View allAll Photos Tagged problem
Oh-oh, my left leg stocking top is much lower than my right one. This is embarrasing and totally unaccepteble!
Flickr is having a sporadic problem. Some folks' most recent uploads are not showing up in contacts' "my contacts" thumbnails. It is a subject of conversation in the help forum.
My most recent upload -- the descending Mallard Hen -- has not received comments as it normally would. If you see THIS upload, could you check your 'my contacts' list thumbnails, and see if the Mallard hen photo is included...and drop me a message. Or leave a comment here.
Thanks
The walkway, along with the Marine Station (Dover Eastern Docks) have both been recently renovated, and thanks to my busy lifestyle, have not been able to go down to see the competed work.
But on Sunday after the beach clean up, we did go in, and how wonderful it is. It has been cleaned, and no longer smells like a toilet, broken glass has been replaced with double glazing, ironwork has been pained, and in general, looks marvelous.
-----------------------------------------------
The outbreak of war with France in 1793 focused attention on coastal defence and upon the strategic importance of Dover Harbour.
Before the war Dover had been a thriving port with over thirty vessels employed in the channel passage and had been known for its thriving shipbuilding business. Despite this, the problem of shingle blocking the harbour entrance had not been solved.
Radical plans to improve the harbour were submitted by the military engineer Thomas Hyde Page and by civil engineers Rennie and Walker. These were rejected in favour of a series of works by James Moon, the resident engineer and harbour master, and Sir Henry Oxenden, a harbour commissioner.
The improvements begun by Moon and Oxenden involved over eighteen years work and saw the building of wet and dry docks in the tidal harbour and a new cross wall with clock and compass towers. The stone quays of the Pent were begun and North and South Piers rebuilt. This was to have a significant effect on the Port's future.
The widening of South Pier included the installation of water jets in its head supplied by pipes in from the wet dock. These were intended to clear the harbour mouth of shingle.
Despite all this work, shingle remained a problem. A further problem during this period was the and building of the wet and dry docks in the tidal harbour unfortunately made the harbour far too small for the number of ships which used it.
In 1834 Thomas Telford, the famous engineer, submitted plans to improve the sluices and the jets in the south pier.
Telford believed that thorugh increasing the volume of water available with a tunnel between the Basin and the wet dock and by increasing the diameter of the pipe supplying the jets, the harbour mouth could be cleared of shingle. After Telford's death, his plans were continued by James Walker. These improvements, completed in 1838, went a long way towards solving the problem of shingle in the harbour mouth.
In the meantime the townspeople had become tired of the delays and pressed the Harbour Board for action, which in fact the Harbour Board had already begun. In 1836 the Board were refused further financial powers by Parliament and a parliamentary enquiry established.
This enquiry and the Royal Commission of 1840 laid the ground for the modern harbour with the recommendation in 1846 that Dover become a harbour of refuge 'capable of receiving any class of vessels under all circumstances of the wind and tide'.
Whilst the Royal Commission deliberated, work went on in Dover and the tidal harbour doubled in size in 1844 with the demolition of Amherst's Battery and the excavation of the land on which it stood. At the same time, construction of a new bridge and gate to the Pent and new quays within it were undertaken.
In 1847 work began on the western arm of the Harbour of Refuge. The Harbour had been designed by James Walker and was commissioned by the Admiralty. By 1851 the pier had reached a sufficient length to solve the problem of shingle in the harbour mouth and cross channel steamers were able to berth alongside.
The South Eastern Railway reached Dover via Folkestone in 1844 and the plans for the pier were altered to also provide a station which could deliver passengers and goods directly to the gang-planks of the channel boats. Traffic increased with the arrival of the London, Chatham & Dover Railway line in 1861 which was connected to the pier in 1864.
The first phase of the pier was completed in 1854, and the second in 1864, but the third phase was delayed by discussion as to how it should finish at the seaward end. It was finally decided that a fort with two powerful 80 ton guns should be placed there. It was not until 1880 that the first structure was complete and 1885 before the guns were first fired. It became known as the Admiralty Pier Gun Turret.
The eastern arm of the Harbour of Refuge was never begun and to meet the demand of cross channel trade plans were made to build a smaller commercial harbour. The eastern arm of this was the Prince of Wales Pier and was not begun until 1893.
