of bailiffs and receivers of them, to be more certainly acquainted with their value, and then got the grants of them in fee; after which, in his 35th year, he granted to Sir Maurice Denys St. John's, among other premises, this manor of Sutton-at-Hone, alias St. John's, the chapel of Sutton, and other lands and premises belonging to it, to hold in capite, by knights service.

 

Anno 4 queen Elizabeth, Sir Maurice Denys levied a fine of this manor, and two years after died possessed of it, as appears by the inquisition taken after his death. Lady Elizabeth Denys, his widow, who had been first the wife of Nicholas Stathan, mercer, of London, by whom she had no issue, then became possessed of it, and died in the 19th year of it; and by her will gave this manor to her only daughter, Elizabeth, the widow of Vincent Randyll, esq. and their two daughters, Catherine and Martha, who, on their mother's death, became possessed of it in undivided moieties. Martha Randyll carried her moiety in marriage to Thomas Cranfield, esq. of London, who bore for his arms, Or, on a pale azure, three fleurs de lis of the first; on whose death it came to their son, Sir Randyll Cranfield, who, in the 7th year of king Charles I. executed a writ of partition of this manor with Sarah countess of Leicester, and her son Sir John Smith, owners of the other moiety of it; and each of them possessing part of the demesnes, as well as part of the services, each moiety became a separate manor.

 

That which was allotted to Cranfield retained the name of St. John's, alias SUTTON MANOR, and included the antient mansion and chapel of the knightshere; and to this manor was allotted the court leet, usually held for it. Sir Randyll Cranfield, by his will, in 1635, gave this manor of St. John's, alias Sutton, to his son, Vincent Cranfield. esq. who, by deed and fine, laid in 1649, conveyed it to Mr. Thomas Hollis, merchant, of London; and he, with Elizabeth his wife, in 1660, passed it away, by deed and fine levied, to Abraham Hill, esq. merchant of London, who did not get possession of it till the year 1667. He afterwards resided at St. John's, where he died in 1721, and was buried in Sutton church. He was descended of a good family, who had been for some generations seated at Shilston, in Devonshire; one of whom, Robert Hill, esq. was sheriff of that county in the 7th year of king Henry VI. and representative in parliament for it in the 26th of that reign, and bore for his arms, Argent, a chevron between three water bougets, sable. One of his descendants, and fifth son of Robert Hill, esq. of Shilston, seated himself at Truro, in Cornwall, whose son Richard was an alderman of the city of London. He died in 1659, and was bu ried with much pomp in the church of St. Dionis Backchurch, London, leaving by Agnes his wife, a son, Abraham Hill, esq. before mentioned, who was a most ingenious and learned man, one of the first encouragers, and a fellow of the Royal Society, at the first institution of it. By his first wife Anne, daughter of Sir Bulstrode Whitlock, he left a son, Richard, and a daughter, Frances.

 

Richard Hill, esq. survived his father but a few weeks, and dying without issue, this manor devolved to his sister, Mrs. Frances Hill, who resided here, and died possessed of it, in 1736, unmarried, and lies buried in the south isle of Sutton church, with the rest of her family, having a most remarkable and singular epitaph on her monument and grave stone; she by her will gave it, as well as her other Kentish estates, near Tunbridge, to her kinsman, William Hill, esq. of Carwythinick, in Cornwall, who in the latter end of 1780, sold it to Mr. John Mumford, of Sutton place, who died in 1787, and by his will devised this manor to his eldest son, William Mumford, esq. of this parish, the present owner of it; and the mansion of it to his youngest son John Mumford, esq. who was sheriff in 1796, and now resides in it. Of the mansion the north side only remains, which was formerly the chapel belonging to it: this has long since been converted into the dwelling-house, and was almost rebuilt in the year 1755.

 

The OTHER MOIETY of the manor of St. John's, alias Sutton-at-Hone, since known by the name of SUTTON MANOR, was carried in marriage, by Catherine, the other daughter of Vincent Randyll, to Robert Wrote, esq. whose son, Francis Wrote, esq. of Gunton, in Suffolk, in the 10th year of king James, conveyed it to Sir William Swan, of Southfleet; and he, in the 14th year of the same reign, passed it away to George Cole, esq. of the Inner Temple, London, who, two years after, sold this moiety, together with the moiety of the chapel of the late priory of St. John's, with all tithes, oblations, &c. belonging to it, and other lands in Sutton and Wilmington, to Sir Thomas Smith, second son of Customer Smith, of Westenhanger, who was a great navigator, and entrusted in many weighty matters relating to the trade of this kingdom. He had been ambassador to the emperor of Russia, and afterwards resided at Brookeplace in this parish, where he died in 1625, as is conjectured, of the plague, which raged greatly here at that time. He bore for his arms, Azure, a chevron engrailed, or, between three lions passant guardant of the second; which he quartered with those of Judde, Chiche, Criol, Creveceur, Averenches, Chichele, and Stafford; having by will left many charitable benefactions to several parishes in this county, and entrusted them to the care of the Skinner's company, who pay them yearly. He lies buried in this church, under a most costly monument, having his effigies at full length recumbent on it. He left by his third wife, Sarah, daughter and heir of William Blount, esq. who was the next year married to Robert Sidney earl of Leicester; a son, John, afterwards knighted, who, together with his mother, Sarah, countess of Leicester, owners of one moiety of the manor of St. John's, executed their writ of partition of it with Sir Randyll Cranfield, owner of the other moiety, in the 7th year of Charles I. as has been already mentioned.

 

THAT PART, allotted to the countess of Leicester and her son, thus becoming a separate manor, with a court baron appendant to it, acquired the name of the manor of Sutton, and after the countess of Leicester's death, came, with Brook-place, into Sir John Smith's possession. He died possessed of Sutton manor and Brook-place, with much other land in this county, leaving by the lady Isabella, daughter of the earl of Warwick, one son, Robert, and a daughter, Isabella, married to John lord Robartes, of Truro.

 

¶Robert Smythe, esq. was of Bounds, in Bidborough, and of Sutton, and married the lady Dorothy Sidney, relict of Henry earl of Sunderland, by whom he had one son, Robert Smythe, esq. of Sutton-atHone, who was governor of Dover castle, and died in 1695, possessed of this manor and Brook-place, leaving Catherine his wife, daughter of William Stafford, of Blatherwick, in Northamptonshire, surviving, and two sons, Henry and William, (fn. 4) to whom this manor and seat descended, as heirs in gavelkind.

 

In the 10th year of king William, she, as guardian to her two insant sons, obtained an act of parliament for vesting this manor and seat, among others, in this county, in trustees to sell the same, who accordingly, in 1699, conveyed them to Sir John Le Thieullier, of London.

  

Charities.

FOUR ACRES of land were given for the repair of the church.

 

THOMAS TERREY, yeoman, of Shoreham, in 1628 gave by will, a house and land at Dean in Horton, to the poor, now of the annual produce of 3l. 5s.

 

Mrs. KATHERINE WROTE built, and gave to the use of this parish, an alms-house, containing 4 rooms on a floor, with separate gardens. On the front of these houses is this inscription: These alms houses were erected by Kath. Wrote, widow, late wife of Robt. Wrote, esq. A. D. 1597. And these two coats of arms: Three piles azure, on a chief of the 2d, a griffin passant; and, on a saltier azure, 5 swans impaling on a bend 3 birds. And she left by will a house, barn and garden, adjoining the north end of the above houses, for the repair of them, now of the annual produce of 3l. 10s.

 

SIR THOMAS SMITH gave by will in 1625, the yearly sum of 5l. 10s. for six loaves of good bread, of 4d. each, to be given every Sunday to fix of the poorest and most honest inhabiting householders of this parish, to be paid by the Skinners Company.

 

Mrs. CATHERINE BAMME, of Gillingham, gave by her deed in 1572, 20s. per annum for the use of the poor, to be paid out of a farm, called Darlands, in Gillingham, vested in lord Vere.

 

The tenant of the parsonage is bound, by his lease from the dean and chapter, to give 20 bushels of peas, and two bushels of wheat yearly to the poor.

 

ABRAHAM HILL, esq. and his heirs, as lords of the manor of St. John's, on the ground of which the alms-houses before-mentioned were built, have the right of nominating a poor person to the southernmost of them; he having, in 1720, built two more houses on the garden-ground of that house. His daughter, Mrs. Frances Hill, allotted a small field adjoining, for gardens and other uses of those houses.

 

THOMAS HARRIS, esq. in 1769, by will gave 5l. per annum to the poor, to buy linen cloth for the term of 50 years, vested in the heirs of John Mumford, esq. and now of that annual produce.

 

SUTTON-AT-HONE is within the ECCLESIASTICAL JURISDICTION of the deanry of Dartford, and diocese of Rochester. The church is a handsome building, consisting of two isles and a chancel, with a towersteeple at the west end, containing three bells. It is dedicated to St. John Baptist.

 

It was, on April 27, 1615, burnt down, by a person's firing off a gun in the church at a bird, that had taken shelter in it. From which time till April 21, 1617, all baptisms were solemnized at Darent.

 

Among other monuments and memorials in this church are the following:—In the chancel, a memorial for Thomas Gifford, M. D. obt. 1669, arms, a lion passant guardant on a chief, three stirrups; under the raised part of it, on which the altar stands, is a vault, in which several of the vicars and their families are buried. At the west end of the south isle, near the door, are memorials for the Staceys of Deptford, buried in a vault underneath, arms, on a fess 3 fleurs de lis between 3 birds. Against the south wall, a monument, with the figure of a woman in white marble, half length, in alto relievo, for Mrs. Frances Hill, daughter of Abraham Hill, esq. great grand daughter of William, lord Willoughby, of Parham, obt. unmarried 1736, æt. 78; arms, Hill. In the small south chancel, at the east end, a mural monument for Abraham Hill, esq. of St. John's, in this parish, the son of Richard Hill, esq. descended out of Devonshire; he was twice married, 1st, to Anne, daughter of Sir Bulstrode Whitlock, by Frances, daughter of William, lord Willoughby, of Parham; 2dly, to Elizabeth, daughter of Michael Pratt, esq. by the former he left Frances and Richard. He died 1721, æt. 88; arms, Hill, impaling azure a chevron ingrailed, between 3 falcons, or, and again impaling Pratt. Another monument for Richard Hill, esq. be fore-mentioned. He married Frances Eyres, and died in 1722, s. p. and she re-married in 1723, Francis Bathurst, esq. of Franks, in Horton. On the south side is a most stately monument, on which, under an arch richly ornamented, lies the figure of a man at full length in his robes, his head resting on a cushion, the whole finely executed, and over him an inscription for Sir Thomas Smith, of Sutton-place, in this parish, governor of the EastIndia and other trading companies, treasurer of the Virginian plantation, prime undertaker in 1612, of the discovery of the north-west passage, and some time ambassador to the emperor and great duke of Russia and Muscovy, &c. &c. obt. 1625; at the top, on each side, a celestial and terrestrial globe, and between them a large shield of arms, being Smith, azure a chevron ingrailed between 3 lions passant, guardant, or, quartering 8 other coats. A memorial for Henry Smith, esq. son and heir of Robert Smith, esq. great grandson of Sir Thomas Smith beforementioned. The said Henry left by Elizabeth, only daughter of Dr. John Lloyd, prebendary of Windsor, an only child, Sydney Stafford Smith. He died in 1706, æt. 29, leaving his widow surviving. Above, the arms of Smith impaling Lloyd, at the entrance to this chancel are 2 small antient folding doors of oak carved with gothic work, on the upper part of which are scrolls, and on each door a full face, carved with a tongue, through a buckle hanging out of the mouth, being an allusion to an antient family in this parish of the name of Puckletongue; under the pew in the north isle, belonging to Hawley-house, is a vault, in which lie several of the owners of that seat, especially of the family of Leigh, to the present time. In the church yard is a vault and monument for John Lethieullier, esq. of Sutton-place, and his two wives; he died s. p. in 1760; and on the north side a tomb, and under it a vault for the Percivals, of Hawley, in this parish; and on the south side are vaults for the Saundersons, of Gillingham, and the Searles, of Hackstable. (fn. 20)

 

King Henry I. granted the church of Sutton, with the chapels of Kingsdown and Wilmington, with the tythes of them in corn, cattle, pannage, mills, and all other things, to the priory of St. Andrew, in Rochester. (fn. 21)

 

Gundulph, bishop of Rochester, who was elected to this see in the time of the Conqueror, having divided the revenues of his church between himself and his convent, allotted this church, with the chapels belonging to it, to the share of the monks, which was confirmed by king Henry II. and afterwards by Henry, bishop of Rochester. (fn. 22)

 

Bishop Gilbert de Glanvill, in the reign of king Richard I. on the compromise of the great dispute, which he had with the priory, concerning the gifts which bishop Gundulph, his predecessor, had made to it, granted this church, with the chapel of Wilmington, to the priory, towards the support of their almonry; and ordained, that Gilbert, then rector, should be perpetual vicar of it, paying to the monks, as for the tithes of corn, four marcs yearly; and that, after his decease, or resignation, the perpetual vicar of Sutton should have cure of souls, and in the name of his vicarage, take for his maintenance, all the altarage, as well in small tythes as in oblations, and all obventions belonging to it, except the tythe of corn; and further, that he should possess the alms-land then belonging to it, or which any one might in future give to it, excepting the court-lodge, with the buildings and the meadow belonging to the monks there. And he further ordained, that the cellarer of the priory should sustain all the burthens of it, as well in respect to the bishop as the archdeacon, except synodals, which the vicar himself should pay. It appears by the decrees of archbishop Hubert and Richard, that this appropriation was merely conditional; and it seems never to have taken place; (fn. 23) for in the year 1253, Laurence, bishop of Rochester, appropriated and confirmed to the priory this church, with the chapels of Kingsdown and Wilmington, towards the support of the almonry, in recompence for their giving up their right in the churches of Frindsbury and Dartford, which he got appropriated to his own fee, (fn. 24) provided that the cure of souls in the said church and chapel should be served, and in no wife neglected, by a proper vicar, who should be from time to time provided by the bishop, and his successors, in the church of Sutton; and to proper vicars in the said chapels, to be presented to him and his successors, by the prior and convent. This appropriation was confirmed by John, bishop of Rochester, in 1478. (fn. 25)

 

In consequence of the above appropriation, the paparishes of Sutton and Wilmington continued one parsonage, with two distinct vicarages; which were, at the general dissolution, surrendered, together with the other possessions of the priory of Rochester, into the hands of the crown, and were two years afterwards, anno 33 king Henry VIII. settled, by that king on the new-erected dean and chapter of Rochester, part of whose possessions they still remain.

 

In the 15th year of king Edward I. the church of Sutton was valued at thirty-five marcs, and the vicarage at one hundred shillings. (fn. 26)

 

Walter, prior, and the convent of Rochester, in the 29th year of king Henry VIII. demised for the term of eighty-five years, to Nicholas Statham, gent. this parsonage, with the presentation to the vicarage, at the yearly rent of 13l. 6s. 8d. and three bushels of wheat, at Ladytide, to the poor of Sutton and Wilmington; the said Nicholas to repair the premises, and to find straw for thatching the churches of Sutton and Wilmington.

 

¶By the survey taken by order of the state in December 1649, of the manor and rectory of Sutton, parcel of the then late dean and chapter of Rochester, it appears, that it then consisted of the scite, containing two large barns, a small granary, and barn-yard of two roods of land; all which were estimated at two pounds per annum, and the tythes belonging to it at seventyeight pounds per annum. All which were let, by the dean and chapter, anno 14 king Charles I. to the trustees of Ambrose Beale, for twenty-one years, at 13l. 11s. 8d. The lessee was bound to repair the chancel, and to make the usual payment to the vicar of Sutton, of twenty bushels of peas annually, and two bushels of wheat; to the vicar of Wilmington, of wheat, rye, barley, peas, one quarter each, and twenty shillings and eight-pence in money; the vicarages of the churches being excepted out of the lease.

 

By virtue of the commission of enquiry into the value of church livings, in 1650, issuing out of chancery, it was returned, that Sutton at-Hone was a vicarage, worth sixty pounds per annum; master Robert Hazelwood then enjoying it. (fn. 27)

 

This vicarage was augmented by the dean and chapter, soon after the restoration, with the annual sum of ten pounds, besides which the vicar receives an old pension of four nobles, and four quarters of grain, viz. of wheat, rye, barley, and peas, one quarter of each, out of the parsonage; and two shillings annually from Sir Thomas Smith's charity.

 

The demesne lands belonging to the manor of St. John's, claim an exemption from tythes when in the owner's occupation, as having part of the revenues of the knights hospitallers, concerning which exemption a decree was made confirming it, anno 10 Elizabeth. (fn. 28)

 

There are twenty-four acres and a half of glebe land, widely dispersed in small pieces, belonging to this vicarage. It is valued in the king's books at ten pounds, and the yearly tenths at one pound. (fn. 29) The present value of the parsonage is near four hundred pounds per annum, and the yearly out goings about fifty pounds. Thomas Harris, lessee of this parsonage, who died in 1769, built near the yard, on part of the glebe, a small but neat parsonage house, in which Mr. William Mumford, the present lessee of it, till lately resided.

 

The court antiently held for the manor of this rectory, has been disused for a number of years.

 

There was an agreement concerning tythes entered into between the monks of Rochester, and the brotherhood of the knights of St. John's, in 1217; after much altercation, and an appeal to the pope, by which it was settled, that the monks should take the tythes of sheaves in the demesne lands, which the brotherhood possessed in Sutton, who were allowed a right to take all other tythes whatsoever arising therefrom. (fn. 30)

 

www.british-history.ac.uk/survey-kent/vol2/pp343-367

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Cumbria‘s Museum of Military Life tells the story of Cumbria’s County Infantry Regiments and its soldiers, past and present. Telling the intertwined history of over 300 years of a British Infantry Regiment through audio visual displays and dioramas including recreated section of a First World War trench.

Find out what life was like for ordinary people doing extraordinary things. Get closer to history with a great variety of objects including uniforms, medals, weapons and silver from 1702 to present day. See the Bible that stopped a bullet drums once touched by the hand of Napoleon, and military hardware that served the British Army through two World Wars and beyond.

The Museum also offers research services for families looking to find out more about those who served with The Border Regiment and it’s successors. We also accommodate schools, groups and clubs both at the Museum as well as an established outreach programme.

 

Carlisle is a cathedral city in the ceremonial county of Cumbria in England. It is the administrative centre of Cumberland Council which covers an area similar to the historic county of Cumberland.

 

Carlisle's early history is marked by the establishment of a Roman settlement to serve forts along Hadrian's Wall in Roman Britain. Due to its proximity to Scotland (being located 8 mi (13 km) south of the current Anglo-Scottish border), Carlisle Castle and the city became an important military stronghold in the Middle Ages. The castle served as a prison for Mary, Queen of Scots in 1568 and currently hosts the Duke of Lancaster's Regiment and the Border Regiment Museum. In the early 12th century, a priory was built and gained cathedral status with a diocese in 1133 (city status at the time meant the settlement became a city) while the county of Carliol was created and later renamed Cumberland.

 

In the 19th century, the introduction of textile manufacture during the Industrial Revolution began a process of socioeconomic transformation in Carlisle, which developed into a densely populated mill town. This, combined with its strategic position, allowed for the development of Carlisle as an important railway town, with seven railway companies sharing Carlisle railway station. Nicknamed the 'Great Border City', Carlisle today is a main cultural, commercial and industrial centre in the British borders. It is home to the main campuses of the University of Cumbria and a variety of museums and heritage centres.

 

The ancient history of Carlisle is derived mainly from archaeological evidence and the works of the Roman historian Tacitus. The earliest recorded inhabitants in the area were the Carvetii tribe of Britons who made up the main population of ancient Cumbria and North Lancashire. According to Boethius and John of Fordun, writing in the 18th and 19th centuries, Carlisle existed before the arrival of the Romans in Britain and was one of the strongest British towns at the time. In the time of the emperor Nero, it was said to have burned down. The Roman settlement was named Luguvalium, based on a native name that has been reconstructed as Brittonic *Luguwaljon, "[city] of Luguwalos", a masculine Celtic given name meaning "strength of Lugus".

 

Excavations undertaken along Annetwell Street in the 1970s dated the Roman timber fort constructed at the site of present Carlisle Castle to the winter of AD 73. It protected a strategic location on the Roman road to the north and overlooking the confluence of the Caldew and Eden rivers.

 

The fort at Carlisle was reconstructed in 83 using oak timbers from further afield, rather than local alder as a possible result of the increased Roman control of the area. At this time the Roman fort was garrisoned by a 500-strong cavalry regiment, the Ala Gallorum Sebosiana.

 

By the early 2nd century, Carlisle was established as a prominent stronghold. The 'Stanegate' frontier, which consisted of Luguvalium and several other forts in a line east to Corbridge, was proving a more stable frontier against the Picts than those established deeper into Caledonia. In 122, the province was visited by Hadrian, who approved a plan to build a wall the length of the frontier. A new fort, Petriana, was therefore built in the Stanwix area of the city north of the river on Hadrian's Wall. It was the largest fort along the wall[citation needed] and was completed in stone by around 130. Like Luguvalium, which lay within sight, Petriana housed a nominal 1,000-strong cavalry regiment, the Ala Gallorum Petriana, the sole regiment of this size along the wall. Hadrian's successor Antoninus Pius abandoned the frontier and attempted to move further north; he built the Antonine Wall between the firths of Forth and Clyde. It was not a success and, after 20 years, the garrisons returned to Hadrian's Wall.

 

At one time, Carlisle broke off from Rome when Marcus Carausius assumed power over the territory. He was assassinated and suffered damnatio memoriae, but a surviving reference to him has been uncovered in Carlisle. Coins excavated in the area suggest that Romans remained in Carlisle until the reign of Emperor Valentinian II, from 375 to 392.

 

The period of late antiquity after Roman rule saw Cumbria organised as the native British kingdom of Rheged. It is likely that the kingdom took its name from a major stronghold within it; this has been suggested to have been broadly coterminous with the Civitas Carvetiorum, Carlisle. King Urien and his son and successor Owain became the subjects of a great deal of Arthurian legend. Their capital has been identified as the Cair Ligualid listed by Nennius among the 28 cities of Britain, which later developed into Caer-luel, whence the city's modern Welsh name Caerliwelydd. Rheged came under Northumbrian control before 730, probably by inheritance after Rienmelth, daughter of Royth and great-granddaughter of Urien, married Oswy, King of Northumbria. For the rest of the first millennium, Carlisle was an important stronghold contested by several entities who warred over the area, including the Brythonic Kingdom of Strathclyde and the Anglian kingdom of Northumbria. In 685, St Cuthbert, visiting the Queen of Northumbria in her sister's monastery at Carlisle, was taken to see the city walls and a marvellously constructed Roman fountain.

 

By the time of the Norman Conquest of England in 1066, Carlisle was in the possession of the Scots. It was not recorded in the 1086 Domesday Book. This changed in 1092, when William the Conqueror's son William Rufus invaded the region and incorporated Carlisle into England. The construction of Carlisle Castle began in 1093 on the site of the Roman fort, south of the River Eden. The castle was rebuilt in stone in 1112, with a keep and the city walls. The walls enclosed the city south of the castle and included three gates to the east, south, and north called the Irish or Caldew Gate, the English or Botcher Gate, and the Scotch or Ricker Gate respectively. The names of the gates exist in road names in Carlisle today. Carlisle Cathedral was founded as an Augustinian priory and became a cathedral in 1133. In 1157, Carlisle became the seat of the new county of Carliol (a name that was originally an abbreviation of Latin Carlioliensis, meaning "[Bishop] of Carlisle"); in 1177 the county was renamed Cumberland.

 

The conquest of Cumberland was the beginning of a war between Scotland and England which saw the region centred around Carlisle change hands a number of times. It was a major stronghold after the construction of the castle. During the wars, the livelihood of the people on the borders was devastated by armies from both sides. Even when the countries were not at war, tension remained high, and royal authority in one or the other kingdom was often weak. The uncertainty of existence meant that communities or peoples kindred to each other sought security through their own strength and cunning, and they improved their livelihoods at their enemies' expense. These peoples were known as the Border Reivers and Carlisle was the major city within their territories.

 

The Reivers became so much of a nuisance to the Scottish and English governments that, in 1525, the Archbishop of Glasgow Gavin Dunbar cursed all the reivers of the borderlands. The curse was detailed in 1,069 words, beginning: "I curse their head and all the hairs of their head; I curse their face, their brain (innermost thoughts), their mouth, their nose, their tongue, their teeth, their forehead, their shoulders, their breast, their heart, their stomach, their back, their womb, their arms, their leggs, their hands, their feet and every part of their body, from the top of their head to the soles of their feet, before and behind, within and without."

 

After the Pilgrimage of Grace, Henry VIII, concerned at the weakness of his hold on the North, employed (1539) the engineer Stefan von Haschenperg to modernise the defences of Carlisle. von Haschenperg was sacked in 1543 for having "spent great treasures to no purpose"; but (by him and his successors) at the north end the castle towers were converted to artillery platforms, at the south the medieval Bochard gate was converted into the Citadel, an artillery fortification with two massive artillery towers.  The death of Queen Elizabeth I in 1603 and her succession by James VI of Scotland as King James I of England allowed more determined and coordinated efforts to suppress reiving. The borderers were not quick to change their ways and many were hanged and whole families were exiled to Ireland. It was not until 1681 that the problem of the reivers was acknowledged as no longer an issue.

 

Following the personal union of the crowns Carlisle Castle should have become obsolete as a frontier fortress, but the two kingdoms continued as separate states. In 1639, with war between the two kingdoms looming, the castle was refortified using stone from the cathedral cloisters In 1642 the English Civil War broke out and the castle was garrisoned for the king. It endured a long siege from October 1644 until June 1645 when the Royalist forces surrendered after the Battle of Naseby. The city was occupied by a parliamentary garrison, and subsequently by their Scots allies. In 1646, the Scots, now holding Carlisle pending payment of monies owed them by the English Parliament, improved its fortifications, destroying the cathedral's nave to obtain the stone to rebuild the castle. Carlisle continued to remain a barracks thereafter. In 1698 travel writer Celia Fiennes wrote of Carlisle as having most of the trappings of a military town and that it was rife with alcohol and prostitutes.

 

In 1707 an act of union was passed between England and Scotland, creating Great Britain, but Carlisle remained a garrison town. The tenth, and most recent siege in the city's history took place after Charles Edward Stuart took Carlisle in the Jacobite Rising of 1745. When the Jacobites retreated across the border to Scotland they left a garrison of 400 men in Carlisle Castle. Ten days later Prince William, Duke of Cumberland took the castle and executed 31 Jacobites on the streets of Carlisle.

 

Although Carlisle continued to garrison soldiers, becoming the headquarters of the Border Regiment, the city's importance as a military town decreased as the industrial age took over. The post of Governor of Carlisle as garrison commander was abolished in 1838.

 

In the early 19th century textile mills, engineering works and food manufacturers built factories in the city mostly in the Denton Holme, Caldewgate and Wapping suburbs in the Caldew Valley. These included Carr's of Carlisle, Kangol, Metal Box and Cowans Sheldon. Shaddon Mill, in Denton Holme, became famous for having the world's 8th tallest chimney and was the largest cotton mill in England.

 

The expanding industries brought about an increase in population as jobs shifted from rural farms towards the cities. This produced a housing shortage where at one point 25,000 people in the city only had 5,000 houses to live in. People were said to be herded together with animal houses, slaughter houses and communal lavatories with open drains running between them. Living conditions were so bad that riots were common and some people emigrated. The problem wasn't solved until the end of the 19th century when mass housing was built west of the city walls.

 

In 1823 a canal was built to Fisher's Cross (Port Carlisle) to transport goods produced in the city. This enabled other industrial centres such as Liverpool to link with Carlisle via the Solway. This was short-lived and when the canal operators ran into financial difficulty the waterway was filled in. A railway was built in place of the canal.

 

Carlisle became a major railway centre on the West Coast Main Line with connections to the east. At one time seven companies used Carlisle Citadel railway station. Before the building of the Citadel railway station the city had several other railway stations, including London Road railway station. Carlisle had the largest railway marshalling yard in Europe, Kingmoor, which, reduced in size, is operational and used by railfreight companies.

 

At the start of the 20th century, the population had grown to over 45,000. Transport was improved by the City of Carlisle Electric Tramways from 1900 until 1931, and the first cinema was built in 1906. In 1912, the boundaries of Carlisle were extended to include Botcherby in the east and Stanwix in the north.

 

Carlisle was subject to the decline in the textile industry experienced throughout Britain as new machinery made labour unnecessary. In 1916, during the First World War, the government took over the public houses and breweries in Carlisle because of drunkenness among construction and munitions workers from the munitions factory at Gretna. This experiment nationalised brewing. As the Carlisle Board of Control, and subsequently the Carlisle & District State Management Scheme, it lasted until 1971.

 

During the Second World War, Carlisle hosted over 5,000 evacuees, many of whom arrived from Newcastle upon Tyne and the surrounding towns.

 

A shopping centre (including a new central library) was built to the east and north-east of the market cross and opened in 1986. The area east of the market cross had formerly been occupied by narrow alleyways of housing and small shops (on a layout which had not changed much since medieval times) and referred to locally as The Lanes. Carlisle city centre was pedestrianised in 1989.

 

On the evening of Friday, 7 January 2005, the rivers Eden, Caldew and Petteril burst their banks due to as much as 180 mm rainfall up stream that day. 2,700 homes were flooded and three people died. The city's police and fire stations were flooded along with Brunton Park football stadium. The police, fire service and Carlisle United F.C. were moved, the latter as far as Morecambe. At the time of the flood, emergency services also had to respond to cases of car-related arson in the city.

 

Carlisle is the only city in Cumbria. The city centre is largely pedestrianised and the Lanes shopping centre is home to around 75 shops.

 

Carlisle has a compact historic centre with a castle, cathedral and semi-intact city walls, as well as other medieval buildings including the Guildhall and Tithe Barn. The Citadel towers, which until 2016 also served as offices for Cumbria County Council, were designed by Thomas Telford, with the eastern tower incorporating part of the 16th-century building. The first Citadel building was a Tudor fortification replacing the medieval Englishgate, designed by the Moravian military engineer Stefan von Haschenperg in 1541. Next to the Citadel is Carlisle railway station, designed by William Tite in the neo-Tudor style, considered by Historic England to be among the most important early railway stations in England.

 

Carlisle has held city status since the Middle Ages and a borough constituency or parliamentary borough for centuries, at one time returning two MPs. In 1835 it became a municipal borough which was promoted to county borough status in 1914. The city's boundaries have changed several times since 1835, most notably between 1974 and 2023, when under the Local Government Act 1972 the city and county borough and the Border Rural District were abolished and new enlarged City of Carlisle non-metropolitan district was created within the newly formed administrative county of Cumbria.

 

The municipal borough contained several civil parishes or parts of parishes but these were merged into a single civil parish of Carlisle in 1904. The civil parish was abolished on 1 April 1974, although parts of the urban fringe are in the parishes of Stanwix Rural, Kingmoor and St Cuthbert Without. Carlisle unsuccessfully applied to become a Lord Mayoralty in 2002. Carlisle City Council had its headquarters at the 1960s Civic Centre in Rickergate, the tallest building in the city.

 

At the time of the 2001 census, the population of Carlisle was 71,773, with 100,734 living in the district. In the 2011 census, the city's population had risen to 75,306, with 107,524 in the district.

 

On 1 April 2023 the City of Carlisle local government district was abolished, and the boundaries of the City of Carlisle were redefined to cover the following wards: Belah and Kingmoor, Botcherby and Harraby North, Cathedral and Castle, Currock and Upperby, Denton Holme and Morton South, Harraby South and Parklands, Newtown and Morton North, Sandsfield and Morton West and Stanwix and Houghton.

 

Charter trustees were formed from the councillors that cover the said areas. They act as appropriate bodies in which historic rights and privileges of Carlisle, including the mayoralty will continue until a governance review will determine the need of a city council.

 

The current member of Parliament is John Stevenson, representing the Conservative Party.

 

Carlisle used to be within the North West England constituency of the European Parliament.

 

Carlisle elected 18 county councillors to the former Cumbria County Council. Its headquarters were located at Cumbria House on Botchergate.

 

See also: City of Carlisle and Carlisle City Council elections

Until April 2023 Carlisle was governed by a district council, Carlisle City Council and a County Council, Cumbria County Council. After the 2019 elections the Conservative Party ran a minority administration on the district council with the support of the Independents. The district council covered a large rural area with many villages and towns including Dalston, Brampton, Longtown, Wetheral, Bewcastle and Scotby.

 

Cumberland Council, the local authority for Cumberland, is a unitary authority, having the powers of a non-metropolitan county and district council combined. It operated as a shadow authority until taking up its powers on 1 April 2023. Cumberland Council replaced Cumbria County Council, Allerdale Borough Council, Carlisle City Council and Copeland Borough Council.

 

The first election to Cumberland Council was held on 5 May 2022. All 46 seats were up for election. Labour won a majority of 30 seats. Conservatives have 7 seats, Liberal Democrats 4 seats, Independents 3 seats and Green Party 2 seats. Turnout was 36.1%.

 

Carlisle is situated on a slight rise, in the Cumberland Ward, at the confluence of the rivers Eden, Caldew and Petteril.

 

An important centre for trade, it is located 56 mi (90 km) west of Newcastle upon Tyne, 71 mi (114 km) north of Lancaster, 90 mi (140 km) south-east of Glasgow, 93 mi (150 km) south of Edinburgh, 120 mi (190 km) north-west of York, and 300 mi (480 km) north-north-west of London. Nearby towns and villages include Longtown (north), Penrith (south), Brampton (east), Wigton (west), Haggbeck, Harker, Carwinley, Blackford, Houghton, Scotby, Wreay and Rockcliffe.

 

Carlisle experiences an oceanic climate (Köppen climate classification Cfb). In January 2005 Carlisle was hit by strong gales and heavy rain, and on Saturday 8 January 2005 all roads into Carlisle were closed owing to severe flooding, the worst since 1822, which caused three deaths. Even worse flooding than in 2005 affected Carlisle between 4 and 6 December 2015. During this time, nearly 36 hours of incessant rainfall breached flood defences and left several areas submerged – including Bitts Park, Hardwicke Circus and Warwick Road. This left the Sands Centre (and the nearby Shell petrol station and Bitts Park), marooned from the rest of the city. As several other areas of Cumbria were also badly affected (particularly Appleby and Wigton), all trains to Scotland were postponed indefinitely, with trains on the West Coast Mainline going no further than Preston, as nearby Lancaster suffered flooding and problems with electricity supply. Prime Minister David Cameron visited the city on 7 December 2015 to assess the damage, having earlier called an emergency Cobra meeting.

 

In the north of Carlisle are the suburbs of Kingstown, Lowry Hill and Moorville, formerly part of the parish of Kingmoor. To the south of them are Stanwix, Edentown, Etterby, St Ann's Hill and Belah which were added to Carlisle in 1912. The parish of Stanwix Rural exists but only includes a small part of Carlisle's urban area, Whiteclosegate.

 

To the immediate south of Stanwix is the River Eden. On the opposite bank is the city centre bounded on the west by the West Coast Main Railway line and the River Caldew. In the past industry flourished on the banks of the River Caldew, especially Denton Holme and Caldewgate on the west bank and Wapping, around the former Metal Box works, on the east. West of Caldewgate and north of Denton Holme the suburbs of Newtown, Morton, Sandsfield Park, Longsowerby, Raffles and Belle Vue developed in the late 19th and 20th centuries.

 

The eastern side of the city centre developed in the 19th century into a more affluent area along the main A69 road. It links with the former village of Botcherby to which a large council estate was added in the mid-20th century and later still Durranhill Housing Estate.

 

South of the city centre is the Botchergate/St Nicholas area of late Victorian terraced housing similar to that found in Denton Holme and Caldewgate. The Botchergate East area until recently had older slum dwellings.

 

To the south west of Botchergate and St Nicholas are the former villages now suburbs of Upperby and Currock. The urban area spills over the former county borough boundary into Blackwell and Durdar in the civil parish of St Cuthbert Without.