It was not until 1897 that the contract for Dover's Harbour of Refuge, first considered in 1836, was finally let. Work had already begun on Dover Harbour Board's commercial harbour scheme with the construction of Prince of Wales Pier and the plans for this were therefore amended.
The plans for the harbour included a 2,000 feet extension of Admiralty Pier, an Eastern Arm of 2,900 feet and a breakwater of 4,200 feet. This entirely enclosed the bay leaving an Admiralty harbour of 610 acres and a commercial harbour of 68 acres. The plans for Admiralty Pier were amended in 1906 to allow the building of a station for the South Eastern and Chatham Railway.
Despite problems with currents caused by the initial building of Prince of Wales Pier beyond the length of the incomplete Admiralty Pier, Dover flourished and in 1904 transatlantic liners began to use the port. This proved very short lived with the Hamburg Amerika Line moving to Southampton in 1906 after a series of collisions in the harbour mouth and with the other liner companies following suit over the next two years.
The problems with the entrance were solved when the piers and breakwaters were finished. Unfortunately this was too late to save the liner traffic, however since 1996 the Port of Dover has seen liners return with the opening of a new cruise terminal.
The completed harbour was opened on 14 October 1909 by H.R.H. the Prince of Wales, the future King George V.
www.dovermuseum.co.uk/Dover-History/19th-Century-Dover/Do...
-------------------------------------------------
This was a large, spacious, and impressive station, located within a maze of lines upon a tight triangular junction between the routes from Folkestone and Dover Priory. The origins of the terminus and general railway expansion in the Dover area derive from a need to cope with ever-increasing traffic, both local and boat services. Indeed, many capacity issues upon both SER and LC&DR networks were properly addressed after the formation of the SE&CR. The SER had initially commenced through running to Dover on 7th February 1844, after an eastward extension from Folkestone, which involved taking the railway along the dramatic coastline of Folkestone Warren. This had witnessed the blowing up of sections of chalk cliff with gunpowder, and boring three tunnels:
Martello Tunnel: 532-yards
Abbotscliff Tunnel: 1,942-yards
Shakespeare Tunnel: 1,387-yards
The SER ran into what later became known as ‘’Dover Town’’ station, and between here and Shakespeare Tunnel, the double-track line was elevated upon a wooden framework. The SER’s Town station was a large affair, comprising five tracks entering the terminus from the west, all of which were protected by a large twin-span overall roof. Substantial three-storey-high railway offices backed onto the rear of the platform lines, these being constituted of the customary yellow brick, lined at the edges with stone. Extension beyond the terminus took place in 1860, by means of a single track exiting the rear (east) of the layout, veering southwards onto a stone-built pier head. The latter, known as the ‘’Admiralty Pier’’, carried a double-track and allowed trains to come directly alongside steamer boat services to France. In July of the following year, the LC&DR commenced through running between Victoria and Dover Priory. Also in 1861, after the boring of a 684-yard-long tunnel southwards through the Kentish chalk, from Priory station, the ‘’Chatham’’ line was brought closer to the earlier SER station. The LC&DR opened ‘’Dover Harbour’’ on 1st November 1861, which was a terminus affair comprising two platform faces, separated by three tracks, all of which were protected by a single-span triangular-shaped trainshed. Just like the SER’s Town station, Dover Harbour ceased to be a terminus proper when a single-track was taken beyond the original buffer stops, down to the Admiralty Pier. LC&DR services commenced to the pier on 30th August 1864, where separate platforms were provide for both ‘’Chatham’’ and SER companies. The platforms were arranged in an end-to-end fashion along the same section of track, rather than serving their own separate lines upon the pier. The LC&DR’s southward extension from Dover Harbour formed the second side of what would later become a triangular junction – the SER had created the first southern side of the arrangement, as a result of its initial 1860 opening of the short section of line between Dover Town and Admiralty Pier.