 

Between Upperby and Botcherby is Harraby, a former village once part of St Cuthbert Without and the largest suburb of Carlisle. Harraby is subdivided into Harraby East, New Harraby, Harraby Green, Old Harraby, Petteril Bank and the Durranhill Industrial Estate. Adjoining Harraby to the south but outside the former borough boundary is the hamlet of Carleton.

 

Carlisle is linked to the rest of England via the M6 motorway to the south, and to Scotland via the M74/A74 towards Glasgow and the north. Many trunk roads begin or terminate in Carlisle, including the A6 to Penrith and Luton (historically the main road to the south prior to the opening of the M6), the A595 to western Cumbria, the A69 to Newcastle upon Tyne and the A7 to Edinburgh.

 

Carlisle became a major railway centre with, at one time, seven different companies using Carlisle Citadel railway station. Prior to the building of the Citadel railway station, Carlisle had several railway stations, including London Road railway station. Carlisle also used to have the largest railway marshaling yard in Europe, at Kingmoor, which, although reduced in size, is still very much operational and used by railfreight companies like Colas Rail, DB Cargo UK, Freightliner and very occasionally Direct Rail Services.

 

Today, Carlisle railway station is a principal station on the West Coast Main Line. Other lines branch off to Newcastle, along the Tyne Valley line; Leeds, along the Settle and Carlisle line; Glasgow Central, via Dumfries along the Glasgow South Western Line which connects Ayr and Stranraer for the Stena Line ferry to Port of Belfast or P&O Ferries to Larne Harbour; and west Cumbria along the Cumbrian Coast line to Whitehaven, Barrow-in-Furness and Lancaster. Services are operated by ScotRail, Avanti West Coast, Northern and TransPennine Express. Kingmoor Traction Maintenance Depot is a major facility north of Carlisle, operated by Direct Rail Services.

 

Local bus services are run by Stagecoach Cumbria & North Lancashire, Reay's and Arriva North East. Following the flooding of Carlisle bus depot on 8 January 2005, Stagecoach announced the purchase of a fleet of low-floor buses for Carlisle city routes. These were launched on 30 June 2005, with Carlisle Citi branding, and most buses carry route branding for individual routes both internally and externally.

 

In 2009, locally based coach operator, Reay's, started a City Hopper bus services on routes formerly operated by Stagecoach but later expanded with similar routes to Stagecoach and also connects parts of the city that previously did not have a service. Reays withdrew the majority of their Carlisle services, which competed with Stagecoach, in 2012.

 

The bus station, which has seven stands and a travel centre, is situated on Drury Lane just off Lonsdale Street in the city centre. The present station was built in the 1990s to replace a larger station that was partially on the same site and had access from Lowther Street, where the Earls Lane shopping area is now.[citation needed] It is owned and managed by Stagecoach Cumbria & North Lancashire. The main operators at the bus station are Arriva North East, Borders Buses, National Express and Stagecoach Cumbria & North Lancashire.

 

Carlisle Lake District Airport is a small regional airport located 5.8 mi (9.3 km) east north-east of the city. The nearest major airport is Newcastle International Airport, near the east coast, which is around 55 mi (89 km) away from Carlisle.

 

Carlisle became an industrial city in the 19th and early 20th centuries with many textile mills, engineering works and food manufacturers opening up mostly in the Denton Holme, Caldewgate and Wapping areas which lie in the Caldew Valley area of Carlisle. (One such manufacturer located in the Denton Holme area was Ferguson Printers, a large textile printing factory that had stood for many years before its closure in the early 1990s). In the early 19th century, a canal was dug connecting Caldewgate with the sea at Port Carlisle. The canal was later filled in and became a railway line.

 

Carlisle was served by two electricity power stations. James Street station was built by the corporation and operated from 1899 until 1927. Willow Holme power station, north west of the city, was built and operated by the corporation from 1923 until nationalisation of the industry in 1948. It was closed down in 1980 and demolished in 1988.

 

Famous firms that were founded or had factories in Carlisle included Carr's of Carlisle (now part of United Biscuits), Kangol, Metal Box (now part of Crown Holdings) and Cowans Sheldon. Cowans Sheldon originated in the city in the mid 19th century and became one of the world's most important railway and marine engineering firms, manufacturing finally ceased in Carlisle in 1987. Others include the construction firms of John Laing and Story Contracting. Pirelli Carlisle opened in 1969.

 

The hauliers Eddie Stobart Logistics who were founded in nearby Hesket Newmarket and were once part of the Stobart Group, had their HQ in Carlisle. Although they no longer have their HQ in Carlisle they still employ staff in the city. Robsons Border Transport Limited, J & W Watt Limited and F Brown (Carlisle) Limited, all substantial road hauliers, had their HQ in Carlisle.

 

Until 2004, Carlisle's biggest employer was Cavaghan & Gray, which became part of Northern Foods and was subsequently acquired by 2 Sisters Food Group which operated from two sites in the Harraby area of Carlisle producing chilled foods for major supermarket chains. The London Road site closed in 2005 with the loss of almost 700 jobs as production was transferred to the nearby Eastern Way site or other factories around the UK.

 

There are various light industrial estates and business parks located on the fringes of Carlisle and on former industrial sites close to the city centre. The largest being the Kingstown Industrial Estate, which is located just off the A7 road near to the M6 motorway.

 

On 28 March 2005, Carlisle was granted Fairtrade City status.

 

The University of Cumbria has four campuses in Carlisle on Fusehill Street, Brampton Road, Paternoster Row and Newcastle Street. The university provides a wide range of degree courses in higher education such as Information technology, Applied Psychology, Art, Business, Law, Media, Social Work and Teacher Education.

 

Carlisle College is the further education establishment based in the city.

 

The secondary schools within Carlisle are: Richard Rose Central Academy, Richard Rose Morton Academy, Austin Friars St Monicas (Roman Catholic Private School), Trinity School and St John Henry Newman Catholic School. Other secondary schools in the wider City of Carlisle district are: Caldew School (Dalston), William Howard School (Brampton), and Lime House School (Private School, Dalston).

 

Richard Rose Central Academy replaced St Aidan's County High School and Specialist Sports and Science College, and North Cumbria Technology College (NCTC, formerly Harraby School). It is sponsored by Eddie Stobart owner Andrew Tinkler, and local businessman Brian Scowcroft. It opened in September 2008. In January 2009, there were protests by parents and pupils regarding poor quality education and school facilities. The school was found to be failing and was placed in Special Measures, with the headmaster and chief executive being immediately replaced.

 

The Tullie House Museum and Art Gallery was opened in 1893 by the Carlisle Corporation. The museum features resident exhibits detailing the history of Roman occupancy of the region, Hadrian's Wall and the Border Reivers. Tullie House, named after the Jacobean mansion in which it is located, hosts travelling exhibitions. The museum has received many awards and was expanded in 1990 and 2000.

 

The city's Guildhall Museum is based in a 14th-century house and the Border Regiment Military Museum is in the castle.

 

Her Majesty's Theatre, in Lowther Street, was constructed in 1874 as the Victoria Hall, and started screening films in 1897. An early music director at the turn of the century was Howard Ellis Carr. After the interior was damaged by fire in 1904, it was rebuilt to designs by architects Beadle & Hope, and reopened in 1905 as Her Majesty's Theatre. Films and variety shows were staged, until around 1919, when it staged only live productions and plays. Robert David MacDonald was artistic director at the theatre. After being briefly renamed Municipal Theatre in the 1960s, the theatre closed in early 1963 and reopened as the Regal Bingo Club in late 1963. This closed in the 1970s and the building was demolished in 1980, replaced by a car park.

 

Sands Centre Sports Hall is Carlisle's main entertainment venue which sometimes hosts touring musicians, theatre and comedians. The West Walls Theatre is situated in the city centre, an amateur theatre. The Old Fire Station opened in 2015 after being converted into a performing arts venue, it hosts touring bands, live stand-up comedy, dramas and art exhibitions. Brunton Park stadium has hosted live music including an Elton John concert in 2007.

 

Carlisle Music Festival takes place in Carlisle Cathedral each year. The defunct Brampton Live, the largest folk festival in the north of England, formerly took place in Brampton. Over the weekend of 14/15 May 2011, Carlisle Lake District Airport hosted Europe's largest free music festival, Radio 1's Big Weekend. The festival's headline acts included Lady Gaga and the Foo Fighters. St Cuthbert's Church hosts an annual series of instrumental and chamber music concerts organised by North Cumbria Recitals.

 

Every August the Carlisle Food Fair is held in the pedestrianised area of the city centre. It plays host to produce from across the continent and features local produce including Cumberland sausage, Cumberland sauce, Farmhouse Cheese and Cumberland Mustard.

 

In 2012, Fair Food Carlisle was awarded the runner-up prize in the government's Buy Better Together Challenge competition. The Buy Better Together Challenge was launched by the Department for Business, Innovation and Skills and Co-operatives UK in December 2011 to encourage groups of consumers to work together to negotiate discounted rates for buying goods and services in bulk. The challenge received 110 entries and to seven finalists were selected. The Fair Food Carlisle scheme uses buying groups to provide workplaces with a weekly supply of food from local businesses.

 

From 1961 to 2009, Carlisle was home to Border Television which served Cumbria, southern Scotland, the Isle of Man and parts of Northumberland.

 

Initially based at studios in the Harraby area of the city, the station was controversially merged with ITV Tyne Tees in 2009 as part of wide-ranging cutbacks to ITV's regional output.

 

As of 2009, ITV Border's news and sales operations are based at offices in the north of the city, although production of its nightly news programme, Lookaround, is based at Tyne Tees' Gateshead studios.

 

As of 2014, ITV Border is again producing a full regional news service, along with two hours a week of current affairs and features programming, aimed specifically at southern Scotland.

 

Television signals are received from the Caldbeck TV transmitter.

 

The Cumberland News is the local broadsheet paper published on Fridays. The News and Star is the evening paper. Both are published by Carlisle-based CN Group. Carlisle is home to BBC Radio Cumbria, Greatest Hits Radio Cumbria & South West Scotland and Hospital Radio Echo, which was established in 1965 and is the hospital radio station to Cumberland Infirmary, 24 hours a day.

 

Carlisle is represented in English football by Carlisle United, who currently play in the third tier of English football after being promoted to Football League One in 2023. The club has played at Brunton Park on Warwick Road (A69) since 1909. In November 2011 plans were unveiled for the club to move to a 12,000-seat stadium in Kingmoor Park.

 

The club's first Football League tenure began in 1928 when it was elected to the northern section of the Football League Third Division, replacing Durham City. Its past achievements include reaching the Football League Cup semi-finals (its best run in either of the two domestic cups) in 1969, and winning promotion to the top flight (then the Football League First Division) in 1974. The club topped the English league after winning its first three games of the 1974-75 season, but failed to keep up its good form and was relegated after just one season. In 1987 the club returned to the Football League Fourth Division, and in 2004 was relegated to the Football Conference – the first former top division club to do so – only to regain their Football League place after one year. In 1999, Carlisle United escaped relegation from the Football League on the final day of the season when on-loan goalkeeper Jimmy Glass scored an injury time winner against Plymouth Argyle. The 2–1 win meant that Scarborough were relegated to the Football Conference.

 

Though Carlisle United has rarely attracted the national football headlines, the club has fielded high-profile players. Some have achieved fame at bigger clubs after spending their early careers at the club. These include Peter Beardsley, Stan Bowles, Steve Harkness, Matt Jansen and Rory Delap. Many older players spent their later years at Carlisle United after playing for bigger clubs. These include Michael Bridges, Mervyn Day, Kevin Gray and David McCreery. Former managers include Bill Shankly, Alan Ashman, Bob Stokoe, Harry Gregg, Mick Wadsworth, Nigel Pearson and Paul Simpson. Since Workington was voted out of the Football League in 1977, Carlisle United were the only Cumbrian team to play senior football until Barrow A.F.C. rejoined the EFL in 2020.

 

Celtic Nation F.C. was a Carlisle-based semi-professional club who played in the Northern Football League Division One. They folded in April 2015 after a season of financial problems. Nation started out in 2004 as Gillford Park F.C. and played in the Northern Football Alliance league and won four promotions in 8 years. In 2012 Scottish millionaire Frank Lynch who is based in America, started putting money into the club and changed its name to Celtic Nation. After two years, Lynch withdrew his financial support and the club struggled before folding.

 

Carlisle City are a semi professional side who play in the Northern Football League. After spending 40 years in the Northern Football Alliance league, they were promoted to the North West Counties Football League in 2016, before being switched to their current league (at the same level) in 2019. They play at Gillford Park after taking over the lease from Celtic Nation in the summer of 2015.

 

Northbank Carlisle was a club which played its football in the Northern Football Alliance Premier Division. After forty years, the club decided to fold its senior team. Northbank still operates as a youth academy.[citation needed]

 

Carlisle has two rugby union clubs: Carlisle RFC and Creighton RUFC. Carlisle RFC play at Warwick Road, alongside Carlisle United Football Club. Creighton RUFC originally played near Cumberland Infirmary but sold its ground to housing development company Story Homes in 2004 in exchange for new facilities off Cumwhinton Road, near Junction 42 of the M6. Former England rugby union captain Steve Borthwick is a native of Carlisle.

 

The rugby league team, Carlisle merged with Barrow and left Carlisle. Amateur rugby league club, Carlisle Centurions played in the National Division of the Rugby League Conference until they withdrew in 2010.

 

Carlisle Border Reivers were an American football team that played in Division 2 North until they folded in 2013. They rebranded as the Carlisle Kestrels in 2019, the team's original name. They play at Gillford Park.

 

In 1904, Carlisle Racecourse was established to the south of the city, it is now a first-class racecourse. Horse racing has been held in Carlisle for centuries before the racecourse was formally established.

 

Three greyhound racing venues existed in Carlisle during the late 1920s. All three were independent (not affiliated to the sport's governing body the National Greyhound Racing Club) and were known as a flapping tracks, which was the nickname given to independent tracks. The first was located at Gillford Park (home of the Carlisle Centurions RL and more recently Celtic Nation F.C.). The second was on pasture land in the former village of Harraby and was conducted by the Carlisle and Cumberland Greyhound Racing Sports Ltd. The third was north west of Carlisle on the Sheepmount playing fields and more recently the athletics track.

 

Carlisle Cricket Club and Cumbria County Cricket Club play at the Edenside Ground north of the city centre. Cumberland is classed as a minor county by the ECB. The club has won the Minor Counties Championship twice. The remains of a Roman bathhouse associated with the Roman fort of Petriana have been excavated at the site.

 

Carlisle has several golf clubs, including Stoneyholme within the city, and Carlisle Golf Club which hosts regional qualifying to the Open Championship.

 

In 2012, Carlisle was one of the official stop-off points for the Olympic torch before it made its way down to the Olympic Games opening ceremony in London's Olympic Stadium.

 

As a frontier town for over a millennium and a half, Carlisle is a military city. It is the most besieged place in the British Isles, having been besieged at least ten times, and has garrisoned troops for most of its history. Cumbria's County regiment, the Border Regiment made its headquarters at Carlisle Castle. The regiment was amalgamated with the King's Own Royal Regiment (Lancaster) to become the King's Own Royal Border Regiment and subsequently the Duke of Lancaster's Regiment where its lineage continues. From 1720 to 1959, the regiment fought in many campaigns, including the French and Indian War, the Battle of Culloden, the First World War and the Second World War.

 

RAF Carlisle also known as 14 MU was located at Kingstown near the present-day Asda. The station closed in 1996 after nearly sixty years in a variety of roles. First established as RAF Kingstown in 1938, it was originally a bomber station, then one of the RAF's Elementary Flying Training Schools and latterly a post-war storage facility.

 

The largest RAF station by area in the country and one of only two electronic warfare ranges in Europe, RAF Spadeadam is located outside the City of Carlisle but maintains strong links with the local community; in 2018, it was awarded the Freedom of the City of Carlisle.

 

During the Second World War the air raid warning organisation No 32 Group Carlisle Royal Observer Corps operated in the city centre controlled from RAF Kingstown. The association with Kingstown developed further in 1962 when the ROC ceased its aircraft spotting role for the RAF and took on a new role plotting nuclear explosions and warning the public of radioactive fallout for the United Kingdom Warning and Monitoring Organisation (UKWMO). A new administration building and a protected, hardened Nuclear Reporting bunker was built at RAF Carlisle. The nuclear bunker was a standard above-ground structure and both the bunker and headquarters hutting were on a separate site at Crindledyke outside the main gates of RAF Carlisle. The Carlisle group was redesignated no 22 Group ROC.

 

The ROC constructed a smaller nuclear reporting post, Kingstown post (OS ref:NY 3837 5920), on the main RAF Carlisle site. The post was an underground protected bunker for a crew of three observers. The headquarters bunker accommodated an operational crew of around 100 with dormitory and canteen facilities an operations room and life support plant.

 

The Royal Observer Corps was stood down and its parent organisation the UKWMO was disbanded in December 1995 after the end of the Cold War and as a result of recommendations in the governments Options for Change review of UK defence. The ROC buildings were demolished in 1996 and replaced by a cellphone communications mast. The foundations of the nuclear bunker can still be partially seen outlined in the concreted yard, which also contains the Air Training Corps hut during recent further development of the site.

 

There are many legends and folkloric stories about the city during the Dark Ages, such as the Sir Gawain and the Carle of Carlisle, about the nephew of King Arthur and the "free man" of the city.

 

In a 14th-century poem, legend has it that Sir Gawain, one of the Knights of the Round Table, stayed at the Castle of Carlisle while on a hunting expedition in the haunted Inglewood Forest. He then slept with the Carle's wife and killed him. This poem has strong parallels with another 14th century poem about Sir Gawain and the Green Knight. The story has since been re-adapted many times, most recently in films from 1973, 1984 and 2021.

 

By some accounts, Carlisle is also none other than Camelot, the mythical seat of King Arthur's court.

 

In local folklore, the Curse of Carlisle is a 16th-century curse that is said to have been invoked by Archbishop Dunbar of Glasgow in 1525 against cross-border families, known as the Border Reivers, who lived by stealing cattle and pillaging. For the millennium celebrations, the local council commissioned a 14-tonne granite artwork inscribed with all 1,069 words of the curse. Following the installation of the stone, Carlisle suffered floods, foot-and-mouth disease, job losses and a "goal famine" for the football team. In response to this, the city council considered removing the stone; however, Kevin Carlyon, the self-titled "high priest of the British white witches", proclaimed that such actions would give the curse more power. He commented that: "A curse can only work if people believe in it. I think at the moment the sculpture is a nice piece of history, but if the council destroys it, they would be showing their belief in the curse."

 

Twin towns - sister cities

Germany Flensburg, Schleswig-Holstein, Germany

Poland Słupsk, Pomeranian Voivodeship, Poland

"You do not need to leave your room.

Remain sitting at your table and listen.

Do not even listen, simply wait.

Be quiet still and solitary.

The world will freely offer itself to you to be unmasked.

It has no choice,

It will roll in ecstasy at your feet." - Franz Kafka

 

Last night's teleclass by Tulshi Sen was such a great reminder to focus on the value of the inner work of the imagination and visioning. When the mind is free to create beyond the memories it has, then it can set the blueprint for living easy and effortlessly. He ended the call with the quote above by Franz Kafka. What I Realized the Next Day

 

While working on this digital art piece directly after the call, I thought of Hermann Hesse's novel, "Sidhartha". At the end of a long hard search for fulfillment out in the world, he ends up working as a ferry man helping people cross a great river. Here at last all of nature opens up to him and offers its deepest secrets in moments of profound solitude. I want to remember this lesson and make it a part of my being.

Rijks Museum - National Museum of Netherlands

 

Vision:

 

The Rijksmuseum links individuals with art and history.

 

Mission:

 

At the Rijksmuseum, art and history take on new meaning for a broad-based, contemporary national and international audience.

 

As a national institute, the Rijksmuseum offers a representative overview of Dutch art and history from the Middle Ages onwards, and of major aspects of European and Asian art.

 

The Rijksmuseum keeps, manages, conserves, restores, researches, prepares, collects, publishes, and presents artistic and historical objects, both on its own premises and elsewhere.

 

From 1800 to 2013

 

The Rijksmuseum first opened its doors in 1800 under the name ‘Nationale Kunstgalerij’. At the time, it was housed in Huis ten Bosch in The Hague. The collection mainly comprised paintings and historical objects. In 1808, the museum moved to the new capital city of Amsterdam, where it was based in the Royal Palace on Dam Square.

 

After King Willem I’s accession to the throne, the paintings and national print collection were moved to the Trippenhuis on Kloveniersburgwal, while the other objects were returned to The Hague. The current building was put into use in 1885. The Netherlands Museum for History and Art based in The Hague moved into the same premises, forming what would later become the departments of Dutch History and Sculpture & Applied Art.

The beginning

 

On 19 November 1798, more than three years after the birth of the Batavian Republic, the government decided to honour a suggestion put forward by Isaac Gogel by following the French example of setting up a national museum. The museum initially housed the remains of the viceregal collections and a variety of objects originating from state institutions. When the Nationale Kunstgalerij first opened its doors on 31 May 1800, it had more than 200 paintings and historical objects on display. In the years that followed, Gogel and the first director, C.S. Roos, made countless acquisitions. Their first purchase, The Swan by Jan Asselijn, cost 100 Dutch guilders and is still one of the Rijksmuseum’s top pieces.

Move to Amsterdam

 

In 1808, the new King Louis Napoleon ordered the collections to be moved to Amsterdam, which was to be made the capital of the Kingdom of Holland. The works of art and objects were taken to the Royal Palace on Dam Square, the former city hall of Amsterdam, where they were united with the city’s foremost paintings, including the Night Watch by Rembrandt. In 1809, the Koninklijk Museum opened its doors on the top floor of the palace.

 

A few years after Willem I returned to the Netherlands as the new king in 1813, the ‘Rijks Museum’ and the national print collection from The Hague relocated to the Trippenhuis, a 17th-century town-palace on Kloveniersburgwal, home to what would later become the Royal Netherlands Academy of Arts and Sciences. Much to the regret of the director, Cornelis Apostool, in 1820 many objects including pieces of great historical interest were assigned to the Kabinet van Zeldzaamheden [Royal Gallery of Rare Objects], which had been founded in The Hague. In 1838, a separate museum for modern 19th-century art was established in Paviljoen Welgelegen in Haarlem. Contrary to the days of Louis Napoleon, very few large acquisitions were made during this period.

 

Cuypers Cathedral

 

The Trippenhuis proved unsuitable as a museum. Furthermore, many people thought it time to establish a dedicated national museum building in the Netherlands. Work on a new building did not commence until 1876, after many years of debate. The architect, Pierre Cuypers, had drawn up a historic design for the Rijksmuseum, which combined the Gothic and the Renaissance styles. The design was not generally well-received; people considered it too mediaeval and not Dutch enough. The official opening took place in 1885.

 

Nearly all the older paintings belonging to the City of Amsterdam were hung in the Rijksmuseum alongside paintings and prints from the Trippenhuis, including paintings such as Rembrandt’s Jewish Bride, which had been bequeathed to the city by the banker A. van der Hoop. The collection of 19th-century art from Haarlem was also added to the museum’s collection. Finally, a significant part of the Kabinet van Zeldzaamheden, which had by then been incorporated into the new Netherlands Museum for History and Art, was returned to Amsterdam.

 

Renovations

 

Over the years, collections continued to grow and museum insight continued to expand, and so the Rijksmuseum building underwent many changes. Rooms were added to the south-west side of the building between 1904 and 1916 (now the Philips wing) to house the collection of 19th-century paintings donated to the museum by Mr and Mrs Drucker-Fraser. In the 1950s and 1960s, the two original courtyards were covered and renovated to create more rooms.

 

In 1927, while Schmidt-Degener was Managing Director, the Netherlands Museum was split to form the departments of Dutch History and Sculpture & Applied Art. These departments were moved to separate parts of the building after 1945. The arrival of a collection donated by the Association of Friends of Asian Art in the 1950s resulted in the creation of the Asian Art department.

 

The 1970s saw record numbers of visitors of almost one-and-a-half million per year, and the building gradually started to fall short of modern requirements.

‘Verder met Cuypers'

 

The current renovation reinstates the original Cuypers structure. The building work in the courtyards are removed. Paintings, applied art and history are no longer displayed in separate parts of the building, but form a single chronological circuit that tells the story of Dutch art and history.

 

The building is thoroughly modernized, while at the same time restoring more of Cuypers original interior designs: the Rijksmuseum has dubbed the venture ‘Verder met Cuypers‘ [Continuing with Cuypers]. The Rijksmuseum will be a dazzling new museum able to satisfy the needs of its 21st-century visitors!

 

Every year, the Rijksmuseum compiles an annual report for the previous year. Annual reports dating back to 1998 can be found here (in Dutch only). Reports relating to the years before 1998 are available in the reading room of the library.

 

O Museu Rijks é um dos maiores e mais importantes museus da Europa.É o maior dos Países Baixos, com acervo voltado quase todo aos artistas holandeses. As obras vão desde exemplares da arte sacra até a era dourada holandesa, além de uma substancial coleção de arte asiática.

Esse é o Rijksmuseum, o Museu Nacional dos Países Baixos. E aproveite, caro leitor, porque o Rijks esteve parcialmente fechado para reforma durante 10 anos – voltou a funcionar só em 2013. Ou seja, quem esteve em Amsterdam na última década não conheceu o Rijks, pelo menos não completamente.

 

Mas o quê tem lá? Muita coisa. Destaque para as coleções de arte e História holandesas. Os trabalhos dos pintores Frans Hals e Johannes Vermeer são alguns dos mais concorridos, mas imbatível mesmo é Rembrandt van Rijn, considerado um dos maiores pintores de todos os tempos. Se você não é um fã de museus de arte, mas faz questão de conhecer o trabalho desses grandes artistas, uma dica: assim que chegar ao Rijks, vá direto para a ala onde estão as obras-primas. Assim você vê o mais importante no início da visita, quando ainda está descansado e poderá dedicar o tempo necessário para essas obras.

A mais famosa delas é a “A Ronda Noturna”, de Rembrandt, uma obra que inspirou músicas, pinturas, filmes e até um flash mob. Quando o Rijks foi reaberto, artistas recriam a cena mostrada no quadro dentro de um shopping de Amsterdam. A ação está no vídeo abaixo e eu te garanto que vale a pena dar play.

 

Read more: www.360meridianos.com/2014/01/museus-de-amsterdam.html#ix...

Read more: www.360meridianos.com/2014/01/museus-de-amsterdam.html#ix...

Rijksmuseum, Museu Nacional

42 Stadhouderskade

Amsterdam

 

O museu Rijksmuseum de Amsterdã é o Museu Nacional da Holanda, onde você encontrará uma impressionante coleção permanente, formada por 5.000 pinturas e 30.000 obras de arte, além de 17.000 objetos históricos.

 

Esse museu nacional foi fundado em 1885 e está instalado em um edifício de estilo neogótico. A sua principal atração é a extensa coleção de quadros pintados por artistas holandeses, abrangendo um período que vai do séc. XV aos dias de hoje. A obra de arte mais famosa em exibição é o quadro A Ronda Noturna, de Rembrandt.

O museu Rijksmuseum está dividido em cinco departamentos: pintura, escultura, arte aplicada, arte oriental, história dos Países Baixos e gravuras. O núcleo da coleção é a pintura e suas obras mais representativas são as que pertencem ao Século de Ouro holandês, com quadros de artistas como Rembrandt, Vermeer ou Frans Hals.

Ver fonte: dreamguides.edreams.pt/holanda/amsterda/rijksmuseum

 

Museu Rijks, Amesterdão

O Museu Rijks (Museu Nacional) é um edifício histórico, sendo o maior museu nos Países Baixos. O Museu é o maior no numero relativamente às suas colecções, na área do edifício em si, no financiamento e no numero de funcionários empregados.

Cada ano, mais de um milhão de pessoas visitam o Museu Rijks. O Museu emprega cerca de 400 pessoas, incluindo 45 conservadores de museu que são especializados em todas as áreas.

O Museu Rijks é internacionalmente reconhecido pelas suas exibições e publicações, mas não só apenas por estes produtos de grande qualidade, mas também pelas áreas no museu em si que são fonte de inspiração e encorajam a criação de novas ideias.

O museu também tem recursos consideráveis para a educação, para a decoração e apresentação de exibições. Importantes designers são regularmente chamados a trabalharem em projectos no Museu Rijks.

O edifício principal do Museu Rijks está a ser renovado. A boa noticia é que a melhor parte da exposição está apresentada na redesenhada ala Philips. O nome desta exposição denomina-se "The Masterpieces'.

O museu abre diariamente das 10 da manhã até ás 5 da tarde.

A entrada é pela Stadhouderskade 42.

www.rijksmuseum.nl

 

Rijksmuseum

Origem: Wikipédia, a enciclopédia livre.

O Rijksmuseum é um museu nacional dos Países Baixos, localizada em Amsterdão na Praça do museu. O Rijksmuseum é dedicado à artes e história. Ele tem uma larga coleção de pinturas da idade de ouro neerlandesa e uma substancial coleção de arte asiática.

O museu foi fundado em 1800 na cidade da Haia para exibir a coleção do primeiro-ministro. Foi inspirado no exemplo francês. Pelos neerlandeses ficou conhecida como Galeria de Arte. Em 1808 o museu mudou-se para Amsterdã pelas ordens do rei Louis Napoleón, irmão de Napoleão Bonaparte. As pinturas daquela cidade, como A Ronda Nocturna de Rembrandt, tornaram-se parte da coleção.

Em 1885 o museu mudou-se para sua localização atual, construído pelo arquiteto neerlandês Pierre Cuypers. Ele combinou elementos góticos e renascentistas. O museu tem um posição proeminente na Praça do Museu, próximo ao Museu van Gogh e ao Museu Stedelijk. A construção é ricamente decorada com referências da história da arte neerlandesa. A Ronda Nocturna de Rembrandt tem seu próprio corredor no museu desde 1906. Desde 2003 o museu sofreu restaurações, mas as obras-primas são constatemente presentes para o público.

A coleção de pinturas inclui trabalhos de artistas como Jacob van Ruysdael, Frans Hals, Johannes Vermeer e Rembrandt e de alunos de Rembrandt.

Em 2005, 95% do museu está fechado para renovação, mas as pinturas da coleção permanente ainda estão em mostra em uma exibição especial chamada As Obras-primas.

Algumas das pinturas do museu:

Rembrandt van Rijn

A Ronda Nocturna

Os síndicos da guilda dos fabricantes de tecidos

A noiva judia

A lição de Anatomia do Dr. Deyman

Pedro negando Cristo

Saskia com um véu

Retrato de Titus em hábito de monge

Auto-retrato como Apóstolo Paulo

Tobias, Ana e o Bode

Johannes Vermeer:

A Leiteira

A Carta de Amor

Mulher de Azul a ler uma carta

A Rua pequena

Frans Hals:

Retrato de um jovem casal

A Companhia Reynier Real

O bebedor alegre

Retrato de Lucas De Clercq

Retrato de Nicolaes Hasselaer

Retrato de um homem

Página oficial do Rijksmuseum

Virtual Collection of Masterpieces (VCM)

O melhor museu de Amsterdam: Rijksmuseum

O Commons possui uma categoria contendo imagens e outros ficheiros sobre Rijksmuseum

 

Rijksmuseum Amsterdam

  

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Se você visitar Amsterdam, precisará conhecer o Museu Nacional da Holanda: Rijksmuseum Amsterdam. O Museu Nacional fica na Praça do Museu, situada no centro de Amsterdam. O Museu Nacional, ou Rijksmuseum, possui uma maravilhosa coleção de arte e história holandesas. Após uma visita ao Rijksmuseum, você saberá mais sobre história e arte e terá visto alguns dos maiores marcos culturais da Holanda.

 

Obras-primas do Museu Nacional

Ao todo, a coleção do Rijksmuseum apresenta a história da Holanda em um contexto internacional, desde 1.100 até o presente. Há alguns ícones da história e cultura da Holanda que você não pode perder:

 

Ronda Noturna (de Nachtwacht) de Rembrandt é uma das mais famosas obras desse mestre holandês e é de tirar o fôlego.

 

O Rijksmuseum tem uma das melhores coleções de pinturas dos grandes mestres do século XVII, como Frans Hals, Jan Steen, Vermeer e Rembrandt.

 

Assim como o Museu Histórico de Haia, o Rijksmuseum apresenta lindas casas de bonecas, mobiliadas em detalhes, datando de 1676.

 

Se você não puder ir ao Delft Real, pode ainda apreciar algumas das melhores cerâmicas de Delft, de conjuntos de chá a vasos, no Museu Nacional.

 

Museu que é visita obrigatória em Amsterdam

Quer sua estadia em Amsterdam seja breve ou longa, você deve visitar o Rijksmuseum. Chegue cedo para evitar enfrentar filas. Combine a visita ao Rijksmuseum com várias outras atrações próximas, como o Museu Van Gogh, o Museu Stedelijk Amsterdam e a Coster Diamonds

 

Para obter mais informações sobre Amsterdam, retorne à página sobre Amsterdam ou à página sobre os museus de Amsterdam.

   

Bhutan is not a country that is generally well known. If asked, most people might say that it lies somewhere in the Himalayas and is a bit hilly. If pressed, they might think of yaks and snow leopards and rhododendrons, or maybe know it as the land where development is measured in terms of Gross National Happiness rather than Gross Domestic Privation.

 

And in fact, this latter characteristic most fits with my experiences of this mountainous kingdom – the happiness of the people stands out a mile. In the short time that I was there I cannot recall a frown or a curse or even so much as a tiny disagreement. Even the use of the car horn is limited to polite little peeps or playful messages sent to pretty girls as they saunter along the pavement. It is such a gentle society.

 

It’s also an equal and an emancipated one. Women are first in line to inherit following the death of their parents; it is they who get the house and the property and the rights, not the son (whether he’s older or not). Women can have as many spouses as men. Women are very forthright when it comes to flirting: within a couple of hours at my first hotel I was invited to a dance that evening and asked if I wanted to marry one of the waitresses. I didn’t take advantage of either offer but, given the beauty of the women here, I was sorely tempted. They really are extremely lovely – slim and wiggly bodies, velvety black hair that never seems to grey, wonderful dimpled smiles, and eyes that just penetrate into the heart of you.

 

They seem to be a very sexually liberated lot (well, that’s one way of calling it). My guide, Kinlay, was forever talking about his girlfriends (even though he’s married with two sons), hanky-panky (but no spanky, perhaps that was pushing revelations a mite too far given that I’d only just met him), and jiggy-jiggy (or, in local parlance, ‘jeggy-jeggy’), or shouting, ‘Charimdumaray’ (‘You’re lovely’) through the window at any passing female. But then he’s very young, he’s in his thirties … Or maybe he’s just trying to live up to the reputation of his namesake, Lama Drukpa Kunley (1455-1529), aka ‘The Divine Madman’, a saint who had the MO of driving out demons by means of excessive drinking and fornication which sounds a perfectly valid and jolly method of exorcism to me. His signature, a big phallus , now adorns many buildings throughout the area – a sign to ward off evil and protect the household. I wonder how this would go down with the good citizens of Ayr?

 

Many people still revere His Mad Divineship / Holy Madness and consequently many people have been given his name (or that of the temple that was dedicated to him, ‘Chimey Lhakhang’). The first two people I met in Bhutan were called Kunley. Then the third (who was confusingly a woman ) turned out to be a Kunley too. And so was the fourth. I gave up asking after that.

 

Bhutan is now a constitutional monarchy since the present king relinquished absolute rule in 2008. Like a 21 year old with the keys to life, the new democracy is revelling in its liberation, independence and autonomy and is enjoying furnishing its own flat and buying its own clothes and food. But at the same time it looks up to the person who granted it its freedom, and the whole country remains loyal and truly affectionate towards the Royal Family.

 

The king (31, Pisces - they like such details here) married his young betrothed (21, Virgo ) on the 13th October. Every shop had photos of the couple posted outside and inside, decorated with ribbons in the colours of the Buddha – blue (for the sky), white (for the clouds), red (for fire), green (for water) and yellow (for the soil). Huge banners adorned hillsides and town gates. Radio programmes were filled with callers wishing the happy pair a long, fruitful, loving union. And as I watched the wedding in a restaurant in Paro , with the assembled masses in the crowds and in the organised dances that must have taken weeks to rehearse, and thought that there could not be a single person in the nation who was not either at the ceremony or who was not glued to the TV, it occurred to me that this was what it must have been like with QEII 50 years ago . How long will this state of innocent bliss last?

 

Maybe for a long time yet. Not only is this a peaceful society (I never once felt threatened) but it’s also relatively prosperous, well organised, and, crucially and in a real way, it actually is a society. It is not a collection of individuals out to benefit for themselves. This is one big nation of people (about 650 000 of them) who believe they are part of a larger community of family, friends and neighbours. The neighbours may be from the east of the country (300 miles away and effectively 2 days travelling) who speak another dialect and wear different clothes, but they are still part of the same community.

 

Free education for all plays an important role in levelling classes and bringing people together. The king (apparently) lives in a ‘cottage’ and he is certainly one who puts much effort in meeting and greeting. The ceremony he attended in Thimpu, after the wedding, lasted from 0900 to 1700 and for a lot of that time he was moving amongst the crowds, shaking hands and speaking with (not ‘to’ – I don’t think he’s a Charlie. ‘And what do you do?’ – probably isn’t his stock, opening gambit) virtually everyone there.

 

Communities work in unison to improve the environment and their own lives. They harvest the rice together, it’s a communal thing. Often I saw small congregations on the hillside, burning juniper as incense, intoning incantations, chanting with monks. Several times I saw parties of villagers or school children walking along the roadside picking up litter. The land is free of piles of rubbish. This is a clean country. The drains and rivers are not open sewers. Not once did I see a rat.

 

Smoking was banned recently. It’s an offence to smoke – you could be imprisoned. For grass it’s up to three years for possession and 9 years for dealing. This was the first country to outlaw plastic bags too. Unfortunately, however, for both fags and bags neither law is strictly enforced and both are commonly (if expensively for the former) available.

 

But Bhutan is not Shangri La. In 1999 TV was introduced for the first time. Now the two favourite programmes are World Federation Wrestling from the USA, and ‘Bhutan Idol’ (the third series) – it was this programme that Kinlay said would prevent me from watching any footie on TV in the bars. ‘Idol’ was that popular! Everyone now has a TV and there is a good link between the growth in its distribution and the incidence of crime in the country.

Mobile phones came in in 2003 (so my guide said) and they are now ubiquitous. Young people have adopted the global practice of meeting up and then spending all the time texting and / or phoning other friends elsewhere. That’s when they can stop blowing bubble gum for long enough to say anything. One person I met had a sophisticated ring tone system that alerted him to whoever was trying to contact him: his wife’s ring tone was his young son’s crying and gurgling; his mate’s tone was an extract from his favourite blue movie accompanied by the obligatory image of a busty brunette.

 

The people like to dress up for occasions (like the festival – Tseschu – in Thimpu) with their finest national gear: beautiful, iridescent, brightly coloured silk dresses for the women; rather more subdued but still unique skirts and knee-high stockings for the men. When visiting national monuments (such as museums, temples, dzongs ) or events they have to dress in national costume. But these days, for normal everyday wear, they tend far more towards the boring western norm of t-shirts and jeans and track-suits (usually with ‘Man Utd’ written on them. Damn their souls!). There was a great contrast between the clothes worn to the formal Tseschu festival and the far less formal singalong in Thimpu town square – colourful, vibrant, exciting of the exotic compared with the dull, drab, grey and black of the mundane (and the future).

 

Traditional sports seem to be holding their own against the overwhelming and inexorable influence of football . Archery is something the Bhutanese are especially good at having won medals of all colours at recent Olympics. These days they employ carbon composite bows for main competitions. Traditional bows of bamboo are still found and used but mainly to simply maintain the tradition. The target is a wooden board about 40cm high and usually 140m from the archer. No wonder they’re good at it.

 

Darts (not the UK variety) – about 15cm long consisting of a 3cm metal point, a wooden shaft and 5cm feathers – is also played at weekends. The ‘court’ is longer than a cricket pitch and the target is a 30cm wooden board with a bulls-eye near the top. A wall of earth or concrete backdrops the target, really just a sop to health and safety. They are not overly concerned with H&S, which is healthy.

 

For both archery and darts, the opposing team (all wearing fine traditional skirts ) line up alongside the target and watch intently as the projectile is released and heads towards them. The observers’ reaction time for the darts is far less than that for archery. I think I was happier watching the archery. When a dart or arrow actually hits the board it triggers a mediaeval ritual of chanting and dancing by both of the teams, in praise of the gods for such a blessing. If only our supporters and ‘sportsmen’ took win and loss in the same spirit.

 

There are cars in Bhutan as well. Not many of them because there aren’t that many people. They are in good condition and few of them send out blasts of poisonous black smoke. I saw my first privately-owned electric car here. They are generally new (the favourites being Hyundais and Toyota) and without any dents. Motorbikes are rare and tuc-tucs are entirely absent (which is such a relief!). Roads (maintained and built by Indians, and funded by the RoI government) are largely pothole-free and gloriously smooth. It still takes a long time to get anywhere because of the winding nature of the terrain, but at least it’s almost painless.

 

But, of course, this road system comes at a cost. Gangs of Indians, thousands of them, have been imported and have set up semi-permanent residence in Bhutan (without citizen rights, of course) and their sole employment, occupation and raison d’etre is road building and repair. They work very long hours (0600 to 1600 hrs) for a pittance. Their tools are mainly their hands: hauling large stones over cliffs or onto lorries. Primitive implements are provided: back bent double as they use pathetic brushes to sweep the road; women shovelling sand and gravel and throwing it through sieves. Some (men as well as women) actually break rocks with hammers, all day long, like a work detail from a ‘40s state penitentiary, a modern day chain-gang. These gangs have their own settlements and schools; they are separate from mainstream Bhutanese society. But they don’t seem to be discriminated or prejudiced against. There is, at least, no bigotry in Bhutan.

 

Except perhaps against the Nepalese. This is not talked about, but many Bhutanese who originated in Nepal (two or three or more generations back) were forcibly deported in the ‘90s (?) and now reside in refugee camps in Nepal. I met only one person whose ancestors came from Nepal but he seemed contented and calm. He might have said more but we’d been caught up in a delay caused by a landslide and the obstruction had just been removed so we had to move on. 11 days is not enough in Bhutan.

 

You might think that a Buddhist democracy consisting of less than three quarters of a million people might not need or, especially, want an army. How could they justify killing? And anyway, what could their paltry population hope to accomplish against the might of the Indians or Chinese if they chose to invade ? But it’s a career path to some (Kinlay considered it after university (in Chennai) if tourism didn’t work out), and for others the army really is a necessity.

 

Earlier in the noughties there was some trouble with Assamese rebels. They had occupied some of the forests of the duars in Bhutan (just across the border) and were causing problems (not with the locals – the Assamese were generous with their payment for goods – but with the (Indian?) politicians). Negotiations with the rebels were not successful and so the Bhutanese government sent in the troops. This resulted in the insurgents being ousted but at the cost of 12 Bhutanese soldiers being killed. The effects of this battle / war seems to have become deeply embedded within the psyche of the Bhutanese; a large memorial (at Dochu La consisting of 108 chortens) was established to commemorate the conflict and one of the on-going repercussions is that the army are more popular than ever. Not that it would ever sink to the depths of the Burmese army and become a junta. That would be unthinkable.

 

So the army is needed . But what about religious or moral objections, after all Costa Rica doesn’t have a standing army so surely a strict Buddhist nation could do without one? But then the Bhutanese love meat. They are devout devourers of pork and beef and, to a slightly lesser extent, chicken? So long as they don’t have to kill the animals themselves they are happy to consume flesh.

 

Do I hear calls of ‘Hypocracy’? Well, I’m not going to shout them down.

 

But all religions are institutionally hypocritical and Buddhism is no worse than any other. An army of a Buddhist nation sounds contradictory but religion has always been political, nations are essentially political beasts with artificial boundaries, politicians need to maintain and protect those boundaries as well as they can given limited resources, and armies are the main way of providing protection.

 

At least this army is not there to violate other nations or supress the population or support an unauthorised government. It provides comfort and a sense of security, a source of pride, and a life for many people. Who am I to criticise it?

 

The trekking in Bhutan was far better than in Nepal (although Nepal was good). Here it was proper camping, there it was in Guesthouses. Nepal is over-populated, there is no getting away from people; waves of trekkers (ramblers) met you head on along the Poon Hill circuit; football crowds gathered to catch the dawn view of Annapurna; dogs, locals, cows, agricultural terraces … they all swarm and cover the slopes of Nepal.

 

But in Bhutan … ah, it’s different. I met perhaps 10 other trekkers on my 5 day stint. Yes, there were monks and the occasional dog, but mainly it was me in the wild, in untouched, blue pine forests and stands of huge or dwarf rhodies and junipers and alpine meadows of the highest hills. Alongside the soft beats of the wings of the goshawk, and ‘glowps’ of ravens, and cheeky cawings of choughs there was the whisper of winds and ripple of drying leaves. No sounds of machinery. No barking . No drunken laughter . It was heaven.

 

Of course I was spoilt. Apart from the landscape, and the views, and the sky and the clouds, and the wildlife and the vegetation, I had a platoon of (for wont of a better word ) servants to look after my every needs. I had my own chef, and he had a helper. I had a guide who made sure I didn’t fall down a cliff or take the wrong path. I had a horseman who looked after the seven ponies that accompanied our small expedition. The only person I lacked was a masseur (which, incidentally, was what I really needed).

 

They erected my tent and decamped for me. They cooked me three meals a day and washed up after me. I was served at my table and they even ran off to buy beer for me . They set up my own private lav, provided loo paper, and filled the hole in after me. My guide even carried my water bottle. They did everything for me except tuck me in at night (for which I was grateful).

 

It was hard walking, some of the slopes were steep, and it was bloody cold at night. I met a couple of Aussies on the second day and, after I remarked how bloody cold it was the previous night (not that I was fixated or anything), they said, ‘Well, it gets colder. There was frost on the ground two nights ago.’ I said, ‘Great. Good job my sleeping bag isn’t as good as I thought it was (and the zip’s broken), and that I forgot my socks.’ They said, ‘You forgot your socks?! Are you mad?’ I didn’t say anything. ‘But you’re from Scotland, right?’ ‘Aye,’ I said, ‘You’ll be fine then.’ They were nice people but they could afford to be because they’d survived the ordeal and were now heading back to civilisation. They had had socks. Smug bastards. Nice people though.

 

Ten minutes later, as I was watching a huge thanka being unfolded by the Phajoding monks, the lady (to my shame I never did get to know her name) ran up to me and offered, like a true Buddhist using both hands, a pair of socks. ‘They’re a day and a half old,’ she said, ‘but they’ll save your life!’ I didn’t know what to say so I kept repeating, like the simpleton John Miles played in ‘Ryan’s Daughter’, ‘Thank you, thank you.’ I refrained from saying ‘God bless’, but I was genuinely touched (in more ways than one) and didn’t even have the sense to ask for their address so that I could send them back to Oz. Which was just as well. But I would have had them washed.

 

And the socks really were a Godsend. Never before have I held so much regard for footware. They (along with the extra blanket supplied by chef) actually made the next three nights bearable (just. There was still the issue of the bells and the thin mattress). Thanks Australia ;-)

 

Overall, you might think that a minimum of $200 a day to visit and exist in Bhutan is a lot of money. And it is. No argument. But … this money covers everything apart from incidentals such as snacks and souvenirs , and so, although it’s expensive, it’s not that expensive and is, actually, when it comes down to it, damned good value for money. Outside of Bhutan, how much would it cost to have what they provided me? A personal guide (just for little old me) who answers most of the inane and arcane questions I usually pose to myself or strangers (who aren’t good at responding. Either of them) and panders to almost my every whim My own transport (so I can say, ‘Why don’t we go down this wee road?’, ‘Can we just stop here for a minute to take a photo’, and ‘STOP! There’s a bird I haven’t seen, I’m sure of it. Might be new to science too. Come on, we’ll be famous!’ ) My your own private expeditionary force to conquer the Himalayas? The chance to stay in top class hotels (with clean, unstained sheets and electrics that work. Luxury). To have all your meals provided for you (most of them excellent). And to have the flexibility to be able to change itinerary and venues / hotels depending on how you feel … and all this amongst the beauty, serenity and unspoilt splendour of a country which is Bhutan …

 

Well, what can I say? It’s not a perfect country, but it comes damned close to it.

 

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I wish to offer everyone my most sincerest of apologies. I screwed up big time. I bought a jar of Cheez Whiz. I don’t believe I’ve done this since I was in college. The label was much different back then. However, I bought some peppers to roast and I thought that a nice blue rare beef patty with blood still coming out of it and blackened, roasted peppers and melted Cheez Whiz sounded good.

 

When I get the testicular fortitude to do it, I’m going to have to eat it with a towel over my head. I don’t want Jesus looking down at me eating Cheez Whiz and making him cry. Jesus cried enough looking down at the Texas A&M football team in the 80s when we had to kiss our dates on first downs.

 

I read the list of ingredients on the bottle. It’s exhaustive. There are more ingredients in Cheez Whiz than there were in the bombs that the Japanese used to attack the Alamo in 1941. Thank goodness the Alamo had a basement for shelter. Evidently, “Cheez Whiz” is something called “processed cheese food” and not real cheese.

 

I had Little Texas Aggie Bear wear A&M College of Texas Ring ’42 around his neck last night. I didn’t want A&M College of Texas Ring ’42 killing me in my sleep for my purchase of the Cheez Whiz. I could tell the ring who shall one day rule them all was terribly disappointed with me and I know that since A&M College Ring was super good at killing German soldiers in Italy during WWII, he’d have no problem snapping my neck in my sleep.

 

It was very difficult getting to sleep last night. Little Aggie Bear was on the dresser top wearing the Aggie College of Texas Ring around his neck and crying. I was laying on my bed crying into my pillow and A&M College of Texas Ring ’42 was yelling, “You’re pathetic for buying Cheez Whiz!”

 

I spent this morning naked, with no belly fat, and curled up in a ball in the shower sobbing for buying the Cheez Whiz. In my shame, I’d throw it away, but I was raised by a grandmother who survived the Great Depression and had to hunt squirrels while her brothers were working the fields to put meat on the table and one doesn’t waste food no matter how evil it is.

 

Strange things are afoot on the Jersey Shore.

The Cadillac Eldorado is a personal luxury car that was manufactured and marketed by Cadillac from 1953 to 2002 over ten generations. Competitors and similar vehicles included the Lincoln Mark series, Buick Riviera, Oldsmobile Toronado and Chrysler's Imperial Coupe.

 

The Eldorado was at or near the top of the Cadillac line during early model years. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 were the most expensive models that Cadillac offered those years, and the Eldorado was never less than second in price after the Cadillac Series 75 until 1966. Eldorados carried the Fleetwood designation from 1965 through 1972.

 

NAME

The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one" — and also refers to El Dorado, the mythical South American "Lost City of Gold" that fascinated Spanish explorers.

 

Chosen in an internal competition for a 1952 concept vehicle celebrating the company's golden anniversary, the name Eldorado was proposed by Mary-Ann Marini (née Zukosky), a secretary in Cadillac's merchandising department — and was subsequently adopted for a limited-edition convertible for model year 1953.

 

Palm Springs Life magazine incorrectly attributes the name to the Eldorado Country Club in Indian Wells, California, a favorite resort of General Motors executives in the Coachella Valley — though the resort opened in 1957, five years after Cadillac's own naming competition.

 

Cadillac began using the nameplates 'Eldorado Seville' and 'Eldorado Biarritz' to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The 'Seville' name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1977.

 

FIRST GENERATION (1953)

The Cadillac Series 62 Eldorado joined the Oldsmobile 98 Fiesta and Buick Roadmaster Skylark as top-of-the-line, limited-production specialty convertibles introduced in 1953 by General Motors to promote its design leadership. A special-bodied, low-production convertible (532 units in total), it was the production version of the 1952 El Dorado "Golden Anniversary" concept car. Along with borrowing bumper bullets (aka dagmars) from the 1951 GM Le Sabre show car, it featured a full assortment of deluxe accessories and introduced the wraparound windshield and a cut-down beltline to Cadillac standard production.

 

The expansive frontal glass and distinctive dip in the sheetmetal at the bottom of the side windows (featured on one or both of GM's other 1953 specialty convertibles) were especially beloved by General Motors' styling chief Harley Earl and subsequently widely copied by other marques. Available in four unique colors (Aztec red, Alpine white, azure blue and artisan ochre — the last is a yellow hue, although it was shown erroneously as black in the color folder issued on this rare model). Convertible tops were available in either black or white Orlon. AC was an option, as were wire wheels. The car carried no special badging other than a gold-colored "Eldorado" nameplate in the center of the dash. A hard tonneau cover, flush with the rear deck, hid the convertible top in the open car version.

 

Although technically a subseries of the Cadillac Series 62 based on the regular Series 62 convertible, sharing its engine, it was nearly twice as expensive at US$7,750. The 5,610 mm long, 2,030 mm wide vehicle came with such standard features as windshield washers, a signal seeking radio, power windows, and a heater. The Eldorado comprised only 5% of Cadillac's sales in 1953.

 

SECOND GENERATION (1954–1956)

In 1954, Eldorado lost its unique sheet metal and shared its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and see a substantial increase in sales. The Eldorados had golden identifying crests centered directly behind the air-slot fenderbreaks and wide fluted beauty panels to decorate the lower rear bodysides. These panels were made of extruded aluminum and also appeared on a unique one of a kind Eldorado coupé built for the Reynolds Aluminum Corporation. Also included in the production Eldorado convertible were monogram plates on the doors, wire wheels, and custom interior trimmings with the Cadillac crest embossed on the seat bolsters. Two thousand one hundred and fifty Eldorados were sold, nearly four times as many as in 1953.

 

For 1955, the Eldorado's body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of the Eldorado once again pointing the way forward. The Eldorado sport convertible featured extras such as wide chrome body belt moldings and twin round taillights halfway up the fenders. Sales nearly doubled to 3,950.

 

For 1956, a two-door hardtop coupé version appeared, called the Eldorado Seville at which point the convertible was named the "Eldorado Biarritz". An Eldorado script finally appeared with fender crest on the car which was further distinguished by twin hood ornaments. An extra feature on the Eldorado convertible was a ribbed chrome saddle molding extending from the windshield to the rear window pillar along the beltline. With the addition of the Seville, sales rose yet again to 6,050 of which 2,150 were Sevilles. Eldorados accounted for nearly 4% of all Cadillacs sold.

 

THIRD GENERATION (1957-1960)

1957 saw the Eldorado (in both convertible and Seville hardtop bodystyles) with a revised rear-end design featuring a low, downswept fenderline capped by a pointed, in-board fin. The rear fenders were commonly referred to as "chipmunk cheeks". This concept was used for two years, but did not spawn any imitators. Series 62 Eldorados (as distinct from the Series 70 Eldorado Brougham) were further distinguished by the model name above a V-shaped rear deck ornament and on the front fenders. The rear fender and deck contour was trimmed with broad, sculptured stainless steel beauty panels. Also seen were "shark" style fins pointing towards the back of the cars. A three section built in front bumper was another exclusive trait of the Series 62 Eldorados, which came with a long list of standard features. Four specially-built 4-door hardtop Eldorado Sedan Sevilles were also built in 1957.

 

1957 was chiefly notable for the introduction of one of GM's most memorable designs, the Series 70 Eldorado Brougham. Announced in December 1956 and released around March 1957, the Eldorado Brougham was a hand-built, limited car derived from the Park Avenue and Orleans show cars of 1953-54. Designed by Ed Glowacke, it featured the first appearance of quad headlights and totally unique trim. The exterior ornamentation included wide, ribbed lower rear quarter beauty panels extending along the rocker sills and rectangularly sculptured side body "cove" highlighted with five horizontal windsplits on the rear doors. Tail styling treatments followed the Eldorado pattern. This four-door hardtop with rear-hinged rear doors was an ultra-luxury car that cost an astonishing $13,074 — twice the price of any other 1957 Eldorado and more than the Rolls-Royce Silver Cloud of the same year. It featured a stainless steel roof, self leveling air suspension, the first automatic two-position "memory" power seats, a dual four-barrel V-8, low-profile tires with thin white-walls, automatic trunk opener, cruise control, high-pressure cooling system, polarized sun visors, electric antenna, automatic-release parking brake, electric door locks, dual heating system, silver magnetized glovebox, drink tumblers, cigarette and tissue dispensers, lipstick and cologne, ladies' compact with powder puff, mirror and matching leather notebook, comb and mirror, Arpège atomizer with Lanvin perfume, automatic starter with restart function, Autronic Eye, drum-type electric clock, power windows, forged aluminum wheels and air conditioning. Buyers of Broughams had a choice of 44 full-leather interior and trim combinations and could select such items as Mouton, Karakul or lambskin carpeting.

 

There were serious difficulties with the air suspension, which proved troublesome in practice. Some owners found it cheaper to have it replaced with conventional coil springs.

 

The 1957 Eldorado Brougham joined the Sixty Special and the Series 75 as the only Cadillac models with Fleetwood bodies although Fleetwood script or crests did not appear anywhere on the exterior of the car, and so this would also mark the first time in 20 years that a Fleetwood-bodied car was paired with the Brougham name. The 1957-58 Eldorado Brougham also marked the return of the Cadillac Series 70, if only briefly. Only 400 Eldorado Broughams were sold in 1957.

 

An all-transistor signal-seeking car radio was produced by GM's Delco Radio and was first available for the 1957 Eldorado Brougham models, which was standard equipment and used 13 transistors in its circuitry.

 

For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Roadmaster Riviera, Oldsmobile Holiday 88, Pontiac Bonneville Catalina, and the all-new Chevrolet Bel-Air Impala.

 

On 1958 2-door Eldorados, a V-shaped ornament and model identification script were mounted to the deck lid. Two-door Eldorados also had ten vertical chevron slashes ahead of the open rear wheel housings and crest medallions on the flank of the tailfins. Broad, sculptured beauty panels decorated the lower rear quarters on all Series 62 Eldorados and extended around the wheel opening to stretch along the body sills. All-new was a special-order Series 62 Eldorado Seville, of which only one was actually built.

 

The major changes to the Eldorado Brougham in 1958 were seen inside the car. The interior upper door panels were finished in leather instead of the metal finish used in 1957. New wheel covers also appeared. Forty-four trim combinations were available, along with 15 special monotone paint colors. A total of 304 Eldorado Broughams were sold in 1958. 1958 was the last year for the domestic production of the handbuilt Brougham at Cadillac's Detroit factory, as future manufacturing of the special bodies was transferred to Pininfarina of Turin, Italy.

 

The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels. In 1959 the Series 62 became the Series 6200. De Villes and 2-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the 4-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 3,302 mm wheelbase. New mechanical items were a "scientifically engineered" drainage system and new shock absorbers. All Eldorados were characterized by a three-deck, jeweled, rear grille insert, but other trim and equipment features varied. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp (257 kW) from the 6.4 L engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames. The Eldorado Brougham also came with Air conditioning, automatic headlight dimmer, acruise control standard over the Seville and Biarritz trim lines.

 

The 1960 Cadillacs had smoother, more restrained styling. General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins with oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tires. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Cambray cloth and leather combinations. The last Eldorado Seville was built in 1960.

 

A different Eldorado Brougham was sold for 1959 and 1960. These cars were not quite so extravagantly styled but were very unusual pieces in themselves. Priced at $13,075, they cost $1 more, each, than their older siblings. The company contracted out the assembly to Pininfarina of Italy, with whom the division has had a long-running relationship, and these Eldorados were essentially hand-built in Italy. Ironically only now did it acquire Fleetwood wheel discs and doorsill moldings, presumably because the design work and final touches were still being done by Fleetwood. Discreet, narrow taillights integrated into modest tailfins, and a squared-off rear roof line with rear ventiplanes caused the Italian-built Brougham to contrast sharply to the rounded roof lines, and especially the new "rocketship" taillights and flamboyant fins of the standard 1959 Cadillacs, which are a feature only of that year. A vertical crest medallion with Brougham script plate appeared on the front fenders and a single, thin molding ran from the front to rear along the mid-sides of the body. It did not sport Eldorado front fender letters or body sill headlights. A fin-like crest, or "skeg," ran from behind the front wheel opening to the rear of the car on the lower bodysides and there were special crest medallions on the trailing edge of the rear fenders. The Brougham's styling cues would prove to indicate where standard Cadillac styling would head from 1960 through the early-mid-1960s. The standard equipment list was pared down to match those of other Eldorados, plus Cruise Control, Autronic Eye, air conditioning and E-Z Eye glass. The Brougham build-quality was not nearly to the standard of the Detroit hand-built 1957–1958 models, and thus the 1959–1960 Broughams did not sell as well as their forebears. However, collector interest and values for these cars remain high. The Eldorado Brougham was moved to its own unique Series 6900 for its remaining two years.

 

The 1960 Cadillac Eldorado Biarritz 6467E is featured as Maurice Minnifield's vehicle in the 1990s television series Northern Exposure.

 

FOURTH GENERATION (1961–1964)

Cadillac was restyled and re-engineered for 1961. The Eldorado Biarritz convertible was technically reclassified as a subseries of the De Ville (Series 6300), a status it would keep through 1964. An Eldorado convertible would remain in the Cadillac line through 1966, but its differences from the rest of the line would be generally more modest. The new grille slanted back towards both the bumper and the hood lip, along the horizontal plan, and sat between dual headlamps. New forward slanting front pillars with non-wraparound windshield glass were seen. The Eldorado Biarritz featured front series designation scripts and a lower body "skeg" trimmed with a thin three quarter length spear molding running from behind the front wheel opening to the rear of the car. Standard equipment included power brakes, power steering, automatic transmission, dual back up lights, windshield washer, dual speed wipers, wheel discs, plain fender skirts, outside rearview mirror, vanity mirror, oil filter, power windows, 6-way power bench seat or bucket seats, power vent windows, whitewall tires, and remote control trunk lock. Rubberized front and rear coil springs replaced the trouble prone air suspension system. Four-barrel induction systems were now the sole power choice and dual exhaust were no longer available. With the Seville and Brougham gone sales fell to 1,450.

 

A mild face lift characterized Cadillac styling trends for 1962. A flatter grille with a thicker horizontal center bar and more delicate cross-hatched insert appeared. Ribbed chrome trim panel, seen ahead of the front wheel housings in 1961, were now replaced with cornering lamps and front fender model and series identification badges were eliminated. More massive front bumper end pieces appeared and housed rectangular parking lamps. At the rear tail lamps were now housed in vertical nacelles designed with an angled peak at the center. A vertically ribbed rear beauty panel appeared on the deck lid latch panel. Cadillac script also appeared on the lower left side of the radiator grille. Standard equipment included all of last year’s equipment plus remote controlled outside rearview mirror, heater and defroster and front cornering lamps. Cadillac refined the ride and quietness, with more insulation in the floor and behind the firewall.

 

In 1963 Eldorado Biarritz joined the Cadillac Sixty Special and the Cadillac Series 75 as the only Cadillac models with Fleetwood bodies and immediately acquired Fleetwood crests on its rear quarters[26] and Fleetwood rocker panel moldings. The 1963 Eldorado was also the first Fleetwood bodied convertible since the Cadillac Series 75 stopped offering four- and two-door convertible body styles and production of the Cadillac Series 90 (V16) ceased in 1941. In overall terms the 1963 Cadillac was essentially the same as the previous year. Exterior changes imparted a bolder and longer look. Hoods and deck lids were redesigned. The front fenders projected 4.625 inches further forward than in 1962 while the tailfins were trimmed down somewhat to provide a lower profile. Body side sculpturing was entirely eliminated. The slightly V-shaped radiator grille was taller and now incorporated outer extensions that swept below the flush-fender dual headlamps. Smaller circular front parking lamps were mounted in those extensions. The Eldorado also had a rectangular grid pattern rear decorative grille. A total of 143 options including bucket seats with wool, leather or nylon upholstery fabrics and wood veneer facings on dash, doors and seatbacks, set an all-time record for interior appointment choices. Standard equipment was the same as the previous year. The engine was entirely changed, though the displacement and output remained the same, 6.4 l and 325 hp (242 kW).

It was time for another facelift in 1964 and really a minor one. The main visual cue indicating an Eldorado Biarritz was simply the lack of fender skirts. New up front was a bi-angular grille that formed a V-shape along both its vertical and horizontal planes. The main horizontal grille bar was now carried around the body sides. Outer grille extension panels again housed the parking and cornering lamps. It was the 17th consecutive year for the Cadillac tailfins with a new fine-blade design carrying on the tradition. Performance improvements including a larger V8 engine were the dominant changes for the model run. Equipment features were same as in 1963 for the most part. Comfort Control, a completely automatic heating and air conditioning system controlled by a dial thermostat on the instrument panel, was introduced as an industry first. The engine was bumped to 7 l, with 340 hp (253.5 kW) available. Performance gains from the new engine showed best in the lower range, at 30 to 80 km/h traffic driving speeds. A new technical feature was the Turbo-Hydramatic transmission, also used in the De Ville and the Sixty Special.

 

FITH GENERATION (1965–1966)

The Eldorado became a Fleetwood sub-series in 1965, although there was strictly speaking no separate Fleetwood series at this time. It was consequently marketed as the Cadillac Fleetwood Eldorado, in a similar fashion to the Cadillac Fleetwood Series 75 and the Cadillac Fleetwood Sixty Special. The Biarritz nomenclature was finally dropped from sales literature, probably because there was no need to distinguish the convertible from the long absent Seville and Brougham. This was the last generation to be installed with rear wheel drive.

 

In 1966 changes included a somewhat coarser mesh for the radiator grille insert, which was now divided by a thick, bright metal horizontal center bar housing rectangular parking lamps at the outer ends. Separate rectangular side marker lamps replaced the integral grille extension designs. There was generally less chrome on all Cadillac models this year. Cadillac crests and V-shaped moldings, front and rear, were identifiers. Cadillac "firsts" this season included variable ratio steering and optional front seats with carbon cloth heating pads built into the cushions and seatbacks. Comfort and convenience innovations were headrests, reclining seats and an AM/FM stereo system. Automatic level control was available. Engineering improvements made to the perimeter frame increased ride and handling ease. Newly designed piston and oil rings and a new engine mounting system and patented quiet exhaust were used.

 

SIXTH GENERATION (1967–1970)

The Eldorado was radically redesigned in 1967 to capitalize on the burgeoning era's personal luxury car market. Promoted as a "personal" Cadillac, it shared the E-body with the second-generation Buick Riviera and the Oldsmobile Toronado, which had been introduced the previous year. To enhance its distinctiveness, Cadillac adopted the Toronado's front-wheel drive Unified Powerplant Package, adapted to a standard Cadillac 429 V8 coupled to a Turbo-Hydramatic 425 automatic transmission. Based on the Turbo-Hydramatic 400, the THM425 placed the torque converter next to the planetary gearbox, which it drove through a metal, motorcycle-style roller chain. Disc brakes were optional, and new standard safety equipment included an energy absorbing steering column and generously padded instrument panel. The Unified Powerplant Package was later shared with the GMC Motorhome starting in 1972.

 

The new Eldorado was a great departure from the previous generation, which had become little more than a dressed-up version of Cadillac's De Ville. Its crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, more angular than the streamlined Riviera and Toronado. This was the only production Cadillac to be equipped with concealed headlights behind vacuum operated doors.

 

Performance was 0–60 mph (0–96 km/h) in less than nine seconds and a top speed of 120 mph (192 km/h). Roadability and handling were highly praised by contemporary reviews, and sales were excellent despite high list prices. Its sales of 17,930 units, nearly three times the previous Eldorado high, helped give Cadillac its best year ever.

 

In 1968, the Eldorado received Cadillac's new 375 hp (280 kW) (SAE gross) 7.7 L V8, and disc brakes became standard. Only slight exterior changes were made to comply with new federal safety legislation. Sales set another record at 24,528, with Eldorados accounting for nearly 11% of all Cadillacs sold.

 

In 1969 hidden headlamps were eliminated, and a halo vinyl roof was available as an option, joined later in the model year by a power sunroof.

 

In 1970 the Eldorado introduced the new 8.2 L V8 engine, the largest-ever production V8, rated SAE gross 400 hp (298 kW) and 550 lb·ft (746 N·m), which would remain exclusive until it became standard on all full size Cadillacs in the 1975 model year.

 

SEVENTH GENERATION (1971–1978)

The Eldorado underwent a substantial redesign in 1971, growing two inches in length but six in wheelbase. The result was a rounder, much heavier looking automobile, made even more rotund by the return of standard fender skirts. While Eldorado door glass remained frameless, the hardtop rear quarter windows were deleted, replaced by a fixed "opera window" in the widened "C" pillar. A convertible model rejoined the line-up. This 126.3-inch (3,210 mm) wheelbase version Eldorado would run through 1978, receiving facelifts in 1973 and 1975. Sales in 1971 set a new record at 27,368.

 

In 1972 sales rose to 40,074.

 

Performance was not competitive with contemporary premium personal luxury cars. However, none but the Lincoln were 6 passenger vehicles.

 

In 1973 the Eldorado was removed from the Fleetwood series and reestablished as its own series. The '73 models received a facelift featuring new front and rear bumpers, egg-crate grille, decklid, rear fenders and taillamps.

 

The Cadillac Eldorado was chosen as the pace car for the Indy 500 in 1973. Cadillac produced 566 of these special pace car convertibles. Thirty-three were used at the track during the race week, with the remainder distributed to U.S. Cadillac dealers one per dealership. Total sales soared to 51,451, over a sixth of all Cadillac sales.

 

1974 models featured a redesigned rear bumper, to meet the new 5 mile impact federal design regulation. Styling changes include horizontal taillamps, and a fine mesh grille. Inside, there was a new, redesigned instrument panel, marketed in sales literature as "space age" and shared with all 1974 Cadillacs.

 

For 1975, the Eldorado was given rectangular headlamps, full rear wheel openings sans fender skirts and crisper lines which resulted in a much sleeker appearance reminiscent of the 1967-70 models.

 

In 1976 GM heavily promoted the Eldorado convertibles as "the last American convertible". Some 14,000 would be sold, many purchased as investments. The final 200 were designated as "Bicentennial Edition" commemorating America's 200th birthday. These cars were white with a dual-color red/blue pinstripe along the upper bodyside. When GM reintroduced Eldorado convertibles for the 1984 model year, owners of 1976 Eldorados felt they had been deceived and launched an unsuccessful class action lawsuit.

 

In 1977 the Eldorado received a new grille with a finer crosshatch pattern. The convertible was dropped (although Custom Coach of Lima, Ohio converted a few new 1977 and 1978s Eldorados into coach convertibles using salvaged parts from earlier models). The 8.2L V8 of 1970-76 gave way to a new 7L V8 with 180 bhp (134 kW). For the first time in 1977 all GM E-body cars were front-wheel drive, as the Riviera underwent a two-year hiatus before joining them in 1979.

 

A new grille was the only major change in 1978. The Eldorado was totally redisigned for 1979.

 

ELDORADO BIARRITZ

Unlike the Cadillac Sixty Special and De Ville, Eldorado did not have a unique luxury package to provide it with a title change (such as the "d'Elegance" package). This was rectified in mid-year 1976 with the Biarritz package. A unique trim feature of Biarritz, a name that had not been used since the 1964 model year (although the Eldorado was Fleetwood bodied from the 1963 model year on, the Fleetwood designation was only applied to all Eldorados produced from the 1965 through 1972 model years) was a brushed stainless steel roof covering the front passenger compartment for model years 1979-1985. This was a styling cue reminiscent of the 1957/58 Eldorado Brougham. The rear half of the roof was covered with a heavily padded landau vinyl top accented with large "opera" lights. The interior featured "pillowed"-style, "tufted" velour or leather seating, with contrasting piping, along with an array of other options available.