On 15th June 1881, the SER and LC&DR opened the ''Dover & Deal Joint Line'' – a rare example of the frenetic rivals cooperating. To allow the SER direct access to this line from its trunk route via Folkestone, a double-track spur (the ‘’Hawkesbury Street Curve’’) between Dover Harbour station and the Dover Town approaches came into use on the same day – the triangular junction was now complete. The SER was granted running powers over LC&DR metals through Priory station, and a number of local services now bypassed Dover Town. However, to compensate for this, additional platform surfaces were brought into use upon the connecting spur. The area in-between the two sites was already heavily built up, but early maps suggest that demolition in the locale, to accommodate the spur, was surprisingly modest. At the ‘’Chatham’’ end of the spur, signalling was installed by contractors Stevens & Sons.
The formation of the SE&CR Joint Managing Committee on New Years Day 1899 marked the beginning of a new era of railway expansion and improvements on the erstwhile independent networks of the SER and LC&DR. Of prominence during this company’s tenure was the St Johns to Orpington quadrupling works, between 1900 and 1905, which involved physically connecting both Tonbridge Cut-Off and ‘’Chatham’’ main lines in the vicinity of Chislehurst. In the Dover area, alterations began with the closure of the platforms upon the connecting spur between SER and LC&DR lines, in 1903. Subsequently, in 1912, major works began alongside the Admiralty Pier, to create an artificial platform within the water, on which a whole new terminus station was to be built. The latter was to be a spacious affair, dedicated to boat traffic only, and would permit the closure of existing station sites. Creating the platform involved dumping large quantities of chalk into the water immediately east of the Admiralty Pier. As it later transpired, the Admiralty Pier was not demolished, but rather, was absorbed into the new works to become the western side of the sea platform. Construction of the terminus commenced in 1913, and by the outbreak of the Great War in August 1914, the majority of the building work had been completed. A splendid vaulted train shed roof, comprising seven spans of varying widths, had been erected. The station measured 170-feet in width, and at its longest point stretched to 800-feet. The well-covered terminus comprised four 693-foot-long platform faces, arranged in the form of two spacious islands of concrete construction.
Wartime economies saw the closure of the ex-SER Dover Town station in 1914, which was never to reopen, but the retention of the ex-LC&DR Harbour and Priory stations, to which all services were now diverted to. The demise of the Town station was coupled with the closure of the three-road engine shed adjacent to the Hawkesbury Street Curve, and the concentration of the area’s locomotive allocation on the depot at Priory. The withdrawal of boat services on the outbreak of war saw that the semi-complete SE&CR terminus had no passenger traffic to serve. Despite its unfinished state, the station was quickly brought into use on 2nd January 1915 for military traffic, initially in the form of ambulance trains. Although the trainshed was virtually complete by this time, a significant feature still lacking was the marvellous stone façade which now graces the structure’s landward elevation. Completion of building works came after the cessation of war in November 1918, and the first passenger boat trains commenced to the terminus on 18th January 1919, the station being christened ‘’Dover Marine’’.
Attractive single-storey red brick offices, complete with war memorial, were built upon the platform surfaces, and both platform islands and the exit were linked by a lattice footbridge at the northern end of the terminus, located within the trainshed. The incorporation of the SE&CR’s main war memorial here was unusual, for the other large railway companies erected these at their main termini in London. The layout upon the sea platform had grown to an extensive arrangement of tracks, numerous sidings having been brought into use to handle substantial levels of freight traffic during the war period. Dover Marine was controlled by an SE&CR-designed 120-lever signal box positioned to the west of the station, immediately adjacent to the tracks from Priory. The signal box comprised a substantial brick base and was in fact a much larger version of the signal cabin which still exists at Folkestone Harbour, demonstrating traits of those early Saxby & Farmer products. A 455-foot long enclosed glazed footbridge was suspended above the double-track of the former Admiralty Pier, and this took passengers over the complex approaches from the Folkestone direction. A physical connection was also made between this footbridge and the Lord Warden Hotel. The latter was a four-storey colossus, the main section of which was built upon a floor plan of 130-foot by 120-foot. Originally opened in 1851, the hotel was built on a site immediately behind the SER’s Dover Town station.