 

The 1978 Biarritz option packages consisted of the Eldorado Custom Biarritz ($1,865.00); w/Astroroof ($2,946.00); w/Sunroof ($2,746.00) and Eldorado Custom Biarritz Classic ($2,466.00); w/Astroroof ($3,547.00); w/Sunroof ($3,347.00).

 

For the 1978 Eldorado model year only, 2,000 Eldorado Custom Biarritz Classics were produced in Two-Tone Arizona Beige/Demitasse Brown consisting of 1,499 with no Astroroofs or no Sunroofs; 475 with Astroroofs; 25 with Sunroofs and one (1) was produced with a Power Sliding T-Top. Only nine of the latter are known to have been retrofitted by the American Sunroof Company under the direction of General Motors' Cadillac Motor Division.

 

The Biarritz option stayed with the Eldorado through the 1991 model year. Some of the original styling cues vanished after the 1985 model year, such as the brushed stainless steel roofing and the interior seating designs, but the Biarritz remained unique just the same.

 

EIGHTH GENERATION (1979–1985)

A new, trimmer Eldorado was introduced for 1979, for the first time sharing its chassis with both the Buick Riviera and Oldsmobile Toronado. Smaller, more fuel efficient 350 and 368 in³ (5.7 and 6.0 L) V8's replaced the 500 and 425 in³ (8.2 and 7.0 L) engines. A diesel 350 was available as an option.

 

In 1980, the gas 350 was replaced with the 368 except in California, where the Oldsmobile 350 was used. In both the 1980 Seville and Eldorado (which shared frames) the 368s came with DEFI (later known as throttle body injection when it was later used with other GM corporate engines), whereas in the larger RWD Cadillacs it came only with a 4-barrel Quadrajet carburetor. Independent rear suspension was adopted, helping retain rear-seat and trunk room in the smaller body. The most notable styling touch was an extreme notchback roofline. The Eldorado Biarritz model resurrected the stainless-steel roof concept from the first Brougham. The Eldorado featured frameless door glass, and the rear quarter windows re-appeared as they did before 1971, without a thick "B" pillar. The cars were not true hardtops, as the rear quarter windows were fixed. Sales set a new record at 67,436.[citation needed]

 

For 1981, Cadillac offered the V8-6-4 variable displacement variant of the 368 engine, which was designed to deactivate some cylinders when full power was not needed, helping meet GM's government fuel economy ("CAFE") averages. It was a reduced bore version of the 1968 model-year 472, sharing that engine's stroke and also that of the model-year 1977–1979 425. The engine itself was extremely rugged and durable, but its complex electronics were the source of customer complaints.

 

Another engine was introduced for 1982. The 4.1 L HT-4100 was an in-house design that mated cast-iron heads to an aluminum block. Some HT-4100s were replaced under warranty.

 

From 1982 through 1985, Cadillac offered an 'Eldorado Touring Coupe', with heavier duty suspension, alloy wheels, blackwall tires, minimal exterior ornamentation and limited paint colors. These were marketed as 'driver's cars' and included bucket seats and a center console.

 

In 1984, Cadillac also introduced a convertible version of Eldorado Biarritz. It was 91 kg heavier featuring the same interior as other Biarritz versions. The model year of 1985 was the last year for the ASC, Inc., aftermarket conversion Eldorado convertible. Total sales set an all-time record of 77,806, accounting for about 26% of all Cadillacs sold.

 

Prior to the 'official' 1984 and 1985 Eldorado convertibles marketed by Cadillac, some 1979-83 Eldorados were made into coach convertibles by independent coachbuilders e.g. American Sunroof Corporation, Custom Coach (Lima, Ohio - this coachbuilder turned a few 1977 and 1978 Eldorados into convertibles), Hess & Eisenhardt. The same coachbuilders also converted the Oldsmobile Toronado and Buick Riviera into a ragtop.

 

Late in the 1985 model year, an optional 'Commemorative Edition' package was announced, in honor of the last year of production for this version of the Eldorado. Exclusive features included gold-tone script and tail-lamp emblems, specific sail panel badges, gold-background wheel center caps, and a "Commemorative Edition" badge on the steering wheel horn pad. Leather upholstery (available in Dark Blue or White, or a two-tone with Dark Blue and White) was included in the package, along with a Dark Blue dashboard and carpeting. Exterior colors were Cotillion White or Commodore Blue.

 

NINTH GENERATION (1986–1991)

The Eldorado was downsized again in 1986. In a fairly extreme makeover it lost about 16" in length and some 350 pounds in weight. Just like in previous generations, the Eldorado shared its chassis with the Oldsmobile Toronado and Buick Riviera, as well as Eldorado's four-door companion, the Cadillac Seville. However, the coupés from Buick and Oldsmobile both utilized Buick's 3.8 liter V6 engine, while Cadillac continued to use their exclusive 4.1 liter V8. The convertible bodystyle was ceded to the Cadillac Allanté roadster.

 

The $24,251 Eldorado was now the same size that GM's own compact cars had been only a few years earlier, and considerably smaller than Lincoln's competing Mark VII, and no similar offering from Chrysler as the Imperial coupe was discontinued in 1983. Its styling seemed uninspired and stubby, and in a final unfortunate flourish, for the first time the Eldorado abandoned its "hardtop" heritage and featured framed door glass. News reports later indicated that GM had been led astray by a consultant's prediction that gasoline would be at $3 per gallon in the U.S. by 1986, and that smaller luxury cars would be in demand. In fact, gasoline prices were less than half that. With a sales drop of 60%, seldom has any model experienced a more precipitous fall. Production was only about a fifth of what it had been just two years earlier.

 

Aside from a longer, 5 year/50,000 mile warranty, Eldorado received very few changes for 1987. A price drop, to $23,740, did not raise sales any, as only 17,775 were made this year (21,342 for 1986). The standard suspension, with new taller 75 series (previously 70) tires and hydro-elastic engine mounts, was slightly retuned for a softer ride, while the optional ($155) Touring Suspension, with deflected-disc strut valves and 15" alloy wheels, remained for those desiring a firmer ride. As part of a federal requirement to discourage "chop-shop" thieves, major body panels were etched with the VIN. Also new, a combination cashmere cloth with leather upholstery, and locking inertia seat belt reels for rear seat passengers, which allowed for child-seat installation in the outboard seating positions in back. The formal cabriolet roof was added this year. Available for $495 on the base Eldorado, it featured a padded covering over the rear half of the roof, and turned the rear side glass into smaller opera windows. One of Eldorado's most expensive singluar options was the Motorola cellular telephone mounted inside the locking center arm rest. Priced at $2,850, it had been reworked this year for easier operation, and featured a hidden microphone mounted between the sun visors for hands-free operation. Additionally, the telephone featured a clever radio mute control: activated when the telephone and radio were in use at the same time, it automatically decreased the rear speaker's audio volume, and over-rode the front music speakers to be used for the hands-free telephone. On an interesting note, the square marker lamp, located on the bumper extension molding just behind the rear wheel well on 1986 and '87 Eldorado models, would suddenly re-appear on the 1990 & '91 Seville (base models only) and Eldorado Touring Coupé.

1988 was met with an extensive restyle, and sales nearly doubled from the previous year, up to 33,210. While the wheelbase, doors, roof, and glass remained relatively unchanged, new body panels gave the 1988 model a more identifiable "Eldorado" appearance. Now available in just 17 exterior colors (previously 19), the new Eldorado was 3" longer than last year. Underneath the restyled hood was Cadillac's new 155 horsepower 4.5 liter V8. A comprehensive anti-lock braking system, developed by Teves, was newly available. Longer front fenders held "bladed" tips, and a new grille above the revamped front bumper. In back, new three-sided tail lamps - reminiscent of the 1987 Deville - appeared along with a new bumper and trunk lid. Bladed 14" aluminum wheels remained standard, while an optional 15" snowflake-pattern alloy wheel was included with the Touring Suspension option. The interior held wider front seat headrests and swing-away door pull handles (replacing the former door pull straps). New upholstery patterns, along with shoulder belts for outboard rear-seat passengers, appeared for both base and Biarritz models, with the latter bringing back the tufted-button design - last seen in the 1985 Eldorado Biarritz. A new vinyl roof option, covering the full roof top, featured a band of body color above the side door and windows - similar to the style used until 1978. This replaced the "cabriolet roof" option, which covered the rear half of the roof, introduced just a year earlier. With the Biarritz option package, the padded vinyl roof covered just the rear quarter of the roof top, behind the rear side windows. Biarritz also included slender vertical opera lamps, as in 1986 and '87, but now added a spear molding (similar to the style used on the 1976 - 1985 Eldorado Biarritz) that ran from the base of the roof top, continuing horizontally along the door, and down to the front fender tip. The standard power antenna was moved from the front passenger fender to the rear passenger fender. Pricing went up this year - to $24,891. This 1988 restyle would be the last, until the model was replaced by an all-new Eldorado for 1992.

 

TENTH GENERATION (1992–2002)

The 1992 Eldorado was all new, drawing both interior and exterior styling cues from the 1988 Cadillac Solitaire show car. It was significantly larger than its predecessor – approximately 11" longer, 3" wider, and substantially heavier. Window glass was once again frameless, and shortly after introduction Cadillac's new Northstar V8 became available in both 270 and 295 hp (220 kW) variants, replacing the 200 hp (150 kW) 4.9 L. Sales were up, though never again at record heights.

 

The Eldorado continued for the rest of the decade with incremental changes and tapering sales. A passenger side airbag was added as standard equipment in 1993. Styling was freshened in 1995, with updated bumpers front and rear, side cladding, and a new grille. In 1996, the interior received attention, with a new upholstery style, larger analog gauge cluster, relocated climate control system, updated stereo faces and standard daytime running lights. The ETC receives rain-sensing wipers called "Rainsense."

 

In 1997, the Integrated Chassis Control System was added. It involved microprocessor integration of engine, traction control, Stabilitrak electronic stability control, steering, and adaptive continuously variable road sensing suspension CVRSS, with the intent of improving responsiveness to driver input, performance, and overall safety. Similar to Toyota/Lexus Vehicle Dynamics Integrated Management VDIM.

 

In the wake of declining sales, circulating reports that the Eldorado would get a redesign for 1999 — similar to that which the Seville underwent for 1998 — would prove false as the car soldiered on largely unchanged into the new millennium, although it did get some upgrades from the 1999 Seville.

 

The car was sold under Cadillac ETC (Eldorado Touring Coupe) and ESC (Eldorado Sport Coupe) trim.

 

In 2001 GM announced that the Eldorado's 50th model year (2002) would be its last. To mark the end of the nameplate, a limited production run of 1,596 cars in red or white - the colors available on the original 1953 convertible - were produced in three batches of 532, signifying the Eldorado's first year of production. These last cars featured specially tuned exhaust notes imitating their forerunners from a half-century earlier, and a dash-mounted plaque indicating each car's sequence in production.

 

Production ended on April 22, 2002, with the Lansing Craft Centre retooled to build the Chevrolet SSR.

 

WIKIPEDIA

 

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BEYONCÉ, GREEN DAY & LADY GAGA LEAD THE WAY WITH THREE MOONMEN AT THE “2009 VIDEO MUSIC AWARDS”, JANET JACKSON & MADONNA CELEBRATE MICHAEL JACKSON

 

Taylor Swift Wins “Best Female Video”

While Eminem Grabs “Best Hip Hop Video”

 

New York, NY (September 13, 2009) –– MTV turned New York City inside out for the “ 2009 Video Music Awards ” as the network celebrated a legend and brought together the biggest names in music, TV, film and sports. Live from Radio City Music Hall, VMA icon Madonna opened the show and introduced the emotional and heartfelt tribute to Michael Jackson. Janet Jackson was joined onstage by the most renowned choreographers in the world and Michael’s tour dancers, all of whom were influenced by the “King of Pop,” for a memorable and high energy performance. To honor her brother and his illustrious career, the dancers recreated some of his most memorable music videos including “Thriller,” “Bad,” “Smooth Criminal” and “Scream.” The celebration received a standing ovation and set the tone for the most important evening in music and pop culture.

Always controversial, British comedian Russell Brand pushed the envelope as he had fun with a slew of new stars and charmed the ladies. Aerosmith’s Joe Perry and popstar Katy Perry helped Russell kick-off his hosting duties in a big way with a light infused performance of the classic rock anthem by Queen, “We Will Rock You.”

 

Young country-pop superstar Taylor Swift earned “Best Female Video” for “You Belong With Me” in one of the most competitive categories of the evening, causing Kanye West to storm the stage in protest of Beyoncé not winning. In a gracious act, Beyoncé later called Taylor back on stage to rightfully accept her award. Beyoncé did win an outstanding three moonmen including the coveted “Video of the Year” award for her viral video sensation “Single Ladies (Put A Ring On It).” Also landing three statues was Lady Gaga including “Best New Artist ” for her hit single “Poker Face.” Green Day made a triumphant return to the VMAs by claiming three awards including “Best Rock Video ” for “21 Guns.” Eminem walked away victorious in an extremely heated race for “Best Hip Hop Video” with “We Made You.”

 

Adding to her collection of moonmen and accepting her award via satellite while on tour, Britney Spears won “Best Pop Video” for “Womanizer.” After officially premiering at last year’s show, T.I. and Rihanna won “Best Male Video” for their multi-platinum song “Live Your Life.”

 

Eminem once again showcased his comedic chops teaming up with Tracy Morgan and featuring a cameo by Cyndi Lauper to present the “Best New Artist” nominees throughout the show.

 

Drawing on the musical energy and passion of New York City, MTV used the city as a backdrop to showcase the unprecedented and groundbreaking performances from today’s most popular artists. Making her first VMA performance a standout, Taylor Swift sang a never-before-heard version of her single “You Belong With Me.” Taylor fully incorporated all NYC has to offer by transitioning from a subway car to 6th Avenue surrounded by fans and ending her performance on top of a taxi cab.

 

Known for her over the top live performances and fashion forward style, Lady Gaga turned a childhood dream into a reality as she made her grand entrance into VMA history. During her unforgettable performance of “Paparazzi,” the international superstar gives her own interpretation on the price of fame which culminates with her levitating into the air.

 

Surrounded by pyro and using every corner of the VMA stage, fan favorite Green Day made an explosive return to the VMA stage by giving a high energy rock performance of their single “East Jesus Nowhere.”

 

Beyoncé had all of Radio City dancing to “Single Ladies (Put A Ring On It)” with her call and response to the audience as she translated her music video phenomenon to the live stage. The pop diva was backed by an army of dancers as they displayed their incomparable dance moves during her performance.

 

Already a household name across the pond, British rockers Muse gave a breakthrough performance expanding their fan base worldwide. The band performed their latest single “Uprising” from a live remote at the Walter Kerr Theater in the Broadway district of Manhattan in front of hundreds of screaming fans.

 

Determined to top herself and once again raise the bar for live performances, P!nk mastered a jaw-dropping aerial act 30 feet above the stage while performing her single “Sober.” And yes, she sang every single word of it.

 

Bringing the show to a climactic end, JAY-Z and Alicia Keys honored their hometown of New York as they gave a powerful performance of “Empire State of Mind.”

 

As the official VMA house band, hip-hop’s newest challenger Wale and the legendary go go band UCB hyped up the audience as they put their own unique spin on some of the biggest songs of the year, his own material and a few classic covers. They collaborated with a number of artists including Kid Cudi with “Day And Night,” The All-American Rejects with “Gives You Hell, ” Pitbull with “You Know You Want Me” and 3OH!3 with “Don’t Trust Me”. Kid Cudi honored DJ AM during his performance of “Make Her Say.”

 

The star studded show also included appearances by Megan Fox, Jimmy Fallon, Jennifer Lopez, Shakira, Jack Black, Andy Samberg, Kristin Cavallari, Pete Wentz, Gerard Butler, Diddy, Tracy Morgan, Adam Brody, Jamie-Lynn Sigler, Alexa Chung, Gabe Saporta of Cobra Starship and Justin Bieber, Ne-Yo , Nelly Furtado , Robert Pattinson , Kristen Stewart , Taylor Lautner , Chace Crawford , Leighton Meester , Miranda Cosgrove and Serena Williams.

 

The MTV audience was treated to exclusive first looks at fall’s most anticipated films and soundtracks including Michael Jackson's THIS IS IT and The Twilight Saga: New Moon trailers during the show. Viewers were also given a sneak peek at the latest trailer from the upcoming movie Fame during MTV News’ “2009 VMA Preshow.”

 

2009 MTV VIDEO MUSIC AWARDS WINNERS

 

GENERAL CATEGORIES:

 

VIDEO OF THE YEAR

Beyoncé

Title: Single Ladies (Put A Ring On It)

Album: I AM…SASHA FIERCE

Director: Jake Nava

Label: Music World Music/Columbia

Production Company: Anonymous Content

Producer: John Winter

 

BEST NEW ARTIST

Lady Gaga

Title: Poker Face

Album: The Fame

Director: Ray Kay

Label: Streamline/KonLive/Cherrytree/Interscope

Production Company: Rockhard Films

Producer: Jil Hardin/ Nicole Ehrich

 

BEST MALE VIDEO

T.I. featuring Rihanna

Title: Live Your Life

Album: Paper Trail

Director: Anthony Mandler

Label: Atlantic Reords

Production Company: Les Enfants Terribles

Producer: Gina Leonard

 

BEST FEMALE VIDEO

Taylor Swift

Title: You Belong With Me

Album: Fearless

Director: Roman White

Label: Big Machine Records

Production Company: Revolution Pictures

Producer: Randy Brewer

 

BEST HIP HOP VIDEO

Eminem

Title: We Made You

Album: Relapse

Director: Joseph Kahn

Label: Aftermath/Interscope

Production Company: HSI Productions

Producer: Mary Ann Tanedo

 

BEST POP VIDEO

Britney Spears

Title: Womanizer

Album: Circus

Director: Joseph Kahn

Label: Jive/Zomba Label Group

Production Company: HSI Productions

Producer: Mary Ann Tanedo

 

BEST ROCK VIDEO

Green Day

Title: 21 Guns

Album: 21st Century Breakdown

Director: Marc Webb

Label: Reprise Records

Production Company: DNA Inc

Producer: Michael Angelos

 

PROFESSIONAL CATEGORIES:

 

BEST CHOREOGRAPHY

Beyoncé

Title: Single Ladies (Put A Ring On It)

Album: I AM…SASHA FIERCE

Director: Jake Nava

Label: Music World Music/Columbia

Production Company: Anonymous Content

Producer: John Winter

Choreographer: Jaquel Knight & Frank Gatson Jr.

 

BEST DIRECTION

Green Day

Title: 21 Guns

Album: 21st Century Breakdown

Director: Marc Webb

Label: Reprise Records

Production Company: DNA Inc

Producer: Michael Angelos

 

BEST EDITING

 

Beyoncé

Title: Single Ladies (Put A Ring On It)

Album I AM…SASHA FIERCE

Director: Jake Nava

Label: Music World Music/Columbia

Production Company: Anonymous Content

Producer: John Winter

Editor: Jarrett Fijal

 

BEST SPECIAL EFFECTS

Lady Gaga

Title: Paparazzi

Album: The Fame

Director: Jonas Akerlund

Label: Streamline/KonLive/Cherrytree/Interscope

Production Company: Factory Films Ltd.

Producer: Steven Johnson/Nicole Ehrich

 

BEST CINEMATOGRAPHY

Green Day

Title: 21 Guns

Album: 21st Century Breakdown

Director: Marc Webb

Label: Reprise Records

Production Company: DNA Inc

Producer: Michael Angelos

Cinematographer: Jonathan Sela

 

BEST ART DIRECTION

Lady Gaga

Title: Paparazzi

Album: The Fame

Director: Jonas Akerlund

Label: Streamline/KonLive/Cherrytree/Interscope

Production Company: Factory Features

Producer: Steven Johnson/Nicole Ehrich

Art Director: Jason Hamilton

 

ONLINE CATEGORIES:

 

BREAKTHROUGH VIDEO

Matt & Kim

Title: Lessons Learned

Album: Grand

Director: Taylor Cohen & Otto Arsenault

Label: Fader

Production Company: FVNMO

Producer: Taylor Cohen, Otto Arsenault

 

BEST VIDEO (THAT SHOULD HAVE WON A MOONMAN)

Beastie Boys

Title: Sabotage

Album: III Communication

Director: Spike Jonze

Label: Grand Royal/Capitol Records

 

Shugoll Research and Telescope are the Official Business Advisors of the “2009 MTV Video Music Awards” Nominee and Winner Voting periods.

 

Jesse Ignjatovic/Den of Thieves is the Executive Producer for the “2009 MTV Video Music Awards.” Dave Sirulnick is Executive Producer. Garrett English is co-Executive Producer/Executive in Charge of Production. Amy Doyle is co-Executive Producer. Joanna Bomberg is Executive in Charge of Music and Talent. Jen Jones is Producer. Hamish Hamilton is Director. Robin Reinhardt-Locke is Celebrity Talent Executive.

 

Official sponsors of the “2009 MTV Video Music Awards” are 5 ® Gum, Febreze, Pepsi, Rhapsody ®, Sears, Taco Bell ®, U.S. Army and Verizon Wireless.

 

The “2009 MTV Video Music Awards” will be available to a potential viewing audience of more than 1.2 billion people via MTV’s global network of 68 channels reaching 577 million households around the world as well as through syndication. In addition, its convergent programming & content will reach the entire interactive community, via MTV’s more than 200 digital media properties around the world.

« I'm going to make him an offer he can't refuse. » (IT)

« Gli farò un'offerta che non potrà rifiutare. »

 

(Vito Corleone)

 

The Godfather is a 1972 American gangster-drama film based on the novel of the same name by Mario Puzo and directed by Francis Ford Coppola from a screenplay by Puzo, Coppola, and Robert Towne It stars Marlon Brando, Al Pacino, James Caan, Richard S. Castellano, Robert Duvall, Sterling Hayden, John Marley, Richard Conte and Diane Keaton, and features John Cazale, Talia Shire, Al Martino, and Abe Vigoda. The story spans ten years from 1945 to 1955 and chronicles the fictional Italian American Corleone crime family. Two sequels followed: The Godfather Part II in 1974, and The Godfather Part III in 1990.

 

Savoca is a comune (municipality) in the Province of Messina in the Italian region Sicily, located about 170 km east of Palermo and about 30 km southwest of Messina.

Savoca borders the following municipalities: Casalvecchio Siculo, Forza d'Agrò, Furci Siculo, Sant'Alessio Siculo, Santa Teresa di Riva.The town, together with Forza d'Agrò, was the location for the scenes set in Corleone of Francis Ford Coppola's The Godfather. Bar Vitelli in Savoca, which is still a functioning establishment, was featured in the motion picture as the place where Michael Corleone asked Apollonia's father to meet his daughter.

 

Il padrino (The Godfather) è un film del 1972 diretto da Francis Ford Coppola, prima pellicola della trilogia omonima firmata dal regista, ispirata al romanzo omonimo di Mario Puzo.La pellicola fu premiata con tre premi Oscar e, insieme al suo seguito, è considerata una pietra miliare della storia del cinema.Il padrino è stata infatti considerata la seconda miglior pellicola statunitense della storia dall'American Film Institute[, inoltre è al secondo posto della classifica dell'Internet Movie Database.Le scene siciliane del film furono girate a Savoca e particolarmente nel vecchio "Bar Vitelli" nella foto tuttora meta di visite di molti turisti americani.

 

Savoca è un comune italiano di 1.786 abitanti della provincia di Messina in Sicilia.Città d'Arte e paese dalle sette facce, dal 2008 è inserita tra i Borghi più belli d'Italia. Ha un'economia prevalentemente agricola che però si sta votando al turismo culturale. Sussistono coltivazioni di agrumeti, vigneti, uliveti, frutteti, mandorli, ortaggi e, allevamenti rurali di bovini, pecore, capre e suini. Conserva, nel suo territorio, antiche vestigia di origine medioevale, rinascimentale e barocca. È famoso perché possiede una cripta in cui sono custodite ed esposte le salme imbalsamate dei notabili del paese risalenti ai secc. XVIII e XIX e, per essere stato scelto come set di numerosi film di grande successo, come "il Padrino" di Francis Ford Coppola del 1972 e La vita rubata del 2007. Savoca fa parte del comprensorio turistico della Valle d'Agrò ed è altresì comune aderente all'Unione dei Comuni delle Valli joniche dei Peloritani e del P.I.T.13.Il comune di Savoca ha un'estensione di circa 8 km². L'abitato è costituito da un centro storico e da tante frazioni più o meno piccole immerse nella campagna. La vegetazione presente è quella tipicamente mediterranea: nelle zone pianeggianti ci sono dei rigogliosi agrumeti, mentre nelle zone collinari sono presenti vasti vigneti ed uliveti. Il capoluogo comunale si trova a 303 metri s.l.m., conta 106 abitanti ed è costituito da un borgo medioevale La maggior parte della popolazione abita le frazioni di Rina (498 abitanti), San Francesco di Paola (407 abitanti) e Contura, che si trovano nei pressi della Fiumara d'Agrò nell'omonima valle. Le altre frazioni sono: Cucco, Màllina, Romissa, Mancusa, Mortilla, Botte, Rogani e Cantidati Superiore.L'antico e caratteristico centro storico, ricco di antichi monumenti di origine medioevale, si caratterizza per la presenza di stretti e tortuosi vicoli ed è suddiviso in sette quartieri : Sant'Antonio,Cappuccini, Borgo,San Michele,San Rocco,Pentefur,e San Giovanni .

 

www.youtube.com/watch?v=KxVA6u0ODwY

Strasbourg (/ˈstræzbɜrɡ/, French pronunciation: ​[stʁaz.buʁ, stʁas.buʁ]; German: Straßburg, [ˈʃtʁaːsbʊɐ̯k]) is the capital and principal city of the Alsace region in north eastern France and is the official seat of the European Parliament. Located close to the border with Germany, it is the capital of the Bas-Rhin département. The city and the region of Alsace were historically Alemannic-speaking, hence the city's Germanic name.[5] In 2006, the city proper had 272,975 inhabitants and its urban community 467,375 inhabitants. With 759,868 inhabitants in 2010, Strasbourg's metropolitan area (only the part of the metropolitan area on French territory) is the ninth largest in France. The transnational Eurodistrict Strasbourg-Ortenau had a population of 884,988 inhabitants in 2008.[6]

 

Strasbourg is the seat of several European institutions, such as the Council of Europe (with its European Court of Human Rights, its European Directorate for the Quality of Medicines and its European Audiovisual Observatory) and the Eurocorps, as well as the European Parliament and the European Ombudsman of the European Union. The city is also the seat of the Central Commission for Navigation on the Rhine and the International Institute of Human Rights.[7]

 

Strasbourg's historic city centre, the Grande Île (Grand Island), was classified a World Heritage site by UNESCO in 1988, the first time such an honour was placed on an entire city centre. Strasbourg is immersed in the Franco-German culture and although violently disputed throughout history, has been a bridge of unity between France and Germany for centuries, especially through the University of Strasbourg, currently the second largest in France, and the coexistence of Catholic and Protestant culture. The largest Islamic place of worship in France, the Strasbourg Grand Mosque, was inaugurated by French Interior Minister Manuel Valls on 27 September 2012.[8]

 

Economically, Strasbourg is an important centre of manufacturing and engineering, as well as a hub of road, rail, and river transportation. The port of Strasbourg is the second largest on the Rhine after Duisburg, Germany.

 

Etymology and Names

The city's Gallicized name (Lower Alsatian: Strossburi, [ˈʃd̥rɔːsb̥uri]; German: Straßburg, [ˈʃtʁaːsbʊɐ̯k]) is of Germanic origin and means "Town (at the crossing) of roads". The modern Stras- is cognate to the German Straße and English street, all of which are derived from Latin strata ("paved road"), while -bourg is cognate to the German Burg and English borough, all of which are derived from Proto-Germanic *burgz ("hill fort, fortress").

 

Geography

 

Strasbourg seen from Spot Satellite

Strasbourg is situated on the eastern border of France with Germany. This border is formed by the River Rhine, which also forms the eastern border of the modern city, facing across the river to the German town Kehl. The historic core of Strasbourg however lies on the Grande Île in the River Ill, which here flows parallel to, and roughly 4 kilometres (2.5 mi) from, the Rhine. The natural courses of the two rivers eventually join some distance downstream of Strasbourg, although several artificial waterways now connect them within the city.

 

The city lies in the Upper Rhine Plain, at between 132 metres (433 ft) and 151 metres (495 ft) above sea level, with the upland areas of the Vosges Mountains some 20 km (12 mi) to the west and the Black Forest 25 km (16 mi) to the east. This section of the Rhine valley is a major axis of north-south travel, with river traffic on the Rhine itself, and major roads and railways paralleling it on both banks.

 

The city is some 400 kilometres (250 mi) east of Paris. The mouth of the Rhine lies approximately 450 kilometres (280 mi) to the north, or 650 kilometres (400 mi) as the river flows, whilst the head of navigation in Basel is some 100 kilometres (62 mi) to the south, or 150 kilometres (93 mi) by river.

 

Climate

 

In spite of its position far inland, Strasbourg's climate is classified as Oceanic (Köppen climate classification Cfb), with warm, relatively sunny summers and cold, overcast winters. Precipitation is elevated from mid-spring to the end of summer, but remains largely constant throughout the year, totaling 631.4 mm (24.9 in) annually. On average, snow falls 30 days per year.

 

The highest temperature ever recorded was 38.5 °C (101.3 °F) in August 2003, during the 2003 European heat wave. The lowest temperature ever recorded was −23.4 °C (−10.1 °F) in December 1938.

 

Strasbourg's location in the Rhine valley, sheltered from the dominant winds by the Vosges and Black Forest mountains, results in poor natural ventilation, making Strasbourg one of the most atmospherically polluted cities of France.[10][11] Nonetheless, the progressive disappearance of heavy industry on both banks of the Rhine, as well as effective measures of traffic regulation in and around the city have reduced air pollution.

 

Prehistory

The first traces of human occupation in the environs of Strasbourg go back many thousands of years.[16] Neolithic, bronze age and iron age artifacts have been uncovered by archeological excavations. It was permanently settled by proto-Celts around 1300 BC. Towards the end of the third century BC, it developed into a Celtic township with a market called "Argentorate". Drainage works converted the stilthouses to houses built on dry land.[17]

 

From Romans

The Romans under Nero Claudius Drusus established a military outpost belonging to the Germania Superior Roman province at Strasbourg's current location, and named it Argentoratum. (Hence the town is commonly called Argentina in medieval Latin.[18]) The name "Argentoratum" was first mentioned in 12 BC and the city celebrated its 2,000th birthday in 1988. "Argentorate" as the toponym of the Gaulish settlement preceded it before being Latinized, but it is not known by how long. The Roman camp was destroyed by fire and rebuilt six times between the first and the fifth centuries AD: in 70, 97, 235, 355, in the last quarter of the fourth century, and in the early years of the fifth century. It was under Trajan and after the fire of 97 that Argentoratum received its most extended and fortified shape. From the year 90 on, the Legio VIII Augusta was permanently stationed in the Roman camp of Argentoratum. It then included a cavalry section and covered an area of approximately 20 hectares. Other Roman legions temporarily stationed in Argentoratum were the Legio XIV Gemina and the Legio XXI Rapax, the latter during the reign of Nero.

 

The centre of Argentoratum proper was situated on the Grande Île (Cardo: current Rue du Dôme, Decumanus: current Rue des Hallebardes). The outline of the Roman "castrum" is visible in the street pattern in the Grande Ile. Many Roman artifacts have also been found along the current Route des Romains, the road that led to Argentoratum, in the suburb of Kœnigshoffen. This was where the largest burial places were situated, as well as the densest concentration of civilian dwelling places and commerces next to the camp. Among the most outstanding finds in Kœnigshoffen were (found in 1911–12) the fragments of a grand Mithraeum that had been shattered by early Christians in the fourth century. From the fourth century, Strasbourg was the seat of the Bishopric of Strasbourg (made an Archbishopric in 1988). Archaeological excavations below the current Église Saint-Étienne in 1948 and 1956 unearthed the apse of a church dating back to the late fourth or early fifth century, considered to be the oldest church in Alsace. It is supposed that this was the first seat of the Roman Catholic Diocese of Strasbourg.

 

The Alemanni fought the Battle of Argentoratum against Rome in 357. They were defeated by Julian, later Emperor of Rome, and their King Chonodomarius was taken prisoner. On 2 January 366, the Alemanni crossed the frozen Rhine in large numbers to invade the Roman Empire. Early in the fifth century, the Alemanni appear to have crossed the Rhine, conquered, and then settled what is today Alsace and a large part of Switzerland.

 

In the fifth century Strasbourg was occupied successively by Alemanni, Huns, and Franks. In the ninth century it was commonly known as Strazburg in the local language, as documented in 842 by the Oaths of Strasbourg. This trilingual text contains, alongside texts in Latin and Old High German (teudisca lingua), the oldest written variety of Gallo-Romance (lingua romana) clearly distinct from Latin, the ancestor of Old French. The town was also called Stratisburgum or Strateburgus in Latin, from which later came Strossburi in Alsatian and Straßburg in Standard German, and then Strasbourg in French. The Oaths of Strasbourg is considered as marking the birth of the two countries of France and Germany with the division of the Carolingian Empire.[19]

 

A major commercial centre, the town came under the control of the Holy Roman Empire in 923, through the homage paid by the Duke of Lorraine to German King Henry I. The early history of Strasbourg consists of a long conflict between its bishop and its citizens. The citizens emerged victorious after the Battle of Oberhausbergen in 1262, when King Philip of Swabia granted the city the status of an Imperial Free City.

 

Around 1200, Gottfried von Straßburg wrote the Middle High German courtly romance Tristan, which is regarded, alongside Wolfram von Eschenbach's Parzival and the Nibelungenlied, as one of great narrative masterpieces of the German Middle Ages.

 

A revolution in 1332 resulted in a broad-based city government with participation of the guilds, and Strasbourg declared itself a free republic. The deadly bubonic plague of 1348 was followed on 14 February 1349 by one of the first and worst pogroms in pre-modern history: over a thousand Jews were publicly burnt to death, with the remainder of the Jewish population being expelled from the city.[20] Until the end of the 18th century, Jews were forbidden to remain in town after 10 pm. The time to leave the city was signalled by a municipal herald blowing the Grüselhorn (see below, Museums, Musée historique);.[21] A special tax, the Pflastergeld (pavement money), was furthermore to be paid for any horse that a Jew would ride or bring into the city while allowed to.[22]

 

Construction on Strasbourg Cathedral began in the twelfth century, and it was completed in 1439 (though, of the towers, only the north tower was built), becoming the World's Tallest Building, surpassing the Great Pyramid of Giza. A few years later, Johannes Gutenberg created the first European moveable type printing press in Strasbourg.

 

In July 1518, an incident known as the Dancing Plague of 1518 struck residents of Strasbourg. Around 400 people were afflicted with dancing mania and danced constantly for weeks, most of them eventually dying from heart attack, stroke or exhaustion.

 

In the 1520s during the Protestant Reformation, the city, under the political guidance of Jacob Sturm von Sturmeck and the spiritual guidance of Martin Bucer embraced the religious teachings of Martin Luther. Their adherents established a Gymnasium, headed by Johannes Sturm, made into a University in the following century. The city first followed the Tetrapolitan Confession, and then the Augsburg Confession. Protestant iconoclasm caused much destruction to churches and cloisters, notwithstanding that Luther himself opposed such a practice. Strasbourg was a centre of humanist scholarship and early book-printing in the Holy Roman Empire, and its intellectual and political influence contributed much to the establishment of Protestantism as an accepted denomination in the southwest of Germany. (John Calvin spent several years as a political refugee in the city). The Strasbourg Councillor Sturm and guildmaster Matthias represented the city at the Imperial Diet of Speyer (1529), where their protest led to the schism of the Catholic Church and the evolution of Protestantism. Together with four other free cities, Strasbourg presented the confessio tetrapolitana as its Protestant book of faith at the Imperial Diet of Augsburg in 1530, where the slightly different Augsburg Confession was also handed over to Charles V, Holy Roman Emperor.

 

After the reform of the Imperial constitution in the early sixteenth century and the establishment of Imperial Circles, Strasbourg was part of the Upper Rhenish Circle, a corporation of Imperial estates in the southwest of Holy Roman Empire, mainly responsible for maintaining troops, supervising coining, and ensuring public security.

 

After the invention of the printing press by Johannes Gutenberg around 1440, the first printing offices outside the inventor's hometown Mainz were established around 1460 in Strasbourg by pioneers Johannes Mentelin and Heinrich Eggestein. Subsequently, the first modern newspaper was published in Strasbourg in 1605, when Johann Carolus received the permission by the City of Strasbourg to print and distribute a weekly journal written in German by reporters from several central European cities.

 

From Thirty Years' War to First World War

The Free City of Strasbourg remained neutral during the Thirty Years' War 1618-1648, and retained its status as a Free Imperial City. However, the city was later annexed by Louis XIV of France to extend the borders of his kingdom.

 

Louis' advisors believed that, as long as Strasbourg remained independent, it would endanger the King's newly annexed territories in Alsace, and, that to defend these large rural lands effectively, a garrison had to be placed in towns such as Strasbourg.[23] Indeed, the bridge over the Rhine at Strasbourg had been used repeatedly by Imperial (Holy Roman Empire) forces,[24] and three times during the Franco-Dutch War Strasbourg had served as a gateway for Imperial invasions into Alsace.[25] In September 1681 Louis' forces, though lacking a clear casus belli, surrounded the city with overwhelming force. After some negotiation, Louis marched into the city unopposed on 30 September 1681 and proclaimed its annexation.[26]

 

This annexation was one of the direct causes of the brief and bloody War of the Reunions whose outcome left the French in possession. The French annexation was recognized by the Treaty of Ryswick (1697). The official policy of religious intolerance which drove most Protestants from France after the revocation of the Edict of Nantes in 1685 was not applied in Strasbourg and in Alsace, because both had a special status as a province à l'instar de l'étranger effectif (a kind of foreign province of the king of France). Strasbourg Cathedral, however, was taken from the Lutherans to be returned to the Catholics as the French authorities tried to promote Catholicism wherever they could (some other historic churches remained in Protestant hands). Its language also remained overwhelmingly German: the German Lutheran university persisted until the French Revolution. Famous students included Goethe and Herder.

  

The Duke of Lorraine and Imperial troops crossing the Rhine at Strasbourg during the War of the Austrian Succession, 1744

During a dinner in Strasbourg organized by Mayor Frédéric de Dietrich on 25 April 1792, Claude Joseph Rouget de Lisle composed "La Marseillaise". The same year François Christophe Kellermann, a child of Strasbourg was appointed the head of the Mosel Army. He led his company to victory at the battle of Valmy and saved the young French republic. He was later appointed Duke of Valmy by Napoléon in 1808.

 

During this period Jean-Baptiste Kléber, also born in Strasbourg, led the French army to win several decisive victories. A statue of Kléber now stands in the centre of the city, at Place Kléber, and he is still one of the most famous French officers. He was later appointed Marshal of France by Napoléon.

 

Strasbourg's status as a free city was revoked by the French Revolution. Enragés, most notoriously Eulogius Schneider, ruled the city with an increasingly iron hand. During this time, many churches and monasteries were either destroyed or severely damaged. The cathedral lost hundreds of its statues (later replaced by copies in the 19th century) and in April 1794, there was talk of tearing its spire down, on the grounds that it was against the principle of equality. The tower was saved, however, when in May of the same year citizens of Strasbourg crowned it with a giant tin Phrygian cap. This artifact was later kept in the historical collections of the city until it was destroyed by the Germans in 1870 during the Franco-Prussian war.[27]

 

In 1805, 1806 and 1809, Napoléon Bonaparte and his first wife, Joséphine stayed in Strasbourg.[28] In 1810, his second wife Marie Louise, Duchess of Parma spent her first night on French soil in the palace. Another royal guest was King Charles X of France in 1828.[29] In 1836, Louis-Napoléon Bonaparte unsuccessfully tried to lead his first Bonapartist coup in Strasbourg.

 

During the Franco-Prussian War and the Siege of Strasbourg, the city was heavily bombarded by the Prussian army. The bombardment of the city was meant to break the morale of the people of Strasbourg.[30] On 24 and 26 August 1870, the Museum of Fine Arts was destroyed by fire, as was the Municipal Library housed in the Gothic former Dominican church, with its unique collection of medieval manuscripts (most famously the Hortus deliciarum), rare Renaissance books, archeological finds and historical artifacts. The gothic cathedral was damaged as well as the medieval church of Temple Neuf, the theatre, the city hall, the court of justice and many houses. At the end of the siege 10,000 inhabitants were left without shelter; over 600 died, including 261 civilians, and 3200 were injured, including 1,100 civilians.[31]

 

In 1871, after the end of the war, the city was annexed to the newly established German Empire as part of the Reichsland Elsass-Lothringen under the terms of the Treaty of Frankfurt. As part of Imperial Germany, Strasbourg was rebuilt and developed on a grand and representative scale, such as the Neue Stadt, or "new city" around the present Place de la République. Historian Rodolphe Reuss and Art historian Wilhelm von Bode were in charge of rebuilding the municipal archives, libraries and museums. The University, founded in 1567 and suppressed during the French Revolution as a stronghold of German sentiment,[citation needed] was reopened in 1872 under the name Kaiser-Wilhelms-Universität.

  

Strasbourg in the 1890s.

A belt of massive fortifications was established around the city, most of which still stands today, renamed after French generals and generally classified as Monuments historiques; most notably Fort Roon (now Fort Desaix) and Fort Podbielski (now Fort Ducrot) in Mundolsheim, Fort von Moltke (now Fort Rapp) in Reichstett, Fort Bismarck (now Fort Kléber) in Wolfisheim, Fort Kronprinz (now Fort Foch) in Niederhausbergen, Fort Kronprinz von Sachsen (now Fort Joffre) in Holtzheim and Fort Großherzog von Baden (now Fort Frère) in Oberhausbergen.[32]

 

Those forts subsequently served the French army (Fort Podbielski/Ducrot for instance was integrated into the Maginot Line[33]), and were used as POW-camps in 1918 and 1945.

 

Two garrison churches were also erected for the members of the Imperial German army, the Lutheran Église Saint-Paul and the Roman Catholic Église Saint-Maurice.

 

1918 to the present

 

A lost, then restored, symbol of modernity in Strasbourg : a room in the Aubette building designed by Theo van Doesburg, Hans Arp and Sophie Taeuber-Arp.

 

Following the defeat of the German empire in World War I and the abdication of the German Emperor, some revolutionary insurgents declared Alsace-Lorraine as an independent Republic, without preliminary referendum or vote. On 11 November 1918 (Armistice Day), communist insurgents proclaimed a "soviet government" in Strasbourg, following the example of Kurt Eisner in Munich as well as other German towns. French troops commanded by French general Henri Gouraud entered triumphantly in the city on 22 November. A major street of the city now bears the name of that date (Rue du 22 Novembre) which celebrates the entry of the French in the city.[34][35][36] Viewing the massive cheering crowd gathered under the balcony of Strasbourg's town hall, French President Raymond Poincaré stated that "the plebiscite is done".[37]

 

In 1919, following the Treaty of Versailles, the city was annexed by France in accordance with U.S. President Woodrow Wilson's "Fourteen Points" without a referendum. The date of the assignment was retroactively established on Armistice Day. It is doubtful whether a referendum in Strasbourg would have ended in France's favour since the political parties striving for an autonomous Alsace or a connection to France accounted only for a small proportion of votes in the last Reichstag as well as in the local elections.[38] The Alsatian autonomists who were pro French had won many votes in the more rural parts of the region and other towns since the annexation of the region by Germany in 1871. The movement started with the first election for the Reichstag; those elected were called "les députés protestataires", and until the fall of Bismarck in 1890, they were the only deputies elected by the Alsatians to the German parliament demanding the return of those territories to France.[39] At the last Reichstag election in Strasbourg and its periphery, the clear winners were the Social Democrats; the city was the administrative capital of the region, was inhabited by many Germans appointed by the central government in Berlin and its flourishing economy attracted many Germans. This could explain the difference between the rural vote and the one in Strasbourg. After the war, many Germans left Strasbourg and went back to Germany; some of them were denounced by the locals or expelled by the newly appointed authorities. The Saverne Affair was vivid in the memory among the Alsatians.

 

In 1920, Strasbourg became the seat of the Central Commission for Navigation on the Rhine, previously located in Mannheim, one of the oldest European institutions. It moved into the former Imperial Palace.

 

When the Maginot Line was built, the Sous-secteur fortifié de Strasbourg (fortified sub-sector of Strasbourg) was laid out on the city's territory as a part of the Secteur fortifié du Bas-Rhin, one of the sections of the Line. Blockhouses and casemates were built along the Grand Canal d'Alsace and the Rhine in the Robertsau forest and the port.[40]

 

Between the German invasion of Poland on 1 September 1939 and the Anglo-French declaration of War against the German Reich on 3 September 1939, the entire city (a total of 120,000 people) was evacuated, like other border towns as well. Until the arrival of the Wehrmacht troops mid-June 1940, the city was, for ten months, completely empty, with the exception of the garrisoned soldiers. The Jews of Strasbourg had been evacuated to Périgueux and Limoges, the University had been evacuated to Clermont-Ferrand.

 

After the ceasefire following the Fall of France in June 1940, Alsace was annexed to Germany and a rigorous policy of Germanisation was imposed upon it by the Gauleiter Robert Heinrich Wagner. When, in July 1940, the first evacuees were allowed to return, only residents of Alsatian origin were admitted. The last Jews were deported on 15 July 1940 and the main synagogue, a huge Romanesque revival building that had been a major architectural landmark with its 54-metre-high dome since its completion in 1897, was set ablaze, then razed.[41]

 

In September 1940 the first Alsatian resistance movement led by Marcel Weinum called La main noire (The black hand) was created. It was composed by a group of 25 young men aged from 14 to 18 years old who led several attacks against the German occupation. The actions culminated with the attack of the Gauleiter Robert Wagner, the highest commander of Alsace directly under the order of Hitler. In March 1942, Marcel Weinum was prosecuted by the Gestapo and sentenced to be beheaded at the age of 18 in April 1942 in Stuttgart, Germany. His last words will be: "If I have to die, I shall die but with a pure heart". From 1943 the city was bombarded by Allied aircraft. While the First World War had not notably damaged the city, Anglo-American bombing caused extensive destruction in raids of which at least one was allegedly carried out by mistake.[42] In August 1944, several buildings in the Old Town were damaged by bombs, particularly the Palais Rohan, the Old Customs House (Ancienne Douane) and the Cathedral.[43] On 23 November 1944, the city was officially liberated by the 2nd French Armoured Division under General Leclerc. He achieved the oath that he made with his soldiers, after the decisive Capture of Kufra. With the Oath of Kuffra, they swore to keep up the fight until the French flag flew over the Cathedral of Strasbourg.

 

Many people from Strasbourg were incorporated in the German Army against their will, and were sent to the eastern front, those young men and women were called Malgré-nous. Many tried to escape from the incorporation, join the French Resistance, or desert the Wehrmacht but many couldn't because they were running the risk of having their families sent to work or concentration camps by the Germans. Many of these men, especially those who did not answer the call immediately, were pressured to "volunteer" for service with the SS, often by direct threats on their families. This threat obliged the majority of them to remain in the German army. After the war, the few that survived were often accused of being traitors or collaborationists, because this tough situation was not known in the rest of France, and they had to face the incomprehension of many. In July 1944, 1500 malgré-nous were released from Soviet captivity and sent to Algiers, where they joined the Free French Forces. Nowadays history recognizes the suffering of those people, and museums, public discussions and memorials have been built to commemorate this terrible period of history of this part of Eastern France (Alsace and Moselle). Liberation of Strasbourg took place on 23 November 1944.

 

In 1947, a fire broke out in the Musée des Beaux-Arts and devastated a significant part of the collections. This fire was an indirect consequence of the bombing raids of 1944: because of the destruction inflicted on the Palais Rohan, humidity had infiltrated the building, and moisture had to be fought. This was done with welding torches, and a bad handling of these caused the fire.[44]

 

In the 1950s and 1960s the city was enlarged by new residential areas meant to solve both the problem of housing shortage due to war damage and that of the strong growth of population due to the baby boom and immigration from North Africa: Cité Rotterdam in the North-East, Quartier de l'Esplanade in the South-East, Hautepierre in the North-West. Between 1995 and 2010, a new district has been built in the same vein, the Quartier des Poteries, south of Hautepierre.

 

In 1958, a violent hailstorm destroyed most of the historical greenhouses of the Botanical Garden and many of the stained glass windows of St. Paul's Church.

 

In 1949, the city was chosen to be the seat of the Council of Europe with its European Court of Human Rights and European Pharmacopoeia. Since 1952, the European Parliament has met in Strasbourg, which was formally designated its official 'seat' at the Edinburgh meeting of the European Council of EU heads of state and government in December 1992. (This position was reconfirmed and given treaty status in the 1997 Treaty of Amsterdam). However, only the (four-day) plenary sessions of the Parliament are held in Strasbourg each month, with all other business being conducted in Brussels and Luxembourg. Those sessions take place in the Immeuble Louise Weiss, inaugurated in 1999, which houses the largest parliamentary assembly room in Europe and of any democratic institution in the world. Before that, the EP sessions had to take place in the main Council of Europe building, the Palace of Europe, whose unusual inner architecture had become a familiar sight to European TV audiences.[45] In 1992, Strasbourg became the seat of the Franco-German TV channel and movie-production society Arte.

 

In 2000, a terrorist plot to blow up the cathedral was prevented thanks to the cooperation between French and German police that led to the arrest in late 2000 of a Frankfurt-based group of terrorists.

 

On 6 July 2001, during an open-air concert in the Parc de Pourtalès, a single falling Platanus tree killed thirteen people and injured 97. On 27 March 2007, the city was found guilty of neglect over the accident and fined €150,000.[46]

 

In 2006, after a long and careful restoration, the inner decoration of the Aubette, made in the 1920s by Hans Arp, Theo van Doesburg, and Sophie Taeuber-Arp and destroyed in the 1930s, was made accessible to the public again. The work of the three artists had been called "the Sistine Chapel of abstract art".

 

Architecture

 

Strasbourg, Cathedral of Our Lady

The city is chiefly known for its sandstone Gothic Cathedral with its famous astronomical clock, and for its medieval cityscape of Rhineland black and white timber-framed buildings, particularly in the Petite France district or Gerberviertel ("tanners' district") alongside the Ill and in the streets and squares surrounding the cathedral, where the renowned Maison Kammerzell stands out.

 

Notable medieval streets include Rue Mercière, Rue des Dentelles, Rue du Bain aux Plantes, Rue des Juifs, Rue des Frères, Rue des Tonneliers, Rue du Maroquin, Rue des Charpentiers, Rue des Serruriers, Grand' Rue, Quai des Bateliers, Quai Saint-Nicolas and Quai Saint-Thomas. Notable medieval squares include Place de la Cathédrale, Place du Marché Gayot, Place Saint-Étienne, Place du Marché aux Cochons de Lait and Place Benjamin Zix.

 

Maison des tanneurs.

 

In addition to the cathedral, Strasbourg houses several other medieval churches that have survived the many wars and destructions that have plagued the city: the Romanesque Église Saint-Étienne, partly destroyed in 1944 by Allied bombing raids, the part Romanesque, part Gothic, very large Église Saint-Thomas with its Silbermann organ on which Wolfgang Amadeus Mozart and Albert Schweitzer played,[49] the Gothic Église protestante Saint-Pierre-le-Jeune with its crypt dating back to the seventh century and its cloister partly from the eleventh century, the Gothic Église Saint-Guillaume with its fine early-Renaissance stained glass and furniture, the Gothic Église Saint-Jean, the part Gothic, part Art Nouveau Église Sainte-Madeleine, etc. The Neo-Gothic church Saint-Pierre-le-Vieux Catholique (there is also an adjacent church Saint-Pierre-le-Vieux Protestant) serves as a shrine for several 15th-century wood worked and painted altars coming from other, now destroyed churches and installed there for public display. Among the numerous secular medieval buildings, the monumental Ancienne Douane (old custom-house) stands out.

 

The German Renaissance has bequeathed the city some noteworthy buildings (especially the current Chambre de Commerce et d'Industrie, former town hall, on Place Gutenberg), as did the French Baroque and Classicism with several hôtels particuliers (i.e. palaces), among which the Palais Rohan (1742, now housing three museums) is the most spectacular. Other buildings of its kind are the "Hôtel de Hanau" (1736, now the city hall), the Hôtel de Klinglin (1736, now residence of the préfet), the Hôtel des Deux-Ponts (1755, now residence of the military governor), the Hôtel d'Andlau-Klinglin (1725, now seat of the administration of the Port autonome de Strasbourg) etc. The largest baroque building of Strasbourg though is the 150 m (490 ft) long 1720s main building of the Hôpital civil. As for French Neo-classicism, it is the Opera House on Place Broglie that most prestigiously represents this style.

 

Strasbourg also offers high-class eclecticist buildings in its very extended German district, the Neustadt, being the main memory of Wilhelmian architecture since most of the major cities in Germany proper suffered intensive damage during World War II. Streets, boulevards and avenues are homogeneous, surprisingly high (up to seven stories) and broad examples of German urban lay-out and of this architectural style that summons and mixes up five centuries of European architecture as well as Neo-Egyptian, Neo-Greek and Neo-Babylonian styles. The former imperial palace Palais du Rhin, the most political and thus heavily criticized of all German Strasbourg buildings epitomizes the grand scale and stylistic sturdiness of this period. But the two most handsome and ornate buildings of these times are the École internationale des Pontonniers (the former Höhere Mädchenschule, girls college) with its towers, turrets and multiple round and square angles[50] and the École des Arts décoratifs with its lavishly ornate façade of painted bricks, woodwork and majolica.[51]

 

Notable streets of the German district include: Avenue de la Forêt Noire, Avenue des Vosges, Avenue d'Alsace, Avenue de la Marseillaise, Avenue de la Liberté, Boulevard de la Victoire, Rue Sellénick, Rue du Général de Castelnau, Rue du Maréchal Foch, and Rue du Maréchal Joffre. Notable squares of the German district include: Place de la République, Place de l'Université, Place Brant, and Place Arnold

 

As for modern and contemporary architecture, Strasbourg possesses some fine Art Nouveau buildings (such as the huge Palais des Fêtes and houses and villas like Villa Schutzenberger and Hôtel Brion), good examples of post-World War II functional architecture (the Cité Rotterdam, for which Le Corbusier did not succeed in the architectural contest) and, in the very extended Quartier Européen, some spectacular administrative buildings of sometimes utterly large size, among which the European Court of Human Rights building by Richard Rogers is arguably the finest. Other noticeable contemporary buildings are the new Music school Cité de la Musique et de la Danse, the Musée d'Art moderne et contemporain and the Hôtel du Département facing it, as well as, in the outskirts, the tramway-station Hoenheim-Nord designed by Zaha Hadid.

  

Place Kléber

The city has many bridges, including the medieval and four-towered Ponts Couverts that, despite their name, are no longer covered. Next to the Ponts Couverts is the Barrage Vauban, a part of Vauban's 17th-century fortifications, that does include a covered bridge. Other bridges are the ornate 19th-century Pont de la Fonderie (1893, stone) and Pont d'Auvergne (1892, iron), as well as architect Marc Mimram's futuristic Passerelle over the Rhine, opened in 2004.

 

The largest square at the centre of the city of Strasbourg is the Place Kléber. Located in the heart of the city's commercial area, it was named after general Jean-Baptiste Kléber, born in Strasbourg in 1753 and assassinated in 1800 in Cairo. In the square is a statue of Kléber, under which is a vault containing his remains. On the north side of the square is the Aubette (Orderly Room), built by Jacques François Blondel, architect of the king, in 1765–1772.

 

Parks

 

The Pavillon Joséphine (rear side) in the Parc de l'Orangerie

 

The Château de Pourtalès (front side) in the park of the same name

 

Strasbourg features a number of prominent parks, of which several are of cultural and historical interest: the Parc de l'Orangerie, laid out as a French garden by André le Nôtre and remodeled as an English garden on behalf of Joséphine de Beauharnais, now displaying noteworthy French gardens, a neo-classical castle and a small zoo; the Parc de la Citadelle, built around impressive remains of the 17th-century fortress erected close to the Rhine by Vauban;[52] the Parc de Pourtalès, laid out in English style around a baroque castle (heavily restored in the 19th century) that now houses a small three-star hotel,[53] and featuring an open-air museum of international contemporary sculpture.[54] The Jardin botanique de l'Université de Strasbourg (botanical garden) was created under the German administration next to the Observatory of Strasbourg, built in 1881, and still owns some greenhouses of those times. The Parc des Contades, although the oldest park of the city, was completely remodeled after World War II. The futuristic Parc des Poteries is an example of European park-conception in the late 1990s. The Jardin des deux Rives, spread over Strasbourg and Kehl on both sides of the Rhine opened in 2004 and is the most extended (60-hectare) park of the agglomeration. The most recent park is Parc du Heyritz (8,7 ha), opened in 2014 along a canal facing the hôpital civil.

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The Cadillac Eldorado is a personal luxury car that was manufactured and marketed by Cadillac from 1953 to 2002 over ten generations. Competitors and similar vehicles included the Lincoln Mark series, Buick Riviera, Oldsmobile Toronado and Chrysler's Imperial Coupe.

 

The Eldorado was at or near the top of the Cadillac line during early model years. The original 1953 Eldorado convertible and the Eldorado Brougham models of 1957–1960 were the most expensive models that Cadillac offered those years, and the Eldorado was never less than second in price after the Cadillac Series 75 until 1966. Eldorados carried the Fleetwood designation from 1965 through 1972.

 

NAME

The nameplate Eldorado is a contraction of two Spanish words that translate as "the gilded (i.e., golden) one" — and also refers to El Dorado, the mythical South American "Lost City of Gold" that fascinated Spanish explorers.

 

Chosen in an internal competition for a 1952 concept vehicle celebrating the company's golden anniversary, the name Eldorado was proposed by Mary-Ann Marini (née Zukosky), a secretary in Cadillac's merchandising department — and was subsequently adopted for a limited-edition convertible for model year 1953.

 

Palm Springs Life magazine incorrectly attributes the name to the Eldorado Country Club in Indian Wells, California, a favorite resort of General Motors executives in the Coachella Valley — though the resort opened in 1957, five years after Cadillac's own naming competition.

 

Cadillac began using the nameplates 'Eldorado Seville' and 'Eldorado Biarritz' to distinguish between the hardtop and convertible models (respectively) while both were offered, from 1956 through 1960 inclusively. The 'Seville' name was dropped when the hardtop was initially discontinued (1961), but the Biarritz name continued through 1964. Beginning 1965, the Eldorado became the 'Fleetwood Eldorado'. 'Biarritz' returned as an up level trim package for the Eldorado for 1977.

 

FIRST GENERATION (1953)

The Cadillac Series 62 Eldorado joined the Oldsmobile 98 Fiesta and Buick Roadmaster Skylark as top-of-the-line, limited-production specialty convertibles introduced in 1953 by General Motors to promote its design leadership. A special-bodied, low-production convertible (532 units in total), it was the production version of the 1952 El Dorado "Golden Anniversary" concept car. Along with borrowing bumper bullets (aka dagmars) from the 1951 GM Le Sabre show car, it featured a full assortment of deluxe accessories and introduced the wraparound windshield and a cut-down beltline to Cadillac standard production.

 

The expansive frontal glass and distinctive dip in the sheetmetal at the bottom of the side windows (featured on one or both of GM's other 1953 specialty convertibles) were especially beloved by General Motors' styling chief Harley Earl and subsequently widely copied by other marques. Available in four unique colors (Aztec red, Alpine white, azure blue and artisan ochre — the last is a yellow hue, although it was shown erroneously as black in the color folder issued on this rare model). Convertible tops were available in either black or white Orlon. AC was an option, as were wire wheels. The car carried no special badging other than a gold-colored "Eldorado" nameplate in the center of the dash. A hard tonneau cover, flush with the rear deck, hid the convertible top in the open car version.

 

Although technically a subseries of the Cadillac Series 62 based on the regular Series 62 convertible, sharing its engine, it was nearly twice as expensive at US$7,750. The 5,610 mm long, 2,030 mm wide vehicle came with such standard features as windshield washers, a signal seeking radio, power windows, and a heater. The Eldorado comprised only 5% of Cadillac's sales in 1953.

 

SECOND GENERATION (1954–1956)

In 1954, Eldorado lost its unique sheet metal and shared its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and see a substantial increase in sales. The Eldorados had golden identifying crests centered directly behind the air-slot fenderbreaks and wide fluted beauty panels to decorate the lower rear bodysides. These panels were made of extruded aluminum and also appeared on a unique one of a kind Eldorado coupé built for the Reynolds Aluminum Corporation. Also included in the production Eldorado convertible were monogram plates on the doors, wire wheels, and custom interior trimmings with the Cadillac crest embossed on the seat bolsters. Two thousand one hundred and fifty Eldorados were sold, nearly four times as many as in 1953.

 

For 1955, the Eldorado's body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of the Eldorado once again pointing the way forward. The Eldorado sport convertible featured extras such as wide chrome body belt moldings and twin round taillights halfway up the fenders. Sales nearly doubled to 3,950.

 

For 1956, a two-door hardtop coupé version appeared, called the Eldorado Seville at which point the convertible was named the "Eldorado Biarritz". An Eldorado script finally appeared with fender crest on the car which was further distinguished by twin hood ornaments. An extra feature on the Eldorado convertible was a ribbed chrome saddle molding extending from the windshield to the rear window pillar along the beltline. With the addition of the Seville, sales rose yet again to 6,050 of which 2,150 were Sevilles. Eldorados accounted for nearly 4% of all Cadillacs sold.

 

THIRD GENERATION (1957-1960)

1957 saw the Eldorado (in both convertible and Seville hardtop bodystyles) with a revised rear-end design featuring a low, downswept fenderline capped by a pointed, in-board fin. The rear fenders were commonly referred to as "chipmunk cheeks". This concept was used for two years, but did not spawn any imitators. Series 62 Eldorados (as distinct from the Series 70 Eldorado Brougham) were further distinguished by the model name above a V-shaped rear deck ornament and on the front fenders. The rear fender and deck contour was trimmed with broad, sculptured stainless steel beauty panels. Also seen were "shark" style fins pointing towards the back of the cars. A three section built in front bumper was another exclusive trait of the Series 62 Eldorados, which came with a long list of standard features. Four specially-built 4-door hardtop Eldorado Sedan Sevilles were also built in 1957.

 

1957 was chiefly notable for the introduction of one of GM's most memorable designs, the Series 70 Eldorado Brougham. Announced in December 1956 and released around March 1957, the Eldorado Brougham was a hand-built, limited car derived from the Park Avenue and Orleans show cars of 1953-54. Designed by Ed Glowacke, it featured the first appearance of quad headlights and totally unique trim. The exterior ornamentation included wide, ribbed lower rear quarter beauty panels extending along the rocker sills and rectangularly sculptured side body "cove" highlighted with five horizontal windsplits on the rear doors. Tail styling treatments followed the Eldorado pattern. This four-door hardtop with rear-hinged rear doors was an ultra-luxury car that cost an astonishing $13,074 — twice the price of any other 1957 Eldorado and more than the Rolls-Royce Silver Cloud of the same year. It featured a stainless steel roof, self leveling air suspension, the first automatic two-position "memory" power seats, a dual four-barrel V-8, low-profile tires with thin white-walls, automatic trunk opener, cruise control, high-pressure cooling system, polarized sun visors, electric antenna, automatic-release parking brake, electric door locks, dual heating system, silver magnetized glovebox, drink tumblers, cigarette and tissue dispensers, lipstick and cologne, ladies' compact with powder puff, mirror and matching leather notebook, comb and mirror, Arpège atomizer with Lanvin perfume, automatic starter with restart function, Autronic Eye, drum-type electric clock, power windows, forged aluminum wheels and air conditioning. Buyers of Broughams had a choice of 44 full-leather interior and trim combinations and could select such items as Mouton, Karakul or lambskin carpeting.

 

There were serious difficulties with the air suspension, which proved troublesome in practice. Some owners found it cheaper to have it replaced with conventional coil springs.

 

The 1957 Eldorado Brougham joined the Sixty Special and the Series 75 as the only Cadillac models with Fleetwood bodies although Fleetwood script or crests did not appear anywhere on the exterior of the car, and so this would also mark the first time in 20 years that a Fleetwood-bodied car was paired with the Brougham name. The 1957-58 Eldorado Brougham also marked the return of the Cadillac Series 70, if only briefly. Only 400 Eldorado Broughams were sold in 1957.

 

An all-transistor signal-seeking car radio was produced by GM's Delco Radio and was first available for the 1957 Eldorado Brougham models, which was standard equipment and used 13 transistors in its circuitry.

 

For 1958, GM was promoting their fiftieth year of production, and introduced Anniversary models for each brand; Cadillac, Buick, Oldsmobile, Pontiac, and Chevrolet. The 1958 models shared a common appearance on the top models for each brand; Cadillac Eldorado Seville, Buick Roadmaster Riviera, Oldsmobile Holiday 88, Pontiac Bonneville Catalina, and the all-new Chevrolet Bel-Air Impala.

 

On 1958 2-door Eldorados, a V-shaped ornament and model identification script were mounted to the deck lid. Two-door Eldorados also had ten vertical chevron slashes ahead of the open rear wheel housings and crest medallions on the flank of the tailfins. Broad, sculptured beauty panels decorated the lower rear quarters on all Series 62 Eldorados and extended around the wheel opening to stretch along the body sills. All-new was a special-order Series 62 Eldorado Seville, of which only one was actually built.

 

The major changes to the Eldorado Brougham in 1958 were seen inside the car. The interior upper door panels were finished in leather instead of the metal finish used in 1957. New wheel covers also appeared. Forty-four trim combinations were available, along with 15 special monotone paint colors. A total of 304 Eldorado Broughams were sold in 1958. 1958 was the last year for the domestic production of the handbuilt Brougham at Cadillac's Detroit factory, as future manufacturing of the special bodies was transferred to Pininfarina of Turin, Italy.

 

The 1959 Cadillac is remembered for its huge sharp tailfins with dual bullet tail lights, two distinctive rooflines and roof pillar configurations, new jewel-like grille patterns and matching deck lid beauty panels. In 1959 the Series 62 became the Series 6200. De Villes and 2-door Eldorados were moved from the Series 62 to their own series, the Series 6300 and Series 6400 respectively, though they all, including the 4-door Eldorado Brougham (which was moved from the Series 70 to Series 6900), shared the same 3,302 mm wheelbase. New mechanical items were a "scientifically engineered" drainage system and new shock absorbers. All Eldorados were characterized by a three-deck, jeweled, rear grille insert, but other trim and equipment features varied. The Seville and Biarritz models had the Eldorado name spelled out behind the front wheel opening and featured broad, full-length body sill highlights that curved over the rear fender profile and back along the upper beltline region. Engine output was an even 345 hp (257 kW) from the 6.4 L engine. Standard equipment included power brakes, power steering, automatic transmission, back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six way power seats, heater, fog lamps, remote control deck lid, radio and antenna with rear speaker, power vent windows, air suspension, electric door locks and license frames. The Eldorado Brougham also came with Air conditioning, automatic headlight dimmer, acruise control standard over the Seville and Biarritz trim lines.

 

The 1960 Cadillacs had smoother, more restrained styling. General changes included a full-width grille, the elimination of pointed front bumper guards, increased restraint in the application of chrome trim, lower tailfins with oval shaped nacelles and front fender mounted directional indicator lamps. External variations on the Seville two-door hardtop and Biarritz convertible took the form of bright body sill highlights that extended across the lower edge of fender skirts and Eldorado lettering on the sides of the front fenders, just behind the headlamps. Standard equipment included power brakes, power steering, automatic transmission, dual back-up lamps, windshield wipers, two-speed wipers, wheel discs, outside rearview mirror, vanity mirror, oil filter, power windows, six-way power seats, heater, fog lamps, Eldorado engine, remote control trunk lock, radio with antenna and rear speaker, power vent windows, air suspension, electric door locks, license frames, and five whitewall tires. Technical highlights were finned rear drums and an X-frame construction. Interiors were done in Chadwick cloth or optional Cambray cloth and leather combinations. The last Eldorado Seville was built in 1960.

 

A different Eldorado Brougham was sold for 1959 and 1960. These cars were not quite so extravagantly styled but were very unusual pieces in themselves. Priced at $13,075, they cost $1 more, each, than their older siblings. The company contracted out the assembly to Pininfarina of Italy, with whom the division has had a long-running relationship, and these Eldorados were essentially hand-built in Italy. Ironically only now did it acquire Fleetwood wheel discs and doorsill moldings, presumably because the design work and final touches were still being done by Fleetwood. Discreet, narrow taillights integrated into modest tailfins, and a squared-off rear roof line with rear ventiplanes caused the Italian-built Brougham to contrast sharply to the rounded roof lines, and especially the new "rocketship" taillights and flamboyant fins of the standard 1959 Cadillacs, which are a feature only of that year. A vertical crest medallion with Brougham script plate appeared on the front fenders and a single, thin molding ran from the front to rear along the mid-sides of the body. It did not sport Eldorado front fender letters or body sill headlights. A fin-like crest, or "skeg," ran from behind the front wheel opening to the rear of the car on the lower bodysides and there were special crest medallions on the trailing edge of the rear fenders. The Brougham's styling cues would prove to indicate where standard Cadillac styling would head from 1960 through the early-mid-1960s. The standard equipment list was pared down to match those of other Eldorados, plus Cruise Control, Autronic Eye, air conditioning and E-Z Eye glass. The Brougham build-quality was not nearly to the standard of the Detroit hand-built 1957–1958 models, and thus the 1959–1960 Broughams did not sell as well as their forebears. However, collector interest and values for these cars remain high. The Eldorado Brougham was moved to its own unique Series 6900 for its remaining two years.

 

The 1960 Cadillac Eldorado Biarritz 6467E is featured as Maurice Minnifield's vehicle in the 1990s television series Northern Exposure.

 

FOURTH GENERATION (1961–1964)

Cadillac was restyled and re-engineered for 1961. The Eldorado Biarritz convertible was technically reclassified as a subseries of the De Ville (Series 6300), a status it would keep through 1964. An Eldorado convertible would remain in the Cadillac line through 1966, but its differences from the rest of the line would be generally more modest. The new grille slanted back towards both the bumper and the hood lip, along the horizontal plan, and sat between dual headlamps. New forward slanting front pillars with non-wraparound windshield glass were seen. The Eldorado Biarritz featured front series designation scripts and a lower body "skeg" trimmed with a thin three quarter length spear molding running from behind the front wheel opening to the rear of the car. Standard equipment included power brakes, power steering, automatic transmission, dual back up lights, windshield washer, dual speed wipers, wheel discs, plain fender skirts, outside rearview mirror, vanity mirror, oil filter, power windows, 6-way power bench seat or bucket seats, power vent windows, whitewall tires, and remote control trunk lock. Rubberized front and rear coil springs replaced the trouble prone air suspension system. Four-barrel induction systems were now the sole power choice and dual exhaust were no longer available. With the Seville and Brougham gone sales fell to 1,450.

 

A mild face lift characterized Cadillac styling trends for 1962. A flatter grille with a thicker horizontal center bar and more delicate cross-hatched insert appeared. Ribbed chrome trim panel, seen ahead of the front wheel housings in 1961, were now replaced with cornering lamps and front fender model and series identification badges were eliminated. More massive front bumper end pieces appeared and housed rectangular parking lamps. At the rear tail lamps were now housed in vertical nacelles designed with an angled peak at the center. A vertically ribbed rear beauty panel appeared on the deck lid latch panel. Cadillac script also appeared on the lower left side of the radiator grille. Standard equipment included all of last year’s equipment plus remote controlled outside rearview mirror, heater and defroster and front cornering lamps. Cadillac refined the ride and quietness, with more insulation in the floor and behind the firewall.