Locomotive facilities at the site initially comprised just a turntable and cylindrical water tank, located behind the signal box. As previously mentioned, on the closure of Dover Town, the locomotive allocation was concentrated on the existing depot at Priory. However, the inadequacy of the Priory site was emphasised after completion of the SE&CR’s Dover area enlargement works, and a new improvement scheme was soon set in motion after the formation of the Southern Railway. The SR devised a modernisation programme for the Dover area, which included a comprehensive rebuilding of Priory station, the closure of Harbour station, and the building of a new motive power depot. The proposals got underway in 1924, with the confirmation of a 280-foot-long five-road locomotive shed, to be built to the west of Dover Marine, alongside the running lines from Folkestone. As per the construction of the twelve-acre platform for the Marine station, large quantities of chalk were dumped into the sea, beside the former site of the ex-SER’s Dover Town, to reclaim enough land for a spacious complex. The depot came into use during 1928, comprising four eastward-facing dead-end tracks, a single through track, and a sixth line which terminated within an adjacent repair shed. The provision of a 65-foot turntable at the site resulted in the removal of that which resided behind the signal box at Dover Marine, and the water tank there also disappeared. The commissioning of the engine shed, which at 2007 prices cost approximately £7,767,500 to build, allowed the closure of the shed at Priory station, allowing the site there to become part of an enlarged goods yard. Dover Harbour station was subject to closure on 10th July 1927, all local traffic being concentrated at Priory and boat services being served exclusively at Marine station. Other improvements in the Dover area during the SR’s tenure included the rebuilding of the elevated track bed east of Shakespeare Tunnel from wood to concrete, and the laying of coal sidings at the Eastern Docks. Eight freight sidings also came into use alongside the Hawkesbury Street Curve, at Bulwark Street, partially upon the former site of the SER’s Dover Town engine shed. A dock basin for the train ferry, fed by a double-track emanating from the Dover Priory route, came into use during 1936, to the north of the Marine terminus.
Before continuing, it is worth examining one of the out-of-the-ordinary boat trains that served Dover Marine. Initially, the French inaugurated the ‘’Flèche d’Or’’ on 11th September 1926, a prestigious boat train running between Calais and Paris. The ‘’Compagnie Internationale des Wagons-Lits’’ (International Sleeping Car Company) ordered twenty British Pullman vehicles to operate the service: fifteen kitchen cars (Nos. 4001 to 4015) were built by the Birmingham Railway Carriage & Wagon Company, and fifteen parlour cars (Nos. 4016 to 4030) were constructed by the Metropolitan Carriage, Wagon & Finance Company. The luxury vehicles were delivered new in the now renowned Umber and Crème ‘’New Standard’’ Pullman colours of the British fleet, and were operated as pairs, rather than individual carriages. With reference to the latter, this meant that a kitchen car and a parlour car would be semi-permanently coupled into a pair known as a ‘’Couplage’’, or, if you like, ‘’Linkage’’. Initially, the Flèche d’Or service was operated by two trains, each ten vehicles in length. From 1932 onwards, Pullman vehicles were repainted into the standard colours worn by the rest of the Wagon-Lits fleet: a lighter shade of crème appeared in place of the British colour, and the umber lower half became dark blue.
The French’s efforts were matched on the other side of the Channel by an all-Pullman service run by the Southern Railway from Victoria. Colloquially, this was referred to as the ‘’White Pullman’’, because the other Pullman cars on the Eastern Section at that time still wore the crimson lake livery of the SE&CR. Officially, however, the service was called the ‘’Continental Express’’, but it was nevertheless referred to by passengers as the ‘’Golden Arrow’’, the English translation of the French title. This was a sign of things to come, for on 15th May 1929, the SR’s all-Pullman boat train service was re-launched as the ‘’Golden Arrow’’. Significant engineering works occurred on the ex-SER trunk line between Petts Wood Junction and Dover, which involved strengthening bridges to accommodate the heavier engines planned to haul this prestigious service. Maunsell ‘’Lord Nelson’’ 4-6-0 locomotives were selected as the prime motive power, with Urie 4-6-0 ‘’King Arthur’’ engines (later modified by Maunsell) supplementing the fleet.