 

In 1963 Eldorado Biarritz joined the Cadillac Sixty Special and the Cadillac Series 75 as the only Cadillac models with Fleetwood bodies and immediately acquired Fleetwood crests on its rear quarters[26] and Fleetwood rocker panel moldings. The 1963 Eldorado was also the first Fleetwood bodied convertible since the Cadillac Series 75 stopped offering four- and two-door convertible body styles and production of the Cadillac Series 90 (V16) ceased in 1941. In overall terms the 1963 Cadillac was essentially the same as the previous year. Exterior changes imparted a bolder and longer look. Hoods and deck lids were redesigned. The front fenders projected 4.625 inches further forward than in 1962 while the tailfins were trimmed down somewhat to provide a lower profile. Body side sculpturing was entirely eliminated. The slightly V-shaped radiator grille was taller and now incorporated outer extensions that swept below the flush-fender dual headlamps. Smaller circular front parking lamps were mounted in those extensions. The Eldorado also had a rectangular grid pattern rear decorative grille. A total of 143 options including bucket seats with wool, leather or nylon upholstery fabrics and wood veneer facings on dash, doors and seatbacks, set an all-time record for interior appointment choices. Standard equipment was the same as the previous year. The engine was entirely changed, though the displacement and output remained the same, 6.4 l and 325 hp (242 kW).

It was time for another facelift in 1964 and really a minor one. The main visual cue indicating an Eldorado Biarritz was simply the lack of fender skirts. New up front was a bi-angular grille that formed a V-shape along both its vertical and horizontal planes. The main horizontal grille bar was now carried around the body sides. Outer grille extension panels again housed the parking and cornering lamps. It was the 17th consecutive year for the Cadillac tailfins with a new fine-blade design carrying on the tradition. Performance improvements including a larger V8 engine were the dominant changes for the model run. Equipment features were same as in 1963 for the most part. Comfort Control, a completely automatic heating and air conditioning system controlled by a dial thermostat on the instrument panel, was introduced as an industry first. The engine was bumped to 7 l, with 340 hp (253.5 kW) available. Performance gains from the new engine showed best in the lower range, at 30 to 80 km/h traffic driving speeds. A new technical feature was the Turbo-Hydramatic transmission, also used in the De Ville and the Sixty Special.

 

FITH GENERATION (1965–1966)

The Eldorado became a Fleetwood sub-series in 1965, although there was strictly speaking no separate Fleetwood series at this time. It was consequently marketed as the Cadillac Fleetwood Eldorado, in a similar fashion to the Cadillac Fleetwood Series 75 and the Cadillac Fleetwood Sixty Special. The Biarritz nomenclature was finally dropped from sales literature, probably because there was no need to distinguish the convertible from the long absent Seville and Brougham. This was the last generation to be installed with rear wheel drive.

 

In 1966 changes included a somewhat coarser mesh for the radiator grille insert, which was now divided by a thick, bright metal horizontal center bar housing rectangular parking lamps at the outer ends. Separate rectangular side marker lamps replaced the integral grille extension designs. There was generally less chrome on all Cadillac models this year. Cadillac crests and V-shaped moldings, front and rear, were identifiers. Cadillac "firsts" this season included variable ratio steering and optional front seats with carbon cloth heating pads built into the cushions and seatbacks. Comfort and convenience innovations were headrests, reclining seats and an AM/FM stereo system. Automatic level control was available. Engineering improvements made to the perimeter frame increased ride and handling ease. Newly designed piston and oil rings and a new engine mounting system and patented quiet exhaust were used.

 

SIXTH GENERATION (1967–1970)

The Eldorado was radically redesigned in 1967 to capitalize on the burgeoning era's personal luxury car market. Promoted as a "personal" Cadillac, it shared the E-body with the second-generation Buick Riviera and the Oldsmobile Toronado, which had been introduced the previous year. To enhance its distinctiveness, Cadillac adopted the Toronado's front-wheel drive Unified Powerplant Package, adapted to a standard Cadillac 429 V8 coupled to a Turbo-Hydramatic 425 automatic transmission. Based on the Turbo-Hydramatic 400, the THM425 placed the torque converter next to the planetary gearbox, which it drove through a metal, motorcycle-style roller chain. Disc brakes were optional, and new standard safety equipment included an energy absorbing steering column and generously padded instrument panel. The Unified Powerplant Package was later shared with the GMC Motorhome starting in 1972.

 

The new Eldorado was a great departure from the previous generation, which had become little more than a dressed-up version of Cadillac's De Ville. Its crisp styling, initiated by GM styling chief Bill Mitchell, was distinctive and unique, more angular than the streamlined Riviera and Toronado. This was the only production Cadillac to be equipped with concealed headlights behind vacuum operated doors.

 

Performance was 0–60 mph (0–96 km/h) in less than nine seconds and a top speed of 120 mph (192 km/h). Roadability and handling were highly praised by contemporary reviews, and sales were excellent despite high list prices. Its sales of 17,930 units, nearly three times the previous Eldorado high, helped give Cadillac its best year ever.

 

In 1968, the Eldorado received Cadillac's new 375 hp (280 kW) (SAE gross) 7.7 L V8, and disc brakes became standard. Only slight exterior changes were made to comply with new federal safety legislation. Sales set another record at 24,528, with Eldorados accounting for nearly 11% of all Cadillacs sold.

 

In 1969 hidden headlamps were eliminated, and a halo vinyl roof was available as an option, joined later in the model year by a power sunroof.

 

In 1970 the Eldorado introduced the new 8.2 L V8 engine, the largest-ever production V8, rated SAE gross 400 hp (298 kW) and 550 lb·ft (746 N·m), which would remain exclusive until it became standard on all full size Cadillacs in the 1975 model year.

 

SEVENTH GENERATION (1971–1978)

The Eldorado underwent a substantial redesign in 1971, growing two inches in length but six in wheelbase. The result was a rounder, much heavier looking automobile, made even more rotund by the return of standard fender skirts. While Eldorado door glass remained frameless, the hardtop rear quarter windows were deleted, replaced by a fixed "opera window" in the widened "C" pillar. A convertible model rejoined the line-up. This 126.3-inch (3,210 mm) wheelbase version Eldorado would run through 1978, receiving facelifts in 1973 and 1975. Sales in 1971 set a new record at 27,368.

 

In 1972 sales rose to 40,074.

 

Performance was not competitive with contemporary premium personal luxury cars. However, none but the Lincoln were 6 passenger vehicles.

 

In 1973 the Eldorado was removed from the Fleetwood series and reestablished as its own series. The '73 models received a facelift featuring new front and rear bumpers, egg-crate grille, decklid, rear fenders and taillamps.

 

The Cadillac Eldorado was chosen as the pace car for the Indy 500 in 1973. Cadillac produced 566 of these special pace car convertibles. Thirty-three were used at the track during the race week, with the remainder distributed to U.S. Cadillac dealers one per dealership. Total sales soared to 51,451, over a sixth of all Cadillac sales.

 

1974 models featured a redesigned rear bumper, to meet the new 5 mile impact federal design regulation. Styling changes include horizontal taillamps, and a fine mesh grille. Inside, there was a new, redesigned instrument panel, marketed in sales literature as "space age" and shared with all 1974 Cadillacs.

 

For 1975, the Eldorado was given rectangular headlamps, full rear wheel openings sans fender skirts and crisper lines which resulted in a much sleeker appearance reminiscent of the 1967-70 models.

 

In 1976 GM heavily promoted the Eldorado convertibles as "the last American convertible". Some 14,000 would be sold, many purchased as investments. The final 200 were designated as "Bicentennial Edition" commemorating America's 200th birthday. These cars were white with a dual-color red/blue pinstripe along the upper bodyside. When GM reintroduced Eldorado convertibles for the 1984 model year, owners of 1976 Eldorados felt they had been deceived and launched an unsuccessful class action lawsuit.

 

In 1977 the Eldorado received a new grille with a finer crosshatch pattern. The convertible was dropped (although Custom Coach of Lima, Ohio converted a few new 1977 and 1978s Eldorados into coach convertibles using salvaged parts from earlier models). The 8.2L V8 of 1970-76 gave way to a new 7L V8 with 180 bhp (134 kW). For the first time in 1977 all GM E-body cars were front-wheel drive, as the Riviera underwent a two-year hiatus before joining them in 1979.

 

A new grille was the only major change in 1978. The Eldorado was totally redisigned for 1979.

 

ELDORADO BIARRITZ

Unlike the Cadillac Sixty Special and De Ville, Eldorado did not have a unique luxury package to provide it with a title change (such as the "d'Elegance" package). This was rectified in mid-year 1976 with the Biarritz package. A unique trim feature of Biarritz, a name that had not been used since the 1964 model year (although the Eldorado was Fleetwood bodied from the 1963 model year on, the Fleetwood designation was only applied to all Eldorados produced from the 1965 through 1972 model years) was a brushed stainless steel roof covering the front passenger compartment for model years 1979-1985. This was a styling cue reminiscent of the 1957/58 Eldorado Brougham. The rear half of the roof was covered with a heavily padded landau vinyl top accented with large "opera" lights. The interior featured "pillowed"-style, "tufted" velour or leather seating, with contrasting piping, along with an array of other options available.

 

The 1978 Biarritz option packages consisted of the Eldorado Custom Biarritz ($1,865.00); w/Astroroof ($2,946.00); w/Sunroof ($2,746.00) and Eldorado Custom Biarritz Classic ($2,466.00); w/Astroroof ($3,547.00); w/Sunroof ($3,347.00).

 

For the 1978 Eldorado model year only, 2,000 Eldorado Custom Biarritz Classics were produced in Two-Tone Arizona Beige/Demitasse Brown consisting of 1,499 with no Astroroofs or no Sunroofs; 475 with Astroroofs; 25 with Sunroofs and one (1) was produced with a Power Sliding T-Top. Only nine of the latter are known to have been retrofitted by the American Sunroof Company under the direction of General Motors' Cadillac Motor Division.

 

The Biarritz option stayed with the Eldorado through the 1991 model year. Some of the original styling cues vanished after the 1985 model year, such as the brushed stainless steel roofing and the interior seating designs, but the Biarritz remained unique just the same.

 

EIGHTH GENERATION (1979–1985)

A new, trimmer Eldorado was introduced for 1979, for the first time sharing its chassis with both the Buick Riviera and Oldsmobile Toronado. Smaller, more fuel efficient 350 and 368 in³ (5.7 and 6.0 L) V8's replaced the 500 and 425 in³ (8.2 and 7.0 L) engines. A diesel 350 was available as an option.

 

In 1980, the gas 350 was replaced with the 368 except in California, where the Oldsmobile 350 was used. In both the 1980 Seville and Eldorado (which shared frames) the 368s came with DEFI (later known as throttle body injection when it was later used with other GM corporate engines), whereas in the larger RWD Cadillacs it came only with a 4-barrel Quadrajet carburetor. Independent rear suspension was adopted, helping retain rear-seat and trunk room in the smaller body. The most notable styling touch was an extreme notchback roofline. The Eldorado Biarritz model resurrected the stainless-steel roof concept from the first Brougham. The Eldorado featured frameless door glass, and the rear quarter windows re-appeared as they did before 1971, without a thick "B" pillar. The cars were not true hardtops, as the rear quarter windows were fixed. Sales set a new record at 67,436.[citation needed]

 

For 1981, Cadillac offered the V8-6-4 variable displacement variant of the 368 engine, which was designed to deactivate some cylinders when full power was not needed, helping meet GM's government fuel economy ("CAFE") averages. It was a reduced bore version of the 1968 model-year 472, sharing that engine's stroke and also that of the model-year 1977–1979 425. The engine itself was extremely rugged and durable, but its complex electronics were the source of customer complaints.

 

Another engine was introduced for 1982. The 4.1 L HT-4100 was an in-house design that mated cast-iron heads to an aluminum block. Some HT-4100s were replaced under warranty.

 

From 1982 through 1985, Cadillac offered an 'Eldorado Touring Coupe', with heavier duty suspension, alloy wheels, blackwall tires, minimal exterior ornamentation and limited paint colors. These were marketed as 'driver's cars' and included bucket seats and a center console.

 

In 1984, Cadillac also introduced a convertible version of Eldorado Biarritz. It was 91 kg heavier featuring the same interior as other Biarritz versions. The model year of 1985 was the last year for the ASC, Inc., aftermarket conversion Eldorado convertible. Total sales set an all-time record of 77,806, accounting for about 26% of all Cadillacs sold.

 

Prior to the 'official' 1984 and 1985 Eldorado convertibles marketed by Cadillac, some 1979-83 Eldorados were made into coach convertibles by independent coachbuilders e.g. American Sunroof Corporation, Custom Coach (Lima, Ohio - this coachbuilder turned a few 1977 and 1978 Eldorados into convertibles), Hess & Eisenhardt. The same coachbuilders also converted the Oldsmobile Toronado and Buick Riviera into a ragtop.

 

Late in the 1985 model year, an optional 'Commemorative Edition' package was announced, in honor of the last year of production for this version of the Eldorado. Exclusive features included gold-tone script and tail-lamp emblems, specific sail panel badges, gold-background wheel center caps, and a "Commemorative Edition" badge on the steering wheel horn pad. Leather upholstery (available in Dark Blue or White, or a two-tone with Dark Blue and White) was included in the package, along with a Dark Blue dashboard and carpeting. Exterior colors were Cotillion White or Commodore Blue.

 

NINTH GENERATION (1986–1991)

The Eldorado was downsized again in 1986. In a fairly extreme makeover it lost about 16" in length and some 350 pounds in weight. Just like in previous generations, the Eldorado shared its chassis with the Oldsmobile Toronado and Buick Riviera, as well as Eldorado's four-door companion, the Cadillac Seville. However, the coupés from Buick and Oldsmobile both utilized Buick's 3.8 liter V6 engine, while Cadillac continued to use their exclusive 4.1 liter V8. The convertible bodystyle was ceded to the Cadillac Allanté roadster.

 

The $24,251 Eldorado was now the same size that GM's own compact cars had been only a few years earlier, and considerably smaller than Lincoln's competing Mark VII, and no similar offering from Chrysler as the Imperial coupe was discontinued in 1983. Its styling seemed uninspired and stubby, and in a final unfortunate flourish, for the first time the Eldorado abandoned its "hardtop" heritage and featured framed door glass. News reports later indicated that GM had been led astray by a consultant's prediction that gasoline would be at $3 per gallon in the U.S. by 1986, and that smaller luxury cars would be in demand. In fact, gasoline prices were less than half that. With a sales drop of 60%, seldom has any model experienced a more precipitous fall. Production was only about a fifth of what it had been just two years earlier.

 

Aside from a longer, 5 year/50,000 mile warranty, Eldorado received very few changes for 1987. A price drop, to $23,740, did not raise sales any, as only 17,775 were made this year (21,342 for 1986). The standard suspension, with new taller 75 series (previously 70) tires and hydro-elastic engine mounts, was slightly retuned for a softer ride, while the optional ($155) Touring Suspension, with deflected-disc strut valves and 15" alloy wheels, remained for those desiring a firmer ride. As part of a federal requirement to discourage "chop-shop" thieves, major body panels were etched with the VIN. Also new, a combination cashmere cloth with leather upholstery, and locking inertia seat belt reels for rear seat passengers, which allowed for child-seat installation in the outboard seating positions in back. The formal cabriolet roof was added this year. Available for $495 on the base Eldorado, it featured a padded covering over the rear half of the roof, and turned the rear side glass into smaller opera windows. One of Eldorado's most expensive singluar options was the Motorola cellular telephone mounted inside the locking center arm rest. Priced at $2,850, it had been reworked this year for easier operation, and featured a hidden microphone mounted between the sun visors for hands-free operation. Additionally, the telephone featured a clever radio mute control: activated when the telephone and radio were in use at the same time, it automatically decreased the rear speaker's audio volume, and over-rode the front music speakers to be used for the hands-free telephone. On an interesting note, the square marker lamp, located on the bumper extension molding just behind the rear wheel well on 1986 and '87 Eldorado models, would suddenly re-appear on the 1990 & '91 Seville (base models only) and Eldorado Touring Coupé.

1988 was met with an extensive restyle, and sales nearly doubled from the previous year, up to 33,210. While the wheelbase, doors, roof, and glass remained relatively unchanged, new body panels gave the 1988 model a more identifiable "Eldorado" appearance. Now available in just 17 exterior colors (previously 19), the new Eldorado was 3" longer than last year. Underneath the restyled hood was Cadillac's new 155 horsepower 4.5 liter V8. A comprehensive anti-lock braking system, developed by Teves, was newly available. Longer front fenders held "bladed" tips, and a new grille above the revamped front bumper. In back, new three-sided tail lamps - reminiscent of the 1987 Deville - appeared along with a new bumper and trunk lid. Bladed 14" aluminum wheels remained standard, while an optional 15" snowflake-pattern alloy wheel was included with the Touring Suspension option. The interior held wider front seat headrests and swing-away door pull handles (replacing the former door pull straps). New upholstery patterns, along with shoulder belts for outboard rear-seat passengers, appeared for both base and Biarritz models, with the latter bringing back the tufted-button design - last seen in the 1985 Eldorado Biarritz. A new vinyl roof option, covering the full roof top, featured a band of body color above the side door and windows - similar to the style used until 1978. This replaced the "cabriolet roof" option, which covered the rear half of the roof, introduced just a year earlier. With the Biarritz option package, the padded vinyl roof covered just the rear quarter of the roof top, behind the rear side windows. Biarritz also included slender vertical opera lamps, as in 1986 and '87, but now added a spear molding (similar to the style used on the 1976 - 1985 Eldorado Biarritz) that ran from the base of the roof top, continuing horizontally along the door, and down to the front fender tip. The standard power antenna was moved from the front passenger fender to the rear passenger fender. Pricing went up this year - to $24,891. This 1988 restyle would be the last, until the model was replaced by an all-new Eldorado for 1992.

 

TENTH GENERATION (1992–2002)

The 1992 Eldorado was all new, drawing both interior and exterior styling cues from the 1988 Cadillac Solitaire show car. It was significantly larger than its predecessor – approximately 11" longer, 3" wider, and substantially heavier. Window glass was once again frameless, and shortly after introduction Cadillac's new Northstar V8 became available in both 270 and 295 hp (220 kW) variants, replacing the 200 hp (150 kW) 4.9 L. Sales were up, though never again at record heights.

 

The Eldorado continued for the rest of the decade with incremental changes and tapering sales. A passenger side airbag was added as standard equipment in 1993. Styling was freshened in 1995, with updated bumpers front and rear, side cladding, and a new grille. In 1996, the interior received attention, with a new upholstery style, larger analog gauge cluster, relocated climate control system, updated stereo faces and standard daytime running lights. The ETC receives rain-sensing wipers called "Rainsense."

 

In 1997, the Integrated Chassis Control System was added. It involved microprocessor integration of engine, traction control, Stabilitrak electronic stability control, steering, and adaptive continuously variable road sensing suspension CVRSS, with the intent of improving responsiveness to driver input, performance, and overall safety. Similar to Toyota/Lexus Vehicle Dynamics Integrated Management VDIM.

 

In the wake of declining sales, circulating reports that the Eldorado would get a redesign for 1999 — similar to that which the Seville underwent for 1998 — would prove false as the car soldiered on largely unchanged into the new millennium, although it did get some upgrades from the 1999 Seville.

 

The car was sold under Cadillac ETC (Eldorado Touring Coupe) and ESC (Eldorado Sport Coupe) trim.

 

In 2001 GM announced that the Eldorado's 50th model year (2002) would be its last. To mark the end of the nameplate, a limited production run of 1,596 cars in red or white - the colors available on the original 1953 convertible - were produced in three batches of 532, signifying the Eldorado's first year of production. These last cars featured specially tuned exhaust notes imitating their forerunners from a half-century earlier, and a dash-mounted plaque indicating each car's sequence in production.

 

Production ended on April 22, 2002, with the Lansing Craft Centre retooled to build the Chevrolet SSR.

 

WIKIPEDIA

 

Dr. Maderline Hsu’s interview in English

 

Trieu Giang: We have heard that Center for Asian American Studies at UT will offer a

"Vietnamese American Heritage & History" course in this spring semester.

This is very happy news for Vietnamese American students as well as the

Vietnamese American community. Can you tell us the reason why CAAS has made

this move?

 

Dr. Madeline Hsu: CAAS has wanted to offer this course for a long time to help students and the UT community better understand the important history and sociopolitical dynamics of

the trajectory of Vietnamese Americans. This course explores the meaning and

consequences of American wars overseas and highlights the nature of the

relationship between the U.S. and its Asian allies and Asian peoples as well as

exploring how refugee experiences shape lives in the U.S. We wanted also to

offer this class to serve the many Vietnamese American students on campus and

to complement our other ethnic specific course offerings in South Asian

Diasporic Literature, South Asian Activism, and Filipino and Chinese American

history.

 

Trieu Giang: Will this course be a credited course and if so, will it strictly be an

elective or is it a mandatory course for certain minors or majors.

Students can take this course for credit and it can be counted toward the AAS

major and minor.

 

Dr. Madeline Hsu: What is the student enrollment response for the class so far?

As anticipated, enrollment is healthy at about 35 students so far.

 

Trieu Giang: What graduated student can do with their AAS’s degree?

 

Dr. Madeline Hsu: They can work for a marketing or a public service company such as the Red Cross or many other companies that need an expert on Asian American community. They also can go to law shools or persue higher education for a Master degree in social studies.

 

Trieu Giang: Beside this course, is CAAS offering any Vietnamese Language courses?

A former director of CAAS, Rowena Fong, pushed for Vietnamese language courses

to be offered through the Department of Asian Studies.

 

Trieu Giang: Does CAAS have any plans for expansion of offering "Vietnamese American Studies" as a minor?

 

Dr. Madeline Hsu: At present we do not have such plans. As far as I know, no AAS program in theUS has such a major.

 

Trieu Giang: We have heard that CAAS will have some collaboration with The Vietnamese American Heritage Foundation on this subject. Can you tell us a little bit

about it?

 

Dr. Madeline Hsu: We are hoping to work with VAHF to preserve local Asian American history through collaborative efforts. One project is to have students collect oral histories. We are also hoping to develop a community service learning course to have

students learn more about the local Asian American community and organizations

through internships.

 

Trieu Giang: Do you have any messages for Vietnamese American students as well as the

Vietnamese community on this subject?

We are continuing to try to recruit faculty with expertise on Southeast Asian

Americans and Southeast Asia. Our program is still in the process of

developing and growing and support from students and community members is still

invaluable as we struggle to gain attention and resources. We hope in the next

five years to have an expanded range of courses and programming to better

address the interests and concerns of all Asian American groups on campus and

in Austin.

 

Trieu Giang: what can an individual who would like to support CAAS of gaining attention and resorce can do in partically?

 

Dr. Madeline Hsu: You can write or contact with the Dean office with UT’s officials who are in charge of scheduling to address your concerns and support to the work of CAAS

 

Trieu Giang: Thank you so much for granting me this interview. Best whishes to your plan.

  

Linda Ho Peche interview in English

  

Trieu Giang: Can you tell us about the content of the Vietnamese American Culture &

History course that you will teach at UT next Springs?

 

Linda Ho: The course is called Vietnamese American Culture and History. Students will learn how and why Vietnamese Americans have come to the United States. They will also learn how Vietnamese Americans have been represented in American history and popular culture.

 

Trieu Giang This subject is considered very new in the classroom and it required lot

of researches from you? Can you tell us a little bit about your work? Can

you also let us know why you are interested in this subject?

 

Linda Ho: This is a new course that is offered at UT, and a relatively new subject. There are many books about the Vietnam War, but only recently have scholars begun to study how Vietnamese refugees have created a Vietnamese American identity and community. Instead of focusing on displacement and psychological trauma, I would like to focus on the creative cultural aspects that make vibrant Vietnamese American communities. My own doctoral research will examine the practice of respecting the ancestors and creating religious altars in Houston, Texas. These spiritual and religious altars connect families all over the U.S. and in Vietnam as well. This transnational connection is fascinating to me.

 

Trieu Giang: What do you anticipate the students will do in this course?

 

Linda Ho: In this course, students will learn about the Vietnamese American experience by conducting oral history interviews with family and other members of the community. They will ask about the reasons for leaving home, the dangers of the journey, and the difficulties of adapting to a new life in the United States. The Vietnamese American Heritage Foundation in Austin, Texas has offered to archive these interviews and to make these stories available to the wider public. Students will also create story panels based on the interviews to display at The Bob Bullock Texas State History Museum in the spring. The Vietnamese American Heritage Foundation will coordinate the exhibit, and they hope to be able to travel to other public history venues around the state.

 

Trieu Giang: What do you expect student will learn after taking the course?

 

Students will have the opportunity to examine the Vietnamese American experience through first-hand oral history interviews. They will learn how Vietnamese Americans have been represented--as Asians, refugees, and immigrants. They have been represented as poor, uneducated, boat people on the one hand and as model minorities and successful immigrants on the other. Students will learn the history of these stereotypes of the community. Students will also have the opportunity to create their own representations of Vietnamese Americans by helping create a public exhibit.

 

Trieu Giang: Any future plan for expansion?

 

Linda Ho: This course is offered through the Center for Asian American Studies at UT. The course will be offered again if there is student interest in the subject. Currently, the course is almost full for the spring 2008. However, I would encourage student who interest in this class to register even the class was full, because from now until the class begin, there will be a lot of drops and ads, due to the schedule conflict or other reasons the registered student may not be able to attend and you have a good chance to get in.

 

Trieu Giang: Thank you and best whishes to your class.

 

Chieu Anh Interview in English

 

Trieu Giang: We have heard that you have been appointed as VAHF's coordinator to work with Ms. Linda Ho Peche', the instructor of UT who will teach The Vietnamese American Culture and History course at UT in this coming spring, can you tell us about your roll?

 

Ann Pham: My role is still being defined at the moment. However, my strength is in networking, coordinating, and implementing. I hope to be able to identify key profiles, schedule interviews, and coordinate the logistics of the overall project. I should have a more definitive description in the next few weeks but regardless, I will support UT and VAHF to the best of my abilities.

 

Trieu Giang: Who do you think you will invite to be in the interview for this oral history collection?

 

Ann Pham: My team and I will discuss the profile criterions with Linda in December 2007. We haven't selected the full spectrum of the criterions but since the oral history collection project has a timeline of only four months, I believe my team will focus and carefully consider individuals who 1) shown a huge amount of dedication to the preservation of our Vietnamese culture, 2) experienced any military, religious, or political prosecution, 3) have made a huge contribution to the American or Vietnamese community, and 4) would like to share their immigrant stories.

 

Trieu Giang: What is the most challenge that you can foresee in your work?

Ann Pham: I believe the biggest challenge is getting people to share and talk openly about their experiences, joys, disappointments, and achievements. As a society, we are taught to be modest and humble. My team project manager has participated and lead many outreach projects so I believe this will help us get more people to share their experiences for the oral history collection.

 

Trieu Giang: You are also teaching at Saint Edwards University in Austin, can you tell us why you doing all this? What kind of rewards are you receiving?

 

Ann Pham: Yes, I teach at Saint Edward's University in the School of Business and Management. I teach undergraduate students in the fields of Business Communication, Public Speaking, and Business Management. Next semester, I will also teach International Business. There are so many rewards I receive when I teach. First, I learn just as much as the students do. Second, I believe it is a duty and responsibility to share my global and domestic experiences with the younger generation. I want to guide them as they make their career choices and teach them that there is a difference between theory and application. There is an old Chinese proverb, "Give a man a fish and he will eat for a day. Teach a man to fish and he will eat for a li fetime." My personal goal with my students is to teach them to think for a lifetime.

 

Trieu Giang: What message you would like to send to Vietnamese American community in term of asking people in our community to assist you to achieve your goal?

 

Ann Pham: First, I ask that anyone who would be interested in having their oral history collected to contact the project manager - Thuy Phan, Linda Peche, Nancy Bui or myself (Chieu-Anh Pham). Also, I would ask that the Vietnamese American community come out and support us in April 2008. When we finish our project, we will have an exhibit at the Texas State History Museum. We would love for the entire community to come out to see and hear our immigrant stories. My mom has always put an emphasis on giving back to others. For this reason, I have been volunteering since I was 16 years old. My biggest reward from volunteering with VAHF is that I have an opportunity to help preserve, promote, and celebrate the Vietnamese heritage for future generations. I have made great friendships and learned a great deal from the multi-talented volunteers in this organization.

  

Phỏng vấn: Đại diện Đại học Texas và

Hội Bảo Tồn Lịch Sử và Văn Hoá Người Mỹ Gốc Việt

 

* Lần đầu tiên môn Lịch Sử và Văn Hoá Người Mỹ Gốc Việt được giảng dạy

• Còn cần nhiều đến sự hỗ trợ của sinh viên, phụ huynh và cộng đồng

• Một sự kết hợp thật đôc đáo và mang nhiều ý nghiã!

• Sinh viên sẽ thực hành với kỹ thuật làm “Lịch sử thu thanh”

 

* Triều Giang

  

Nhân dịp Đại học Texas tại Austin lần đầu tiên khai giảng môn học “Lịch sử và Văn Hoá Người Mỹ Gốc Việt”, với sự cộng tác của hội Bảo Tồn Lịch Sử và Văn Hoá Người Mỹ Gốc Việt (VAHF). Môn học sẽ giảng dạy về lịch sử tị nạn CS của người Việt, những kinh nghiêm quý giá của người Việt trong việc làm quen với cuộc sống mới, và nền văn hóa đặc thù với những sinh hoạt sinh động của cộng đồng người Mỹ gốc Việt. Đặc biệt, sinh viên theo học môn học này sẽ được thực hành qua chương trình thực tập để thực hiện “lịch sử thu thanh” qua các cuộc phỏng vấn một số cá nhân và hội đoàn trong cộng đồng người Việt, rồi ghi lại bằnh âm thanh và hình ảnh để làm tài liệu cho các cuộc triển lãm.

 

Để tìm hiểu vấn đề một cách cặn kẽ hơn, người viết đã thực hiện 4 cuộc phỏng vấn dành cho hai đại diện Đại học Texas là Tiến sĩ Madeline Hsu và giảng viên Linda Hồ, và hai đại diện của hội VAHF là Bà Khúc Minh Thơ, chủ tịch Ban Quản trị và cô Ann Phạm, một thành viên của Ban Quản trị, người đã được cử làm phối trí viên cuả VAHF cho một sự kết hợp độc dáo giữa một bên là một đại học danh tiếng và bên kia là một tổ chức thiện nguyện hoạt động trong lãnh vực bảo tồn lịch sử và văn hoá của người Mỹ gốc Việt. Mới quý độc giả theo dõi.

 

Phỏng vấn Tiến sĩ Madeline Hsu,

Giám đốc Trung Tâm Á Châu Học Viện tại Đại học Texas,Austin

 

“Mong muốn từ lâu! Còn gặp nhiều khó khăn

trong việc gây được sự chú tâm và hỗ trợ!”

  

Hính 1- Tiến sĩ Madeline Hsu, Giám đốc Trung Tâm Á Châu Học viện tại Đại Hoc Texas (UT) tại Austin. Tiến sĩ Hsu hoàn tất bằng tiến sĩ Sử học tại Đại học Yale năm 1996. Đạt được nhiều giải thưởng quốc gia về môn lịch sử về các sắc dân thiểu số tại Hoa Kỳ. Bà chuyên giảng dạy môn lịch sử người Mỹ gốc Trung Hoa và xuất bản nhiều sách về môn học này (Hình của University of Texas Office of Public Affairs)

 

Triều Giang: Được biết Trung Tâm Á Châu Học Viện (CAAS) của Đại học UT tại Austin lần đầu tiên sẽ khai giảng môn học Lịch Sử và Văn hoá Người Mỹ Gốc Việt vào mùa Xuân sáp tới, đây là một tin vui cho sinh viên và cộng đồng người Mỹ gốc Việt, xin bà cho biết mục đích của CAAS trong việc dạy môn học này?

 

TS. Madeline Hsu: CAAS từ lâu đã muốn dạy môn học này để giúp sinh viên và cộng đồng thuộc hệ thống đại học UT hiểu rõ hơn về một phần lịch sử quan trọng, và những động lực chính trị, xã hội trong quỹ đạo người Mỹ gốc Việt. Môn học này sẽ còn nghiên cứu về ý nghiã và hoàn cảnh của những cuộc chiến tranh tại ngoại quốc của người Mỹ, và sẽ chú tâm đặc biệt về mối tương giao giữa nước Mỹ và các quốc gia đồng minh Á Châu và người dân châu Á. Môn học này cũng sẽ nghiên cứu về việc làm thế nào những người tị nạn đã thích ứng với cuộc sống mới tại Mỹ. Chúng tôi cũng muốn thật nhiều sinh viên người Mỷ gốc Việt học môn học này cùng với những môn học về các nhóm thiểu số khác, đặc biệt là môn Văn Chương của Người Nam Á Tị Nạn, và Lịch sử người Mỹ gốc Phi Luật Tân và Trung Hoa.

 

Triều Giang: Đây là một môn học có tín chỉ? Và là môn chính hay môn phụ cuả ngành học nào?

 

TS. Madeline Hsu: Sinh viên sẽ được cấp tín chỉ cho môn học và sẽ được tính vào tổng số điểm của bằng cử nhân AAS chính ngành (major), hay ngành phụ (minor)

 

Triều Giang: Sinh viên ra trường với bằng cử nhân AAS sẽ có thể tìm việc trong những ngành nghề nào?

 

TS. Madeline Hsu: Các em có thể làm cho các công ty tiếp thị, các tổ chức phục vụ xã hỗi, hoặc thi vào trường Luật hoặc học lên cao học với các ngành xã hội học hay còn nhiều ngành nghề khác cần đến kiến thức về các dân tộc Á châu.

 

Triều Giang: Khóa học muà xuân đã gần tới, xin bà cho biết hiện có bao nhiêu sinh viên đã ghi danh?

 

TS. Madeline Hsu: Như dự tính, số sinh viên ghi danh rất tốt. Đã có khoảng 35 em.

 

Triều Giang: Ngoài môn học này CAAS có dạy thêm những lớp tiếng Việt hay không?

 

TS. Madeline Hsu: Bà Rowen Fong, cựu gíám đốc của trung tâm đã cố gắng mở lớp tiếng Việt và theo chỗ tôi hiểu thì trong khóa mùa xuân sắp tới có hai lớp tiếng Việt sẽ được giảng dạy tại CAAS.

 

Triều Giang: Trong tương lai, CAAS có dự tính phát triển ngành học Người Mỹ Gốc Việt như một ngành phụ cho bằng cử nhân.

 

TS, Madeline Hsu: Hiện tại CAAS chưa có dự tính này. Theo chỗ tôi được biết thì chưa một đại học nào trên đất Mỹ có chương trình này.

 

Triều Giang: Chúng tôi cũng được biết hội VAHF sẽ cộng tác với CAAS trong vấn đề này, bà cho biết một ít chi tiết?

 

TS. Madeline Hsu: Chúng tôi hy vọng được làm việc với hội VAHF để bảo tồn lịch sử của người Mỹ Gốc Việt tại địa phương trong tinh thần hợp tác. Dự án của chúng tôi là sẽ hướng dẫn sinh viên sưu tầm những “lịch sử thu thanh”. Ngoài ra chúng tôi cũng hy vọng sẽ phát trển được môn học về phục vụ cộng đồng ( community service learning course) để sinh viên hiểu rõ hơn về các tổ chức và cộng đồng người Mỹ gốc Á tại địa phương qua các chương trình thực tập.

 

Triều Giang: Bà có lời nhắn gửi gì tới sinh viên và cộng đồng người Mỹ gốc Việt trong dịp này hay không?

 

TS. Madeline Hsu: Chúng tôi tiếp tục cố gắng tuyển các giáo sư và giảng viên với khả năng chuyên môn về người Mỹ gốc Nam Á và Đông Nam Á. Chương trình của chúng tôi hiện vẫn còn trong giai đoạn phát triển và tăng trưởng. Do đó, chúng rất cần đến sự hỗ trợ của các sinh viên và cộng đồng về nỗi khó khăn mà chúng tôi còn vướng phải nhằm lôi kéo được sự chú tâm cũng như những nguồn tài trợ. Chúng tôi hy vọng trong 5 năm sắp tới, chúng tôi có thể có được nhiều môn học và chương trình học rộng rãi để có thể nới lên được tất cả những vấn đề đang bận tâm bởi tấy cả các nhóm người Mỹ gốc Á tại UT và Austin.

 

Triều Giang: Bà nói cần sự hỗ trợ của sinh viên và cộng đồng, bà có thể cho biết cụ thể sinh viên và cộng đồng có thể làm gì để giúp CAAS thực hiện được những mục tiêu đã nêu trên?

 

TS. Madeline Hsu: Sinh viên và phụ huyng cũng như thành viên trong các cộng đồng có thể viết thư, email, hoặc gọi điện thoại cho văn phòng Dean, hoặc cho những người điều hành việc sắp xếp chương trình của đại học UT về sự quan tâm cũng như ủng hộ những chương trỉnh của CAAS. Địa chỉ của văn phòng Dean tại:

The University of Texas at Austin

Office of the Dean of Students

1 University Station A5800

Austin, Texas 78712-0175

Phone: (512) 471-1201

Fax: (512) 471-7833 .Email: dos75@uts.cc.utexas.edu

 

Triều Giang: Xin chân thành cám ơn bà về cuộc phỏng vấn và những nỗ lực đưa lịch sử người Việt tị nạn vào đại học. Chúc bà và CAAS gặt hái được nhiều kết quả tốt đẹp.

 

Phỏng vấn Giảng viên Linda Ho Peche’

Giảng viên môn Lịch sử và Văn Hoá Người Mỹ Gốc Việt

 

"Học về Lịch sử và Văn hóa Ngưòi Mỹ gốc Việt

Thực hành bằng những “lịch sử thu thanh”

  

Hình 2- Gỉảng viên ng ười Mỹ gốc Việt, Linda HỒ Peche’ đang làm luận án Tiến sĩ môn Nhân Chủng học (Anthopology). Ngoài việc giảng dạy tại UT, cô còn làm việc bán thời gian với chức vụ Phối trí viên Liên hệ Cộng đồng cho cuộc triển lãm “Galveston Immigration” sẽ được tổ chức vào năm 2009 tại Viện Bảo Tàng Tiểu bang Texas, tại Austin. (Hình của VAHF)

 

Triều Giang: Cô có thể cho biết về nội dung môn học cô sắp giảng dạy tại UT vào niên khóa muà xuân sắp tới?

 

Linda Hồ: Môn học có tên là “Lịch Sử và Văn Hoá Người Mỹ Gốc Việt”. Sinh viên sẽ được học về lý do và hoàn cảnh người Mỹ gốc Việt đã đến Mỹ như thế nào? Sinh viên cũng sẽ được học về người Mỹ gốc Việt đã được diễn tả như thế nào trong lịch sử Mỹ và trong nền văn hoá đại chúng?

 

Triều Giang: Đây là một môn học mới trong lớp học của đại học Hoa kỳ, nó đòi hỏi thật nhiều việc nghiên cứu, tìm tòi, cô có thể cho biết về phương pháp nghiên cứu và công việc của cô trong việc huẩn bị cho việc giang dạy này? Và vì sao cô lại chọn môn này?

 

Linda Hồ: Đúng như vậy, đây là một môn học tương đối mới mẻ. Tuy đã có khá nhiều sách viết về chiến tranh Việt Nam . Nhưng gần đây mới có một số nhà nghiên cứu bắt đầu chú tâm vào cộng đồng tị nạn Việt nam. Những người đã có nhiều nỗ lực để tạo cho họ một căn cước đặc thù và một cộng đồng thật sinh động. Trong môn học, tôi sẽ chú trọng tới khiá cạnh vừa nêu trên thay vì tìm kiếm những sai lạc, khủng hoảng. Riêng về luận án tiến sĩ của tôi, tôi còn đang nghiên cứu thêm về sự tôn kính tổ tiên của người Việt và tinh thần tôn giáo đặc biệt của người Việt tại Houston, Texas. Tâm linh và tôn giáo liên kết các gia đình Việt Nam trên toàn nước Mỹ, và tới cả Việt Nam. Sự liên kết đa quốc gia này khiến tôi thật say mê!

 

Triều Giang: Cô dự định cho học sinh làm những gì trong môn học này?

 

Linda Hồ: Trong môn học này, sinh viên sẽ được học về những kinh nghiệm của người Mỹ gốc Việt qua việc phỏng vấn những cá nhân trong cộng đồng người Việt. Sinh viên sẽ hỏi những người được phỏng vấn về lý do họ phải ra đi? Sự nguy hiểm của cuộc hành trình, và những khó khăn trong việc thích ứng với cuộc sống mới tại Hoa Kỳ. Hội VAHF đã nhận lời sắp xếp những cuộc phỏng vấn này vào trong bộ sưu tầm của họ để có thể phổ biến tới công chúng. Sinh viên cũng có thể tổ chức các buổi thảo luận căn cứ vào những cuộc phỏng vấn này, rồi tập trưng bày. Cuối cùng, kết quả sẽ được triển lãm tại Viện Bảo tàng Bob Bullock của Tiểu bang Texas vào cuối muà xuân sắp tới. Hội VAHF sẽ đứng ra tổ chức buổi triển lãm này, và hội cũng hy vọng sẽ có thể đưa cuộc triển lãm này luân lưu tới các trung tâm lịch sử khác trong tiểu bang Texas.

 

Triều Giang: Cô kỳ vọng sinh viên sẽ học được những gì sau khi hoàn tất khoá học.

 

Linda Hồ: Sinh viên sẽ có cơ hội để tìm hiểu và phân tích những kinh nghiệm thẳng từ chính những người được phỏng vấn. Sinh viên cũng sẽ được học về người Mỹ gốc Việt đã được diễn tả là những người Á Châu tị nạn và di dân như thế nào. Họ đã từng bị diễn tả như nhóm người nghèo khó, ít học, như những thuyền nhân. Mặt khác, người Mỹ gốc Việt cũng đã được diễn tả như một nhóm thiểu số gương mẫu, hoặc là những người di dân thành công . Sinh viên sẽ được nghiên cứu về những mẫu người vưà kể trên trong cộng đồng. Sinh viên cũng được hướng dẫn để các em có thể tự tổ chức một cuộc triển lãm để giới thiệu về người Mỹ gốc Việt với công chúng.

 

Triều Giang: Cô có chương trình phát triển gì cho môn học này không?

 

Linda Hồ: Môn học này được mở dưới Trung Tâm CAAS. Nó sẽ được tiếp tục nếu có nhiều sinh viên quan tâm và theo học. Hiện tại, lớp học này đã gần đầy cho muà xuân tới. Nếu có sinh viên nào muốn theo học nên ghi danh càng sớm, càng tốt. Nếu thấy lớp đầy cũng đừng nản. cứ ghi danh vào dự khuyết vì từ nay tới lúc khoá học khai giảng sẽ còn nhiều thay đổi, có những người ghi danh trước có thể không theo học đưọc vì thời khoá biểu của họ không cho phép.

 

Triều Giang: Xin chân thành cám ơn và chúc khoá học nhiều thú vị và thành công.

      

Phỏng vấn Bà Khúc Minh Thơ,

Chủ tịch Hội đồng Quản Trị Hội VAHF

 

“Một sự hợp tác độc đáo và đầy ý nghiã!”

 

Hình 3-Bà Khúc Minh Thơ, Chủ tịch Ban Quản trị hội VAHF, Chủ tịch hội Gia đình Tù nhân Chính trị VN (FVPPA) . Bà Khúc Minh Thơ đã sát cánh tranh đấu suốt cuộc đời với cộng đồng người Mỹ gốc Việt cho chương trình Humanitarian Operation (HO); đòi hỏi chính quyền CSVN thả tự do cho các tù nhân chính trị VN và cho họ và gia đình họ đi định cư tại Mỹ. Đã có trên 300,000 người được định cư tại Mỹ dưới diện HO. Hồ sơ tranh đấu 30 năm của Hội FVPPA đã được chuyển giao sang cho hội VAHF để đóng góp vào kho tài liệu lịch sử của người Mỹ gốc Việt (Hình của VAHF)

 

Triều Giang: Bà có thể cho biết mục đích của hội VAHF trong việc hợp tác với Đại học Texas trong môn học Lịch sử và Văn Hoá Người Mỹ gốc Việt? Theo ý kiến của bà thì việc hợp tác này mang một ý nghiã như thế nào đối với cộng đồng người Mỹ gốc Việt của chúng ta?

 

Bà KM THơ: Mục đích của hội VAHF là sưu tầm, gìn giữ, phổ biến và tán dương lịch sử và văn hoá người Mỹ gốc Việt, kết hợp với đại học UT tại Austin, một trung tâm giáo dục hàng đầu của Hoa kỳ, hội VAHF đã đi đúng với mục tiêu đã đề ra cuả mình. Việc hướng dẫn sinh viên sưu tầm tài liệu qua những cuộc phỏng vấn, đó là công tác sưu tầm. Khi những tài liệu thu thập này được dùng làm tài liệu để nghiên cứu, giảng dạy trong lớp học , và còn được dùng vào việc triển lãm cho công chúng thì mục tiêu phổ biến,và gìn giữ của hội đã được đạt tới. Về phía đại học Texas, tôi nghĩ rằng Ban lãnh đạo trường thể hiện qua sự điều hành của TS. Madeline Hsu và CAAS đã có một sáng kiến độc đáo trong việc xây dựng và phát triển một ngành học tương đối là mới mẻ bằng cách kết hợp một bên là chuyên môn là trường đại học, một bên là một hội đoàn có sự liên hệ chặt chẽ với cộng đồng, nơi lịch sử đang được tàng trữ với những nhân chứng sống, với những kinh nghiệm đầy ắp cần phải được học hỏi. Thật là một kết hợp độc dáo, khôn ngoan và đầy ý nghiã. Tiện đây tôi cũng xin gửi lời cám ơn chân thành tới đại học Texas, tới TS Madeline Hsu và CAAS, tới giảng viên Linda Hồ đã sốt sắng trong công việc đem lịch sử chính thống của người Việt tị nạn vào hoc đường.

 

Triều Giang: Hội VAHF đã làm việc trong bao lâu để đi đến kết quả hôm nay?

 

Bà KM Thơ: Nếu tôi nhớ không lầm, hội gặp Tiến sĩ Madeline Hsu lần đầu tiên khoảng hơn một năm nay. Sau nhiều cuộc hội họp đã đi đến kết quả ngày hôm nay. Tôi xin nhân dịp này được tuyên dương chị hội trưởng Nancy Bùi, Ban điều hành và tất cả các hội viên của hội VAHF đã hy sinh nhiều thời gian và công sức cho dự án này.

 

Triều Giang: Hội VAHF sẽ được hưởng thù lao hoặc bất kỳ quyền lợi nào trong sự hợp tác này hay không?

 

Bà KM Thơ: Không có thù lao hoặc bất kỳ phần thưởng vật chất nào. Phần thưởng tinh thần duy nhất là đã được tiếp tiếp tay vào công việc đua lịch sử và văn hóa của người Việt tự do vào trương lớp để cho cả sinh viên Việt Nam và tất cả mọi người bất kể nguồn gốc từ đâu cũng thể theo học. Tôi nghĩ rằng đó, chính là một phần thưởng vô gíá!

 

Triều Giang: Bà có lời kêu gọi gì đối với cộng đồng của chúng ta trong việc hỗ trợ hội VAHF trong công tác văn hóa quan trọng này?

 

Bà KM THơ: Đối với cộng đồng của chúng ta thi tôi nghĩ đây là một chiến thắng lớn. Con em của chúng ta sẽ được học về kinh nghiệm máu xương của chúng ta, về lịch sử và văn hoá chính thống của người Việt tự do. Chúng ta hãy vui mừng và hỗ trợ cho đại học UT Austin và hội VAHF bằng cách quảng bá, khuyến khích con em chúng ta ghi danh học môn này, viết thư,email hoặc bất cứ hình thức liên lạc nào tới ban lãnh đạo cuả trương UT Austin để bày tỏ sự quan tâm và tiếp tay với hội VAHF trong việc giới thiệu cũng như chia xẻ về kinh nghiệm của chính quý vị cho những cuộc phỏng vấn khi có yêu cầu.

 

Triều Giang: Bà có lời khuyên gì đối với các sinh viên sắp học hoặc đang muốn học môn học này?

 

Bà KM Thơ: Các em nên đi học và quảng bá với bạn bè và người thân quen về môn học này. Môn học này sẽ giúp các em hiểu và hãnh diện nguồn gốc của mình, Để mai sau ra đời. các em không phải xấu hổ khi gặp một người ngoại quốc mà họ lại am tường về nguồn gốc, văn hoá của mình hơn chính mình. Tôi nghĩ rằng, môn học còn khiến cho các em yêu quí cha mẹ. gia đình, cộng đồng và chính bản thân của các em hơn vì các em sẽ được hiểu về những hy sinh to lớn của cha ông cho cái gía của cuộc sống tự do. Các em cứ thử học và nhớ cho tôi biết kết quả sau khi tham dự lớp học. Chúc các em vạn sự thành công và một tương lai tươi sáng.

  

Phỏng vấn Cô Ann Phạm,

Phối trí viên của Hội VAHF

 

“Khó khăn nhất sẽ là có được sự hợp tác

của những người cần được phỏng vấn”

    

Hình 4 – cô Ann Phạm, thành viên của hội đồng quản trị của hội VAHF. Phối trí viên của VAHF trong chương trình tập sự dành cho sinh viên UT, môn Lịch sử và Văn hoá Người Mỹ gốc Việt. Cô Ann Phạm còn là giảng viên tại đai học St. Edwards, tại Austin với ngành Quản trị Kinh doanh. Cô Ann Phạm có bằng Cao học về Quản trị Kinh Doanh Quốc tế ( Master Degree of International Business Management). (Hình cuả VAHF)

 

Triều Giang: Được biết cô được cử làm Phối trí viên cho hội VAHF để làm việc với giảng viên Linda Hồ trong việc hướng dẫn chương trình tập sự của sinh viên theo học môn Lịch sử và Văn hoá Người Mỹ Gốc Việt, cô có thể cho biết chi tiết về vai trò của cô?

 

Ann Phạm: Hiện tại thì vai trò này còn đang được định nghĩa cho rõ hơn. Nới chung thì sở trường của tôi là phối trí, điều hành, và giao dịch. Tôi hy vọng sẽ tìm ra được những biểu tượng chính của từng gian đọan lịch sử để lập hồ sơ về họ, rồi liên hệ, lập thời khoá biểu cho việc phỏng vấn, và điều hành toàn bộ dự án này dưới sự hướng dẫn của VAHF . Tôi sẽ có nhiều chi tiết hơn về toàn bộ vai trò cuả mình trong vài tuần tới. Dù trong hoàn cảnh nào, tôi sẽ làm việc với hết khả năng cuả mình để giúp UT và VAHF hoàn tất dự án này.

 

Triều Giang: Ai là những người mà cô sẽ chọn để phỏng vấn cho bộ sưu tần “Lịch sử thâu thanh” này?

 

Ann Phạm: Nhóm của tôi sẽ bàn về những tiêu chuẩn để chọn người được phỏng vấn trong tháng 12 này. Chúng tôi cũng chưa bàn xong phần tổng thể của các tiêu chuẩn này. Tuy nhiên, với thới gian bốn tháng, tôi nghĩ rằng chúng tôi sẽ chú tâm đến những cá nhân có những thành tích về: 1) cống hiến một lượng thời gian lâu dài và có những nỗ lực to lớn trong việc gìn giữ lịch sử và văn hoá Việt. 2) Trài qua những cuộc tù đày vì từng ở trong quân đội, vì lý do tôn giáo, hoặc chính trị. 3) Có những đóng góp to lớn trong việc xây dựng cộng đồng người Mỹ gốc Việt và cuối cùng là sẵn sàng chia xẻ câu chuyện của họ .

 

Triều Giang: Đâu là những khó khăn nhất của công việc này?

 

Ann Phạm: Tôi tin rằng, điều khó khăn nhất vẫn là tìm được ngưòi đúng những tiêu chuẩn đã đăt ra và thuyết phục họ sẵn sàng chia xẻ, bằng cách nói về những kinh nghiệm riêng, những vui buồn, những bất mãn, những thành tựu của họ. Chúng ta sống trong một xã hội mà chúng ta đã được dạy dỗ là cần phải kín đáo và khiêm nhường. Thật là khó để cho mọi người sẵn sàng nói về minh, nhưng tôi cũng tin tưởng rằng những người điều hành VAHF đã từng thực hiện thành công rất nhiều dự án cần đến sự hợp tác của các cá nhân trong cộng đồng, tôi tin tưởng chúng tối sẽ làm tròn nhiệm vụ cuả mình.

 

Triều Giang Cô cũng đang phụ trách giảng dạy tai đai học Saint Edwards, tai Austin, cô có thể cho biết vì sao cô làm công việc thiện nguyện này?

 

Ann Phạm: Vâng, tôi đang là gỉảng viên ngành Quản Trị Kinh doanh trong đại học Saint Edwards. Tôi dạy các môn Kỹ thuật nói truyện trước công chúng và trong thương trường ( Business Communication, Public Speaking, and Business Management), và Quản trị Kinh doanh. Niên học tới, tôi cũng sẽ dạy lớp “Kinh doanh Quốc tế ( International Business” Dạy học đối với tôi là một phần thưởng nhiều ý nghiã. Trước hết nó giúp tôi tiếp tục học hỏi cùng với sinh viên. Kế đến là tôi có thể chia xẻ kinh nghiệm của tôi tại nội địa và toàn cầu tới thế hệ trẻ. Tôi muốn hướng dẫn họ để họ có thể có những chọn lựa tốt và hiểu biết được sự khác biệt giữa lý thuyết và thực hành. Đông phương chúng ta có câu ngạn ngữ :” Cho một người một con cá, họ có thể ăn trong một ngày, nhưng dạy họ câu cá thì họ có thể ăn một đời”. Mục tiêu của tôi là có thể dạy học trò của của mình nghĩ cho cả cuộc đời của họ (think for a life time). Đó là phần thưởng cho công việc chuyên môn của tôi. Riêng với công việc thiện nguyện với VAHF, phần thưởng của tôi là niềm vui giúp cộng đồng của chúng ta gìn giữ được lịch sử và văn hoá cho thế hệ hôm nay và tương lai. Mẹ tôi luôn nhắc nhở tôi phải dành thì giờ để làm việc công ích. Khi làm việc với VAHF, tôi có cơ hội cho tôi được trả ơn cho cộng đồng, xã hội, và đưọc quen biết một nhóm anh chị em thật tốt bụng, họ hy sinh thời gian để làm một công việc thật có ý nghiã.

 

Triêu Giang: Cô có gì nhắn gửi cộng đồng và đặc biệt là lớp người trẻ trong việc tiếp tay với cô trong dự án sắp tới?

 

Ann Phạm: Trước hết, tôi kêu gọi tất cả quý vị muốn chia xẻ kinh nghiệm hãy liên lạc với trưởng nhóm cuả chúng tôi là anh Thụy Phan, cô Linda Hồ, chị Nancy Bùi, và cá nhân tôi qua điện thoại số 512-844-9417. Sau cùng là tôi mong mỏi toàn thể cộng đồng hãy đến và ủng hộ cuộc triển lãm vào tháng 4 năm 2008 cuả hội VAHF tại Viện Bảo Tàng Lịch sử của Tiểu bang Texas tại Austin để cùng chia xẻ những câu chuyện của những người Việt tị nạn.

 

Triều Giang: Cám ơn cô và chúc mọi việc thành công tốt đẹp.

 

Cũng nên nhắc lại, hội VAHF đã được thành lập từ năm 2004 với mục đích sưu tàm, gìn giữ, phổ biến và tán dương lịch sử người Mỹ gốc Việt. Hội đã sưu tầm được trêm 200,000 trang tài liệu và hình ảnh hiện đang được tàng trữ tại Việt Nam Center thuộc đại học Texas Tech, Hội đả hướng dẫn phái đoàn gồm 17 người sang đảo Guam để đón nhận những tài liệu về người Việt tị nạn tại đây do Thống đốc đảo Guam, Đại học Guam cùng người dân đảo Guam vào dip 30 tháng 4 năm 2006. Hội cũng đã phối hợp với một số hội đoàn tại Houston dẹp bỏ những sách độc hại tại hệ thống thư viện Houston, và mới đây đã hợp tác với Đại học Texas tại Austin để dưa lịch sử người Mỹ gốc Việt vào đại học Hoa Kỳ.

 

Mọi liên lạc với VAHF, xin điện thoại tới số (512) 844-8417. Hoặc email tới địa chỉ: triumph@texas.net

 

Triều Giang

Tháng 12/2007

  

Last week, two of my friends offered to take me on a tour of the jewels of Norfolk churches. Despite having lived in either north Suffolk or Norfolk most of my life, back in those days I had no idea about churches, nor half the villages where these jewels can be found, even existed.

 

First on the list was Salle.

 

It was a grim, wet and misty morning when Sarah and Richard picked me up at the Catholic Cathedral, and so we made our way against the rush hour traffic whilst Richard tried to keep the windscreen clear as my clothes dried out causing a slight fog in the car.

 

Ss Peter and Paul seems to be in the middle of nowhere, with just two other buildings keeping it company. Salle was clearly a rich parish back in the day, as it is a huge church, serving the village and the large country house, lost to view behind trees nearby.

 

It is a church that has something for everyone: font and cover, support arm for font cover, good glass, fine memorials, two hidden chapels, painted screens and carved bosses. And so much more beside.

 

Here is what my friend Simon has to say. He likes it too.

 

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During their awesome reign over the other great teams of Europe in the 1970s and 1980s, Liverpool football club placed a huge sign in the changing room corridor, so that it was the last thing visiting teams saw before they walked out on to the pitch: This is ANFIELD, it warned. The name alone was enough to impress. Similarly, the cover of the guidebook here proclaims, in a single word, SALLE. Again, it suffices; the word, pronounced to rhyme with call, stands for the building. Perhaps only the name Blythburgh has the same power in all East Anglia.

 

St Peter and St Paul is big. This is accentuated by the way in which it stands almost alone in the barley fields, with only a couple of Victorian buildings and a cricket pitch for company. What an idyllic spot! And yet there is an urban quality to the building, as if this was some great city church in the middle of Norwich or Bristol. It went up in the course of the 15th century, a replacement for an earlier building on the same site, broadly contemporary with neighbouring Cawston. While Cawston was largely the work of a single family, here the building benefited from an accident of history; several very wealthy families owned manors and halls in the parish at the same time, and it so happened that the time was the greatest era of rural church building.

Among them were the Boleyns, the Brewes, the Mautebys, the Briggs, the Morleys, the Luces and the Kerdistons, and some of their shields appear above the great west door, along with two mighty censing angels, characteristic of late medieval piety. A steady stream of hefty bequests meant that no expense needed to be spared, and the mighty tower with its vast bell openings was topped with battlements and pinnacles on the very eve of the Reformation.

 

As at Blythburgh, St Peter and St Paul benefited from the restraint of a late restoration, and the building as we see it now has no external Victorian additions. It is all of a piece. The porches either side are huge affairs, matching the transepts, and give the effect of a vast animal, a dragon perhaps, sprawling with erect head in the Norfolk countryside. Its tail is the chancel, in itself longer and higher than many Norfolk churches. The aisles are tall, austere, parapeted, the Perpendicular windows arcades of glass. In the porches, the vaulted ceilings are studded with bosses; the central one in the north porch depicts Christ in Majesty, sitting on a rainbow in judgement.

 

You enter the building from the west, an unusual experience in East Anglia, and your first sight is of the seven sacraments font with its tall 15th century canopy, similar to the cover at Cawston. This one is so big it is supported by a crane attached to the ringing gallery under the tower.

 

The font below is interesting because each panel is supported by an angel holding a symbol of the sacrament above - a pot of chrism oil beneath Baptism, for example. The panels themselves are simply done, and are not particularly characterful, apart from the way that Mary turns away and is comforted at the Crucifixion. This panel faces west, and then anticlockwise are the Mass (viewed sideways, as at nearby Great Witchingham), Ordination (the candidate kneeling), Baptism (a server holds the book up for the Priest to read), Confirmation (the candidate obviously a child), Penance (perhaps the most interesting panel - the penitent kneels in a shriving pew), Matrimony (the couples' hands joined by a stole, she in late 15th century dress) and finally Last Rites (the dying man on the floor under blankets as at Great Witchingham).

You can see all these panels below - click on them to enlarge them. The font step has a dedicatory inscription to John and Agnes Luce, asking for prayers for their souls. We know that John died in 1489. Perhaps the actual fabric of the building was complete by this date.

 

Beyond the font stretches the vastness of the building, the arcades gathering the eyes and leading them forward to the great east window. The chancel arch is barely there at all, just a simple high opening; but as MR James pointed out, it was never intended to be seen.The sheer bulk of the rood screen dado tells us quite how vast the rood apparatus must have been here, and the arch would have been pretty well hidden. Everything is built to scale; although everything has been cut off above the panels, probably in the late 1540s, the panels themselves are enormous, almost six feet high. As at Cawston, St Gregory, St Jerome, St Ambrose and St Augustine, the four Doctors of the Church, are on the doors. Either side are just two surviving paintings; to the north are Thomas and James, to the south are Philip and Bartholomew. The empty panels are a mystery; the screen stood here for a century before its destruction, so it must have been finished; and the dado seems too high to have been hidden by nave altars. And yet, it has all the appearance of never having been painted.

 

Because the building is so vast, the surviving medieval glass seems scattered, but there is actually a lot of it and some of it is very significant. Some was moved during the restoration of the early 20th century, when the hideous modern glass in the north transept was installed, and the yellow galley lozenges were thankfully replaced with clear glass in the 1970s. The images in the east window are mainly figures; old kings kneel before young princes, there are armoured men and angels, the remains of a scaly dragon. In the centre at the bottom is a perfect Trinity shield, displayed by an angel looking askance.

 

Some of the panels are now in the south transept. These include fragments of a set of the orders of angels. A kneeling figure is Thomas Brigg, donor of the transept; the scroll behind him begins Benedicat Virgo, 'Blessed Virgin'. The mother of God sits surrounded by red glory, and two women holding croziers, one of them crowned, may be St Etheldreda and St Hilda. Certainly, the crowned figure holding a cross is St Helena. You can see all these above.

 

Despite the wonders of the font, the screen and the glass, the great glory of the building for me is the set of bosses that line the roof of the chancel. They are easily missed, being very high, and need a good lens; a couple of my photos did not come out as well as I'd hoped, and so I must go back, as if I needed an excuse. There are nine altogether, the first and last set against the walls at the ends of the roof ridge, and they form a kind of rosary sequence of joyful and glorious mysteries. They start with the Annunciation in the west (see left) and then continue with the Adoration of the Shepherds, the Adoration of the Magi, the Presentation in the Temple, the Entry into Jerusalem, the Last Supper, the Crucifixion, the Resurrection , and the Ascension into Heaven. You can see these last eight in John Salmon's splendid photographs below.

 

There is a fine set of return stalls in the chancel. Although Salle probably never had a college of Priests, all those Masses for the dead must have provided plenty of employment, because we know that there were seven Priests here at a time when the population of the parish was barely 200. Bench ends include heads, a dragon tied up in a knot, a restored pelican in her piety, and a monkey. The misericord seats feature faces, including one that is quite extraordinary.

 

Although the roof isn't up to the glory of neighbouring Cawston, it includes lots of original angels and paintwork, including sacred monograms, and around the wallplate part of the Te Deum Laudamus and psalm 150. These particular texts seem to have provided the inspiration for many late 15th century interiors; the angels in the roof, the animals on the bench ends, the Saints on the rood screen all in harmony: Let everything that has breath Praise ye the Lord! The benches are mostly renewed now, but the pulpit is an elegant example of the 15th century, from the time when a priority began to be placed on preaching.

Curiously, it has been rather awkwardly converted into a three-decker arrangement, probably in the 18th century, with the addition of a platform and desk from a set of box pews. A large sounding board has been placed overhead. The box pews suggest that the medieval furnishings were replaced at an early date, although the replacements too have gone now.

 

Salle is one of those churches full of intriguing little details that might easily pass you by, so great is the wonder of everything around. Those two little corbel heads above the south door, for instance - what were they for? Perhaps they supported an image that could be seen from the north doorway as people entered, although not a St Christopher as the guidebook suggests, I think. There is a pretty piscina in the unfortunate north transept that has been outlined in wood, a memorial and helm above, a tall image bracket in the corner of the wall of the south transept, a floreated piscina nearby.

 

There are many brasses and brass inlays in the nave floor; one of the most interesting is a chalice brass (although the chalice is now gone) to Simon Boleyn, a Priest, who died in 1489, and to the east of it a pair of brasses to Geoffrey and Alice Boleyn, great-grandparents to Anne Boleyn, second wife of Henry VIII. Another pair of brasses are to Thomas and Katherine Rose and their eight children. Unlike many churches, Salle actually retains some of the 'missing' brasses, now locked away for safety. It would be nice to think they could eventually be reset in the floor.

One part of the building that many visitors must miss is the chapel above the north porch. There is no sign indicating it; but the doorway, at the west end of the north aisle, is always open. Inside, the vaulted roof is punctuated by spectacularly pretty bosses which you can view at close quarters. The colour is a bit fanciful, but they are fascinating, particularly the central boss of the Coronation of the Queen of Heaven - how on earth did that survive the Reformation?

 

This is a tremendous building, a box of fascinating delights. What purpose does it serve now? As I said in the introduction, its size was not in response to the needs of a congregation, and as far as worship is concerned it will never be full. It remains constantly in use, however; for regular services in the chancel, sometimes for concerts and recordings, but also of course for the poshest sort of wedding, the kind only the Church of England can provide, and no doubt other elements of the core business of CofE PLC. It is easy to be cynical, but if they ensure the survival of the building, then so be it.

  

Simon Knott, June 2004

 

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Shipping containers offer safe, affordable housing in Brighton. QED Property recently collaborated with WCEC Architecture and the Brighton Housing Trust to build a new shipping container-based housing development in Brighton, UK, for people at risk of homelessness.

Richardson's Yard opened in December 2013 and is located in central Brighton on former commercial land that would have otherwise remained underused.

The development comprises 36 dwellings in all, that are constructed from a number of standard 12.9 metre (40-ft) shipping containers. Inside, the containers feature sleeping quarters, toilet and kitchen.

Sibiu (Romanian: [siˈbiw], antiquated Sibiiu; German: Hermannstadt [ˈhɛʁmanʃtat], Transylvanian Saxon dialect: Härmeschtat, Hungarian: Nagyszeben [ˈnɒcsɛbɛn]) is a city in Transylvania, Romania, with a population of 147,245.[1] Located some 275 km (171 mi) north-west of Bucharest,[2] the city straddles the Cibin River, a tributary of the river Olt. Now the capital of Sibiu County, between 1692 and 1791 and 1849–65 Sibiu was the capital of the Principality of Transylvania.

Sibiu is one of the most important cultural centres of Romania and was designated the European Capital of Culture for the year 2007, along with the city of Luxembourg.[3] Formerly the centre of the Transylvanian Saxons, the old city of Sibiu was ranked as "Europe's 8th-most idyllic place to live" by Forbes in 2008.[4]

The city administers the Păltiniș ski resort.

 

History[edit]

See also: Timeline of Sibiu

The first official record referring to the Sibiu area comes from 1191, when Pope Celestine III confirmed the existence of the free prepositure of the German settlers in Transylvania, the prepositure having its headquarters in Sibiu, named Cibinium at that time.[5]

In the 14th century, it was already an important trade centre. In 1376, the craftsmen were divided in 19 guilds. Sibiu became the most important ethnic German city among the seven cities that gave Transylvania its German name Siebenbürgen (literally seven citadels).[6][7] It was home to the Universitas Saxorum (Community of the Saxons), a network of pedagogues, ministers, intellectuals, city officials, and councilmen of the German community forging an ordered legal corpus and political system in Transylvania since the 1400s.[8][9] During the 18th and 19th centuries, the city became the second- and later the first-most important centre of Transylvanian Romanian ethnics. The first Romanian-owned bank had its headquarters here (The Albina Bank), as did the ASTRA (Transylvanian Association for Romanian Literature and Romanian's People Culture). After the Romanian Orthodox Church was granted status in the Habsburg Empire from the 1860s onwards, Sibiu became the Metropolitan seat, and the city is still regarded as the third-most important centre of the Romanian Orthodox Church. Between the Hungarian Revolution of 1848 and 1867 (the year of the Ausgleich), Sibiu was the meeting-place of the Transylvanian Diet, which had taken its most representative form after the Empire agreed to extend voting rights in the region.

After World War I, when Austria-Hungary was dissolved, Sibiu became part of Romania; the majority of its population was still ethnic German (until 1941) and counted a large Romanian community, as well as a smaller Hungarian one. Starting from the 1950s and until after 1990, most of the city's ethnic Germans emigrated to Germany and Austria. Among the roughly 2,000 who have remained is Klaus Johannis, the current President of Romania.

 

Geography[edit]

  

Topographic map of the Sibiu region

  

Panoramic view of Sibiu historic center, looking East.

Sibiu is situated near the geographical center of Romania at

WikiMiniAtlas

45.792784°N 24.152069°E. Set in the Cibin Depression, the city is about 20 km from the Făgăraș Mountains, 12 km from the Cibin Mountains, and about 15 km from the Lotru Mountains, which border the depression in its southwestern section. The northern and eastern limits of Sibiu are formed by the Târnavelor Plateau, which descends to the Cibin Valley through Gușteriței Hill.

The Cibin river as well as some smaller streams runs through Sibiu. The geographical position of Sibiu makes it one of the most important transportation hubs in Romania with important roads and railway lines passing through it.

 

City districts[edit]

The following districts are part of Sibiu. Some were villages annexed by the city but most were built as the city developed and increased its surface.

•Historic Center - Divided into the Upper Town and Lower Town

•Centru (Centre)

•Lupeni

•Trei Stejari

•Vasile Aaron

•Hipodrom I, II, III, IV

•Valea Aurie (Golden Valley)

•Tilișca

•Ștrand

•Turnișor (Little Tower; German: Neppendorf)

•Piața Cluj

•Țiglari

•Terezian

•Reșița

•Lazaret

•Gușterița (German: Hammersdorf)

•Broscărie

•Viile Sibiului

•Tineretului

•Veteranilor de Război

The Southern part, including the ASTRA National Museum Complex and the Zoo, also falls within the city limits.

 

Politics[edit]

  

Sibiu city council composition in 2004:

Democratic Forum of Germans in Romania

Social Democratic Party

National Liberal Party

Democratic Party

Although ethnic Germans make up less than 2% of Sibiu's population, Klaus Johannis, the former president of the Democratic Forum of Germans in Romania (FDGR/DFDR) and current president of Romania, served as mayor of Sibiu from 2000 to 2014. Johannis was overwhelmingly reelected in 2004 (with 88.7% of votes) and 2008 (with 83.3% of the votes cast) and his party gained an absolute majority in the city council in that year. After the 2014 presidential elections, the interim position for mayor of the city was filled by deputy mayor Astrid Fodor who in the 2016 local elections won the seat with a majority of votes.[18]

Despite winning the local elections with a majority of votes and a high approval rating, the current administration is beginning to be viewed as slow moving and lacking transparency. Another issue that is affecting the current administraiton's approval ratings is the lack of investments and innovations

 

Economy[edit]

Sibiu is an important economic hub for Romania, with a high rate of foreign investments. It is also an important hub for the manufacturing of automotive components and houses factories belonging to ThyssenKrupp Bilstein-Compa, Takata Corporation, Continental Automotive Systems, and NTN-SNR ball bearings. Other local industries are machine components, textiles, agro-industry, and electrical components (Siemens).

The city also contains Romania's second-largest stock exchange, the Sibiu Stock Exchange which is set to merge with the Bucharest Stock Exchange in 2018.[19]

The main industrial activities of Sibiu take place in two industrial zones located on the outskirts of the city:

•East industrial zone (East Economic Center), alongside the railway to Brașov and Râmnicu Vâlcea

•West industrial zone (West Economic Center),[20] near the exit to Sebeș, close to the Airport

A commercial zone located in the Șelimbăr commune plays an important role in the economy of Sibiu. It houses a mall and other large retailers.

Another factor that plays an important role in the economy of the city is tourism, which has been increasing at a steady rate since 2007.

 

Transport[edit]

  

Sibiu International Airport Location

Sibiu is well served in terms of transport and infrastructure. In 2010 a city bypass was opened, significantly reducing the road traffic inside the city.

Tursib[21] is the city's internal transportation system operator.

Air[edit]

  

Sibiu Airport, Blue Air flight.

Sibiu has one of the most modern international airports in Romania, with direct connections to Germany, Austria, United Kingdom, Italy and Spain while connections to other European countries being scheduled to start in summer 2018 Belgium, Denmark, Switzerland.

Road[edit]

Sibiu is an important node in the European road network, being on two different European routes (E68 and E81). At a national level, Sibiu is located on three different main national roads, DN1, DN7 and DN14.

The Romanian Motorway A1 will link the city with Pitești and the Romanian western border, near Arad. From the remaining 332 km of motorway towards the border with Hungary Nadlac, a total of 276 km is completed and the last 56 km are currently under construction, while the timeline for the segment towards Pitești is targeted for completion for the year 2025 (construction will start no sooner than 2019). Sibiu' s ring road as part of A1 motorway was completed on December 1, 2010.

Sibiu is also an important hub for the international bus links with the biggest passenger transporter in Romania, Atlassib, based here. Transport companies are also providing coach connections from Sibiu to a large number of locations in Romania.

  

Public bus transportation in Sibiu

Rail[edit]

Main article: Sibiu railway station

Sibiu is situated on the CFR-Romanian Railways Main Line 200 (Brasov - Făgăraș - Sibiu - Simeria - Arad - Romanian Western Border) and on Line 206 (Sibiu - Mediaș).

The city is served by five rail stations: the Main Station (Gara Mare), the Little Station (Gara Micǎ), Turnișor, Sibiu Triaj, Halta Ateliere Zonă . It has an important diesel-powered locomotives depot and a freight terminal.

Numerous Inter City trains (nicknamed Blue Arrows) connect Sibiu to other major cities in Romania: Cluj-Napoca, Brașov, Craiova, Timișoara and Bucharest.

Cycling[edit]

Over the last six years, Sibiu has enjoyed a revival of cycling. The bicycle way in the city span for 43 kilometers.

Bicycle rentals have offered a boost for the local economy with several small rental centers and a bigger rental center that is administered by the I'Velo Bike Sharing group.

Culture[edit]

Sibiu is one of Romania's most culturally lively cities. It has 3 theatres and a philharmonic orchestra along with other smaller private theatrical venues and a theatre studio housed by the Performing Arts and Acting section of Lucian Blaga University, where students hold monthly representations.

The Radu Stanca National Theatre[22] is one of the leading Romanian theatres. With origins dating back to 1787, it attracts some of the best-known Romanian directors, such as Gábor Tompa and Silviu Purcărete. It has both a Romanian-language and a German-language section, and presents an average of five shows a week.

The Gong Theatre is specialised in puppetry, mime and non-conventional shows for children and teenagers. It also presents shows in both Romanian and German.

The State Philharmonic of Sibiu[23] presents weekly classical music concerts, and educational concerts for children and teenagers. The concerts take place in the newly restored Thalia Hall, a concert and theatre hall dating from 1787, situated along the old city fortifications. Weekly organ concerts are organised at the Evangelical Cathedral during summers, and thematic concerts are presented by the Faculty of Theology choir at the Orthodox Cathedral.

The Sibiu International Theatre Festival is an annual festival of performing arts. Since 2016, it is the largest performance arts festival in the world.[24]

  

Brukenthal National Museum, Sibiu.

Museums and parks[edit]

Sibiu's museums are organised around two entities: the Brukenthal National Museum and the ASTRA National Museum Complex. The Brukenthal Museum consists of an Art Gallery and an Old Books Library located inside the Brukenthal Palace, a History Museum located in the old town hall building, a Pharmacy Museum located in one of the first apothecary shops in Europe, dating from the 16th century, a Natural History Museum and a Museum of Arms and Hunting Trophies.

The ASTRA National Museum Complex focuses on ethnography, and consists of a Traditional Folk Civilisation Museum, a 96-hectare open-air museum located in Dumbrava Forest south of Sibiu, a Universal Ethnography Museum, a Museum of Transylvanian Civilisation and a Museum of Saxon Ethnography and Folk Art. Also planned is a Museum of the Culture and Civilisation of the Romany People.

  

Bicycle riders in Sub Arini park, in Sibiu.

The Dumbrava Sibiului Natural Park stretches over 960 hectares and it is situated 4 km away from the center of the city in the southwest direction along the road towards Răşinari. Also, here you can find the Zoological Garden and Ethnography Museum.

There is a Steam Locomotives Museum close to the railway station, sheltering around 40 locomotives, two of which are functional.

The first park in the city was The Promenade, later called "The Disabled Promenade." established in 1791, today part of Parcul Cetății (Citadel Park). Current arrangement of the park, including the space between the walls, dates from 1928.

The Sub Arini Park, established in 1856 is one of the biggest and best-maintained parks in Romania. There are other green spaces in the city center, the best known being Astra Park, established in 1879.

  

Tineretului Park

Other parks:

Tineretului Park, Reconstrucției Park, Corneliu Coposu Park, Petöfi Sándor Park, Piața Cluj Park, Ștrand Park, Cristianului Park, Țițeica Park, Vasile Aaron Park, Lira Park.

The distribution of green space is good compared to other Romanian cities.

Events[edit]

  

Citadel Park, with the 16 century City wall

Several festivals are organised yearly in Sibiu, the most prestigious of them being the Sibiu International Theatre Festival, organized each spring at the end of May. Medieval Festival organized every year in August, reviving the medieval spirit of Transylvania. The Artmania Festival is held every Summer since 2006 and as of 2008 the Rockin' Transilvania Festival is also held in Sibiu. The oldest Jazz Festival in Romania is organized here, as well as the "Carl Filtsch" festival for young classical piano players, the "Astra Film" documentary film festival, the Transylvania calling Festival a Multi Cultural 6 day Open Air Music festival! 26–31 July 2007, a medieval arts festival and many more smaller cultural events.[25] Feeric Fashion Week is also hosted here.

European Cultural Capital[edit]

The designation as a European Cultural Capital for 2007, owed greatly to the excellent collaboration with Luxembourg, but also to what many regard as a miraculous social rebirth taking place in the city during the last years. The Cultural Capital status was expected to bring about an abrupt increase in quantity and quality of cultural events in 2007.

  

Tourism[edit]

In 2007, Sibiu was the European Capital of Culture (together with Luxembourg). This was the most important cultural event that has ever happened in the city, and a great number of tourists came, both domestic and foreign.

The city of Sibiu and its surroundings are one of the most visited areas in Romania. It holds one of the best preserved historical sites in the country, many of its medieval fortifications having been kept in excellent state. Its old center has begun the process for becoming a UNESCO World Heritage Site in 2004. Sibiu and its surrounding area have many significant museums, with 12 institutions housing art collections, paintings, and exhibits in decorative arts, archeology, anthropology, history, industrial archeology and history of technology and natural sciences.

The city also lies close to the Făgăraș Mountains - a very popular trekking destination, close to the Păltiniș and Arena Platos ski resorts - popular winter holiday destinations, and it is at the heart of the former Saxon communities in Transylvania renowned for its fortified churches.

  

Fortified Lutheran church of Gușterița neighbourhood, 13th century

Since 2007, a traditional Christmas market is held for the first time in Sibiu, Romania. The first of its kind in Romania, it is inspired by Viennese Christmas markets, being a project developed by the Social Attaché of the Austrian Embassy in Romania, dr.h.c. Barbara Schöfnagel It was held in the "Lesser Square" (Piața Mică) with 38 small stalls, a small stage and an area dedicated to children, having several mechanical attractions installed there. Since 2008 the market is held in the "Grand Square" and grew to a number of about 70 stalls, a bigger stage was set up, where Christmas carols concerts are held. An ice skating rink and a children's workshop are also attractions which have been added in the following years.[26] It was the first Christmas Market in Romania,[27] but soon other Christmas markets emerged across the country. In 2013, the Sibiu Christmas markets was included in the "15 Of the Most Beautiful Christmas Markets in Europe"[28]

  

Main sights[edit]

  

Sibiu Lutheran Cathedral

  

Market in the Large Square, 1790, painting by Franz Neuhauser the Younger

  

Christmas Fair in the Large Square

  

Coopers Tower

  

The House with Caryatids on Mitropoliei Street, constructed in 1786

  

Pasajul Scărilor (Passage of the Stairs) in the Lower Town

Much of the city's aspect is due to its position, easily defensible, but allowing horizontal development. The old city of Sibiu lies on the right bank of the Cibin River, on a hill situated at about 200 m from the river. It consists of two distinct entities: the Upper Town and the Lower Town. Traditionally, the Upper Town was the wealthier part and commercial outlet, while the Lower Town served as the manufacturing area.

The Lower Town

(German: Unterstadt, Romanian: Orașul de jos) comprises the area between the river and the hill, and it developed around the earliest fortifications. The streets are long and quite wide for medieval city standards, with small city squares at places. The architecture is rather rustic: typically two-storey houses with tall roofs and gates opening passages to inner courts.

Most of the exterior fortifications were lost to industrial development and modern urban planning in the mid-late 19th century; only four towers still exist. A building associated with newer urbanism of the period is the Independența Highschool.

This area has the oldest church in the city, dating back to 1292.

The Upper Town (German: Oberstadt, Romanian: Orașul de sus) is organised around three city squares and a set of streets along the line of the hill. As the main area for burgher activities, the area contains most points of interest in the city.

Grand Square

(German: Großer Ring, Romanian: Piața Mare ) is, as its name suggests, the largest square of the city, and has been the center of the city since the 15th century. At 142 meters long and 93 meters wide, it is one of the largest ones in Transylvania.

Brukenthal Palace, one of the most important Baroque monuments in Romania, lies on the north-western corner of the square. It was erected between 1777 and 1787 as the main residence for the Governor of Transylvania Samuel von Brukenthal. It houses the main part of the National Brukenthal Museum, opened in 1817, making it one of the oldest museums in the world. Next to the palace is the Blue House or Moringer House, an 18th-century Baroque house bearing the old coat of arms of Sibiu on its façade.

  

Interior of the Sibiu Orthodox Cathedral

On the north side is the Jesuit Church, along with its dependencies, the former residence of the Jesuits in Sibiu. Also on the north side, at the beginning of the 20th century an Art Nouveau building was constructed on the west part, now it houses the mayor's office.

  

Liars Bridge in Lesser Square, erected in 1859

Next to the Jesuit Church on the north side is the Council Tower, one of the city's symbols. This former fortification tower from the 13th century has been successively rebuilt over the years. The building nearby used to be the City Council's meeting place; beneath it lies an access way between the Grand Square and the Lesser Square.

On the south and east sides are two- or three-storey houses, having tall attics with small windows known as the city's eyes. Most of these houses are dated 15th to 19th centuries, and most of them are Renaissance or Baroque in style.

Lesser Square (Small Square, German: Kleiner Ring) as its name implies, is a smaller square situated in the northern part of the Upper Town. After the 2007 rehabilitation there has been an increase in the number of small businesses such as pubs and restaurants in this area.

The square is connected to the other two squares and to other streets by small, narrow passages. The main access from the Lower City is through Ocnei Street, which divides the square in two. The street passes under the Liar's Bridge - the first bridge in Romania to have been cast in iron (1859).[29]

To the right of the bridge is another symbol of the city, The House of the Arts, a 14th-century arched building formerly belonging to the Butchers' Guild. On the left side of the bridge is the Luxemburg House, a Baroque four-storey building.

Huet Square

is the third of the three main squares of Sibiu. Its most notable feature is the Evangelical Lutheran Cathedral in its center. It is the place where the earliest fortifications have been built in the late 12th century or early 13th century. The buildings around this square are mainly Gothic. On the west side lies the Brukenthal Highschool, in place of a former 14th-century school.

  

The Thick Tower

The Fortifications

of Sibiu made the city one of the most important fortified cities in Central Europe. Multiple rings were built around the city, most of them out of clay bricks. The south-eastern fortifications are the best kept, and all three parallel lines are still visible. The first is an exterior earth mound, the second is a 10-meter-tall red brick wall, and the third line comprises towers linked by another 10-meter-tall wall. All structures are connected via a labyrinth of tunnels and passageways, designed to ensure transport between the city and lines of defense.

In the 16th century more modern elements were added to the fortifications, mainly leaf-shaped bastions. Two of these survived to this day, as the Haller Bastion (all the way down Coposu Boulevard) and "Soldisch Bastion".

The Passage of the Stairs, leads down to the lower section of Sibiu. It descends along some fortifications under the support arches. It is the most picturesque of the several passages linking the two sides of the old city.

Health

 

Health[edit]

  

Sibiu County Hospital

Sibiu is one of the important medical centers of Romania, housing many important medical facilities:

•County Hospital

•Academic Emergency Hospital;

•Hospital of Pediatrics;

•Military Emergency Hospital;

•CFR Hospital (Romanian Railways Hospital);

•"Dr. Gheorghe Preda" Psychiatry Hospital

•other smaller private clinics

The city also houses one of the largest private hospitals in the country, Polisano.

Education[edit]

  

Samuel von Brukenthal High School

Sibiu is an important centre of higher education, with over 23,000 students in four public and private higher institutions.[30][31][32][33]

The Lucian Blaga University of Sibiu was founded in 1990, with five faculties: Engineering and Sciences; Language Sciences; History and Law; Medicine; Food and Textile Processing Technology. Nowadays, there are 10 faculties and departments.

Sibiu also houses the Nicolae Bălcescu Land Forces Academy and the Military Foreign Language Center as well as two private universities, Romanian-German University and Alma Mater University.

In Sibiu there are 20 educational institutions on the secondary level, the most important of which are:

•Gheorghe Lazăr National College - sciences and informatics, first opened in 1692 as a Jesuit College

•

 

Gheorghe Lazăr National College

  

Samuel von Brukenthal National College - German language high school

•Octavian Goga National College - social sciences, sciences, informatics and linguistics

•Onisifor Ghibu Theoretical Highschool - informatics, sciences, sports, theater and linguistics

•Andrei Șaguna National College - training for school teacher and linguistics

•Constantin Noica Theoretical Highschool - sciences and linguistics

•Daniel Popovici Barcianu Highschool - agricultural sciences

•George Baritiu National College - economic sciences

•Nicolae Iorga Elementary school

•Regina Maria Elementary school

The pale hand with Pastiglie Leone

  

Brand new base-model Mahindra XUV700 offered by Mahindra Wayville on display at Westfield Marion, Oaklands Park SA.

 

I quite like the new XUV700, in person I would say it's about the size of a T33 X-Trail. There are some similar design cues to cars of the Renault-Nissan-Mitsubishi alliance such as the C-shaped headlights similar to the outgoing HZG Koleos and the tailgate portion of the taillight clusters resemble the new T33 X-Trail.

 

But there is nothing wrong with these similarities, they tie in good with all the cues of the XUV700.

 

In the daytime, there were salesmen presenting this car I think (but they also could have been for the Suzuki and jet-ski giveaway on the other side, I couldn't quite see from where I was) and while I was there photographing it around 6:40PM ACST after the salesmen had gone home, there were still a fair number of people checking it out.

 

I hope the Mahindra XUV700 finds ground in Australia. If supply is good, it is received well and more urban dealerships open, then there shouldn't be a problem. Priced from $36,990 Driveaway at the moment, it undercuts cars such as the Nissan X-Trail ST (from $40,460 D/A), Mitsubishi Outlander ES (from $41,380 D/A in NSW) and Toyota Rav4 GX (from $42,200 D/A in Sydney NSW) if you manage to secure one that is!

 

While it doesn't beat the MG HS (from $32,990 D/A), it does definitely give it some cheaper competition, and I tell you what, I would take the Mahindra any day over the MG. I just do not like what the MG brand has been turned into.

 

Year: 2023

Series: No Series

Engine: 2.0L 4 Cylinder Turbo Intercooled

Transmission: 6 Speed Automatic

Fuel: Unleaded Petrol

Drive: Front Wheel Drive

Colour: Dazzling Silver

 

Plate Number: Unregistered

Date Registered: N/A

from our local curry house: this is either the funniest typo, or the greatest special offer ever.

The delicate mashrabiya has offered effective protection against intense sunlight in the Middle East for several centuries. However, nowadays this traditional Islamic window element with its characteristic latticework is used to cover entire buildings as an oriental ornament, providing local identity and a sun-shading device for cooling. In fact, designers have even transformed the vernacular wooden structure into high-tech responsive daylight systems.

A mashrabiya (مشربية), also either shanshūl (شنشول) or rūshān (روشان), is a type of projecting oriel window enclosed with carved wood latticework located on the second storey of a building or higher, often lined with stained glass. The mashrabiya is an element of traditional Arabic architecture used since the Middle Ages up to the mid-20th century. It is mostly used on the street side of the building; however, it may also be used internally on the sahn (courtyard) side..Mashrabiyas were mostly used in houses and palaces although sometimes in public buildings such as hospitals, inns, schools and government buildings. They are found mostly in the Mashriq – i.e. the eastern part of the Arab world, but some types of similar windows are also found in the Maghreb (the western part of the Arab world). They are very prevalent in Iraq, the Levant, Hejaz and Egypt. They are mostly found in urban settings and rarely in rural areas. Basra is often called "the city of Shanasheel".Mashrabiya is derived from the triliteral root Š-R-B, which generally denotes drinking or absorbing. There are two theories for its name, the most common one is that the name was originally for a small wooden shelf where the drinking water pots were stored. The shelf was enclosed by wood and located at the window in order to keep the water cool. Later on, this shelf evolved until it became part of the room with a full enclosure and retained the name despite the radical change in use.The second theory is that the name was originally mashrafiya, derived from the verb Ashrafa, to overlook or to observe. During the centuries the name slowly changed due to changing accents and influence of non-Arabs speaking Arabic.There is no point in history that can be dated as the first time they appeared; however, the earliest evidence on use of the Mashrabiya as it currently is dates back to the 12th century in Baghdad during the Abbasid period. Whatever is left in Arabic cities is mostly built during the late 19th century and early-to-mid-20th century although some Mashrabiyas can be found that are three or four hundred years old. In Iraq in the 1920s and 1930s, the designs of the latticework was affected by the Art Deco and Art Nouveau movements of the time. This was evident in Al Rasheed street Mashrabiyas up to the late 1960s before most of them were demolished.Traditionally, houses are built of adobe, brick or stone or a combination of that. Wooden houses are not popular and hardly ever found. Building heights in urban setting range from two to five floors (although Yemeni houses can reach up to seven floors) with the Mashrabiyas on the second level and above. The roofs are usually built using wooden or steel beams with the areas between filled with brick in a semi vault style[dubious – discuss]. These beams were extended over the street, enlarging the footprint of the upper floor. The upper floor is then enclosed with latticework and roofed with wood. The projection is cantilevered and does not bear the weight of traditional building materials.

There are different types of Mashrabiyas, and the latticework designs differ from region to region. Most Mashrabiyas are closed where the latticework is lined with stained glass and part of the Mashrabiya is designed to be opened like a window, often sliding windows to save space; in this case the area contained is part of the upper floor rooms hence enlarging the floor plan. Some Mashrabiyas are open and not lined with glass, in this case the Mashrabiya works like a balcony and the space enclosed is independent of the upper floor rooms and accessed through those rooms with windows[dubious – discuss] opening towards it, sometimes even the woodwork is reduced making look much more similar to a regular roofed balcony; this type of Mashrabiya is mostly used if the house is facing an open landscape rather than other houses, such as a river, a cliff below or simply a farm.One of the major purposes of the Mashrabiya is privacy, an essential aspect of Arabic culture.[3]:3, 5–6 A good view of the street can be obtained by the occupants without being seen, preserving the private interior without depriving the occupants from a vista of the public outside.The wooden screen with openable windows gives shade and protection from the hot summer sun, while allowing the cool air from the street to flow through.[4] The designs of the latticework are usually with smaller opening in the bottom part and larger openings in the higher parts, hence causing the draft to be fast above the head and slow in lower parts. This provides a significant amount of air moving in the room without causing it to be uncomfortable.The projection of the Mashrabiya achieves several purposes, on one hand it allows air from three sides to enter, even if the draught outside was parallel to the house façade; on the other hand it serves the street and in turn the neighborhood. A row of projected Mashrabiyas provides shelter for those in the streets from rain or sun. The shade in normally narrow streets will cool the air in the street and increase the pressure as opposed to the air in the sahn, which is open to the sun making it more likely that it would flow towards the sahn through the rooms of the house. The Mashrabiya also provides protection and shade for the ground floor windows that are flat and usually unprotected..One of the major architectural benefits is correcting the footprint shape of the land. Due to winding and irregular streets, plots of land are also commonly irregular in shape while the house designs are usually regular (squares and rectangles). This would cause irregular shapes of some rooms and creates dead corners. The projection allows correcting the shapes of the rooms on the upper floors, hence allowing the utilisation of the entire plot. This also increased the usable space without increasing the plot size..On the street side, in addition to their ornamental advantage, they served to provide enclosure to the street and a stronger human scale.

 

en.wikipedia.org/wiki/Mashrabiya

+++ DISCLAIMER +++

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

 

Some background:

The Arsenal (de l'Aéronautique) VB 31 was a French naval fighter aircraft developed shortly after World War II. In January 1947 Arsenal were given a contract to develop a powerful naval fighter for the four French aircraft carriers. Since the modernization of the Aéronavale was pressing, the aircraft had to be developed fast. In order to cut time, the initial concept, the VB 30, was based on the unrealized German Messerschmitt Me 155 project.

 

The Me 155 naval fighter had been a naval development of the Messerschmitt Bf 109G, intended for the German aircraft carrier Graf Zeppelin, which never saw the light of day. When it was clear that the Me 155 was a dead end, the basic design was developed further into a high altitude interceptor and the project handed over to Blohm & Voss. The resulting, highly modified Bv 155 saw the prototype stage in the late years of WWII, but was never put into service. Years later, though, the Me 155 should surface again: Evolved by Ingenieur-General Vernisse and M. Badie, the VB 30 did not only use many design features of the original Me 155 design, it also heavily drew on the indigenous VB 10 heavy fighter which had been previously under development since WWII.

 

The VB 30 was more compact than the VB 10, though, even though it had similar proportions. IIt was an all-metal single-seat fighter with a low-wing monoplane, a retractable tailwheel undercarriage and of largely orthodox configuration. The wings had an inverted gull wing shape, in order to shorten the main undercarriage as much as possible, and were foldable. The landing gear retracted inwards, and the tail wheel was retractable, too.

 

The VB 30's layout resembled much the smaller North American Mustang. The aircraft was powered by a powerful Arsenal 24 H engine which was theoretically capable of 3.400hp – itself a development based on the cylinder blocks of the German Junkers IV12 213 engine. A huge radiator bath for the liquid-cooled engine was located under the fuselage, at the wings’ trailing edge.

 

The aircraft was heavily armed, with a newly developed, compact 30mm cannon (which would eventually become the famous DEFA cannon), firing through the propeller axis, plus four HS-404 20mm cannons or six 12.7mm machine guns in the wings, outside of the propeller arc. Various ordnance loads, including bombs of up to 500 kg caliber, drop tanks or unguided missiles, could be carried under the fuselage and outer wings.

 

Unlike the huge, tandem-engined VB 10, the VB 30 was (relatively) more successful, but its career started under misfortunate stars: Just one month after the VB 10 contract was cancelled, the prototype VB 30-01 made its maiden flight on 8th of December 1948. Overall, the aircraft behaved well, but its low speed handling was hampered by the immense torque of the Arsenal 24 H engine and the huge, four-bladed propeller. This problem was eventually countered with an enlarged fin, which earned the type its nickname "Requin" (Shark).

With this and many other detail modifications the aircraft was now called VB 31and cleared for series production, even though it was already apparent that the future of the fighter lay with jet power. A second prototype, the VB 30-02, had been started, but its assembly lagged so much behind that it was eventually finished as the first serial VB 31. Anyway, the development of the VB 31 continued as a safety net for France's nascent jet fighter programs, since it was not clear when pure jets would eventually offer the appropriate performance for carrier use, and when they'd be ready for service.

 

The VB 31’s development saw several drawbacks, including constant problems with the complicated, liquid-cooled engine, the radiator system and the landing gear. Serial production and service introduction of the VB 31 started slowly and was delayed until January 1951 – by which the French Air Force already had to rely on surplus British and American fighters to tide it over until domestically-produced jet fighters appeared. Time was already working against the VB 31.

 

Additionally, with the brooding Indochina War since August 1945, the need for a maritime fighter and fighter-bomber became so dire that the Aéronavale had to order the WWII Vought F4U-7 to fill this specific gap and replace several obsolete types. The XF4U-7 prototype did its test flight on 2 July 1952 with a total of 94 F4U-7s built for the French Navy's Aéronavale (79 in 1952, 15 in 1953), with the last of the batch, the final Corsair built, rolled out on 31 January 1953. With this proven (and cheaper) alternative, only a single batch of 40 VB 31 aircraft (instead of the planned 200!) was eventually built and put into service.

 

The VB 31 just came in time for the First Indochina War between France’s French Far East Expeditionary Corps and Emperor Báo Dai’s Vietnamese National Army against the Viet Minh, Led by Ho Chi Minh and Vo Nguyen Giap. During this conflict, the French used many different pre Cold War aircraft of World War Two, as well as the new types.The VB 31 were distrubuted between Flotille 3F and 12F, where they replayced Curtiss SB2C Helldivers and Grumman F6F-3 Hellcats, respectively. Flotille 12F pilots arrived in Asia on board of the aircraft carrier 'Arromanches' in early 1952, equipped with both VB 31 and F4U-7 fighters. Both types were deployed from the carrier and also served from Haiphong for CAS and escort duties in the Tonkin area.

 

The operational era of the VB 31 did not last long, though. The type was powerful, but complicated. The VB 31 also needed much more maintenance than the sturdy Corsair, which could also take more damage and had a considerable larger range. Hence, already in June 1953, all VB 31 were returned to Europe and based at Hyères, where they replaced obsolete F6F-5 Hellcats and were mainly used for training purposes. In the early sixties, with naval jet fighters finally available, the VB 31 were quickly withdrawn and scrapped, being replaced by Sud-Ouest SO-203 'Aquilon' (license-built D.H. Sea Venom) and Dassault Etendard IVM.

  

General characteristics:

Crew: one, pilot

Length: 11.63 m (38 ft 8 in)

Wingspan: 13.07 m (43 ft 6 in)

Height (peopeller at max. elevation): 4,9 m (16 ft 1 in)

 

Powerplant:

1 × Arsenal 24 H, 2.260 kW (3.000 hp), driving a four-bladed propeller

 

Performance:

Maximum speed: 665 km/h (413 mph)

Range: 1.191 km (740 miles)

Service ceiling: 11.125 m (37.100 ft)

Rate of climb: 10.2 m/s (2008 ft/min)

 

Armament:

1× 30 mm cannon with 100 RPG, firing through the propeller axis

4× 20 mm HS-404 cannons with 200 RPG or 6×12,7mm machine guns with 250 RPG in the outer wings

1.500kg (3.300 lbs.) of external ordnance, including bombs of of to 454kg (1.000 lbs) calibre, drop tanks or up to eight unguided missiles under the outer wings.

  

The Kit and its assembly:

I wonder if you recognize the basis for this fantasy airplane? It's actually a modified Bv 155 kit from ART Model/Special Hobby from Russia (Both kits are identical; the ART Model contains an injected clear canopy while the Special Hobby kit offers two vacu canopies, though).

 

Inspiration struck when I read about the huge VB 10, which has, in its profile view, much resemblance to the Bv 155 - and the latter actually has some naval-friendly features, e .g .the raised cockpit, placed pretty far forward at the wings' leading edge, or the massive landing gear. Since France used some German aircraft after WWII (e.g. Fw 190 for the Air Force and Ju 188 for the Navy), why not create a naval fighter from the Me 155/Bv 155 concept? Well, here it is... the Arsenal VB 31.

 

For this fantasy conversion, the Bv 155 kit saw major modifications, e. g.:

● The wing span was reduced - from each wing, 4.2cm/1.65" were taken away

● The wings received a new inverted gull wing shape, the cuts came handy

● Outer wings were clipped by 10mm/0,4" each

● Original wing tips were transplanted and re-sculpted to fit

● The rear fuselage was shortened by about 1.3cm/0.5"

● A carburetor intake was added under the nose (from a Hawker Hurricane)

● New horizontal stabilizers from a Grumman Panther (Matchbox)

● Lower position of the horizontal stabilizers

● New landing gear wells had to be cut out, a simple interior was scratch-built

● The landing gear retracts now inwards, original struts and covers were slightly shortened

● New main wheels from a Douglas Skyknight (Matchbox) were used

● New tail wheel (front wheel of a Revell F-16, I guess)

● Modified tail section with an arrestor hook

● The original, extensive exhaust piping between the engine and the turbo charger had to go

● New exhausts at the nose were added (scratch, HO scale roof tiles)

● New propeller from a Matchbox Hawker Tempest was mated with the original spinner

● Cockpit was taken OOB, but a different seat, a pilot and a radio in the rear were added

● Some panel lines had to be re-engraved, due to putty work and/or logical reasons

● Missile hardpoints under the wings come from an F4U

● Antennae were added, accoring to French F4U-7 pictures

 

There actually was no big plan - I had an idea of what to make from the kit, but modifications came step by step, as the parts fell together and looked or looked not right.

 

The 24 cylinder Arsenal 24 H engine was really under development in France, so it was a neat choice for such a relatively large aircraft. The huge turbocharger bath under the fuselage of the Bv 155 could easily be taken as a radiator bath for the large, liquid-cooled engine, so that no additional adaptations had to be made.

Overall, I wanted to save the elegant lines of the Bv 155. With the reduced wing span the aircraft looks even elegant, IMHO. All in all, and with its slender, inverted gull wings, the VB 31 somehow reminds of the Ju 87 and the later paper Ju 187 development. There's also something IL-2ish to it?

 

A side note concerning the kit itself: it has nice engraved details and some fine resin parts for the cockpit or the radiators. But wall strength is high (up to 2mm!), the material is somewhat soft and waxy, and fit is mediocre, so expect serious putty work. Not a bad kit, but something for the experienced modeler. Things surely were worse here, since my modifications to wings and fuselage called for even more sculpting.

  

Painting and markings:

It took some time to settle on a French naval aircraft, since I already have an all dark-blue whif in my collection (the whiffy F1J Sea Mustang). But I had some appropriate decals at hand, and the time frame as well as the potential user offered a good and plausible story behind the VB 31 in Aéronaval service.

 

Overall, the aircraft was painted in Blue Angels Blue (FS 15050, Testors 1718) and weathered with slightly lighter shades of blue and grey, for a sun-bleached look and in order to emphasize the panel lines. One can argue about this tone: many Aéronavale aircraft look much darker, rather like FS 15042, but I have seen pictures of such bright aircraft - I'd assume that the color standard was not very strict, as long as the aircraft was "dark blue"?

After basic painting the VB 31 looked very bright, so I did some major dry painting with darker/duller shades like Humbrol 67, 77 and 104 to tame things down, and the result is O.K. now.

 

The interior surfaces were painted in Mid Stone and dry-painted with Chromate Yellow (Humbrol 225 and 81). AFAIK, this is the typical interior finish for Aéronavel aircraft of that time, and it is a nice contrast to the dark and uniform outside.

 

Most markings come from an F4U-7 decal sheet, some things like the tail rudder Tricolore had to be improvised (comes from a 30 year old Airfix Bristol Blenheim decal sheet!).

 

Beyond the dry-painted blue and grey hues on the upper surfaces, the model was slightly weathered with exhaust and soot stains and some dry-painted silver on the leading edges. This makes the all-blue aircraft look a bit more lively and is IMHO authentic for Aéronavale fighters of the 50ies, esp. under the harsh climate of South East Asia.

 

Finally, everything was sealed under a semi-matt varnish (Tamiya Acryllics, rattle can), and some additional matt varnish was applied on the upper surfaces, also for a dull and sun-bleached look.

  

The kit was built in a week from sprues to pictures, overall a sleek and elegant aircraft with plausible lines - an hommage to the many elegant and innovative aircraft which were developed in France in WWII and later but which are easily overlooked today!

In a debate with Presidents Michel and von der Leyen, MEPs reviewed the outcomes of the 9 February EU summit and outlined their expectations for the 23-24 March European Council.

President of the European Council Charles Michel acknowledged Ukraine’s urgent need for more weapons and ammunition and confirmed that EU leaders will work on a proposal by High Representative Borrell to offer Kyiv assistance. He said that the EU supports President Zelenskyy’s peace formula, but admitted that the Kremlin has given no indication it is interested in de-escalation.

President Michel cited the many short-term measures taken by the EU to cope with the crises of recent years, but stressed that these should not undermine the Union’s long-term economic strategy for a green and digital transition. In his view, the EU should focus on making investment available to companies, encouraging innovation and supporting fair trade. Referring to relations with global actors, he said “there is no equidistance between the US and China”. However, “China is a reality, a key actor” with whom the EU must engage at global level, he insisted.

On migration policy, Michel called for “rationality”. The EU should “do more and better” in cooperation with third countries to fight human trafficking and there should be legal and safe migration channels to Europe, because “we cannot let criminals decide who comes to the EU,” he said.

Commission President Ursula von der Leyen reported back from her meeting with US President Joe Biden, saying there is “a striking symmetry between the US Inflation Reduction Act (IRA) and the European Green Deal,” since both aim to fight climate change and boost investment and growth. “We are moving in the same direction,” she said, adding that solutions for some areas of concern regarding the IRA have been found and discussions have been launched for example on raw materials and incentives for the clean tech industry.

“The race to see who is going to be dominant in net-zero technologies is on,” President von der Leyen said, stressing that Europe must nurture its industry. She announced that on Thursday the Commission will present its proposals for a net-zero industry act and a critical raw materials act, both crucial for Europe’s competitiveness and independence. President von der Leyen also highlighted the need to achieve the goal of spending 3% of GDP on research & development, to reduce bureaucracy, and make sure that EU laws do not overburden businesses.

 

MEPs highlighted the urgent need for the EU to improve its competitiveness and urged measures to ensure fair conditions for EU manufacturers, in light of the current protectionist measures by the US. They stressed the need for more investment, welcomed moves towards an EU raw materials strategy, demanded more ambition in cutting red tape, asked to boost European capital markets, and a renewed vigour in the EU’s trade diplomacy, to achieve new free trade deals with the US and other democracies.

Many speakers focused on the importance of boosting innovation - in the area of clean tech and beyond-, for the EU to become a “high value” rather than “low costs” champion. Some stressed that the EU’s Green deal should also be the bloc’s competitiveness strategy, noting that social fairness and fair pay for workers were fundamental to it.

 

A number of MEPs criticised the Commission for giving in to lobbying by big energy companies at the expense of consumer prices, while others warned against shifting EU energy dependence from Russia to China

Finally, MEPs called on the Council to address the common European problem of migration, by ensuring that all member states take their fair share of migrants and asylum-seekers and by fighting the illegal activity at the EU borders leading to human tragedies.

 

____

 

This photo is free to use under Creative Commons license CC-BY-4.0 and must be credited: "CC-BY-4.0: © European Union 2023– Source: EP". (creativecommons.org/licenses/by/4.0/) No model release form if applicable. For bigger HR files please contact: webcom-flickr(AT)europarl.europa.eu