Much of the time, the outward ‘’Golden Arrow’’ from Victoria was booked to arrive at Folkestone Harbour, but the return portion instead started at Dover Marine, which gave rise to some interesting shunting movements. As mentioned elsewhere on the website, the Folkestone Harbour branch has never had a direct connection with the main line, and access to it can only be made by means of a headshunt manoeuvre. This arrangement was implemented as a safety measure from the outset, since the branch descends at a steep gradient of 1 in 30 to the harbour. Thus, the Pullman service would arrive at Folkestone Junction, and initially terminate in the reception sidings positioned to the east of the station there, where the connection with the Harbour Branch was made. An ex-SE&CR R1 Class 0-6-0 Tank would then attach itself to the rear of the train, whilst the ‘’main line’’ engine was detached, and take the Golden Arrow stock down to Folkestone Harbour. This released the ‘’main line’’ locomotive from the headshunt, and consequently, it ran light along Folkestone Warren, to Dover Marine. At the latter, the engine would be rotated, more often than not by means of the triangular junction between the converging lines from Folkestone, Priory, and Marine stations, rather than on the turntable at Dover shed. After rotation, the locomotive would then head back to Folkestone Junction to collect the empty Pullman stock for the return working, which had previously been banked up the steep Harbour Branch incline by as many as four R1 Tanks. The tank engines would usually bring the train out onto the running lines at the Junction station, allowing the express locomotive to immediately couple to the stock. The Pullman vehicles would then be hauled empty to Dover Marine to form the return working to Victoria. This involved some indignity for the engine because for this empty stock movement, it had to run tender-first.
The declaration of war on Germany on 3rd September 1939 signalled the beginning of harsh times for the Port of Dover, as it became a prime target for bombing raids. Boat trains and steamer services were suspended immediately, and passenger services to the Marine station ceased. The Marine site was again dedicated to military traffic, just as it had been during World War I, and as a consequence, services along the ex-SER route went no further than Folkestone. Indeed, consistent shelling over the Channel, from France, had made the site unsafe to handle any form of passenger traffic, and even the 1928-opened engine shed had to close during the conflict, all engines being stationed at Ashford for the duration. The attractive Marine station suffered damage to the trainshed roof, but thankfully, this was modest enough to deem it practical and worthwhile to repair, normal service at the station resuming after the conflict. Since the advent of World War II, the prominent Lord Warden Hotel had been used as offices; the Marine Department occupied the building from 1952 onwards, by which time it was known as ‘’Southern House’’.
Initially, the British Railways era did not necessarily mean rationalisation for this extensive site, as it did at so many other stations nationwide. Rather, the emphasis was on modernising facilities, to cater for new rail freight boat traffic which, in these pre-Chunnel days, was still important and by no means in decline. Modernisation of the site began in 1953, with the renewal of the five quayside cranes which ran alongside the northern wall of the terminus. This was followed in February 1956 by the approval of the Kent Coast Electrification Scheme. Published within an ‘’Extension of Electrification’’ report of 1957 were the alterations proposed for the Marine station. In early 1959, the station was closed to passengers temporarily to allow modifications to be carried out. These involved the extension of both island platforms westward by 114-feet, beyond the extent of the trainshed, and the installation of canopies above the exposed surfaces. The platform extensions were constituted of prefabricated concrete components, manufactured at Exmouth Junction concrete works; the platform canopies were W-shaped and lacked any form of valance. The latter were virtually enlarged versions of the equally clinical canopies which emerged at the rebuilt Folkestone Central and St Mary Cray stations, and these additions somewhat marred the attractive stone façade of the SE&CR station. Third rail was installed on all platform lines during 1959, as part of the ‘’Chatham’’ line electrification of the scheme’s ‘’Phase 1’’, and these were subsequently energised for the commencement of the full electric timetable via this route on 15th June of that year. An enclosed riveted steel footbridge was also erected across the approach tracks from Dover Priory, linking the main entrance beside the Lord Warden Hotel with the Customs Hall, on the northern perimeter of the Western Docks. Naturally, steam continued to visit the station by means of the ex-SER trunk line from the Folkestone direction until the implementation of a full electric timetable on this route on 18th June 1962. The Golden Arrow had been hauled by E5000 series electric locomotives since 12th June 1961. Colour lights installed at the Marine station during the electrification scheme were of the three-aspect type. Before electrification, the empty stock of arrived services would be shunted out the seaward end of the trainshed, and up along the extent of the old Admiralty Pier, to clear the platform lines. Locomotives would also be required to run-a-round using the Admiralty Pier tracks.
The commencement of electric haulage on the Golden Arrow in the June of 1961 coincided with the demise of Dover engine shed. Hitherto, the depot had the responsibility of servicing the Stewarts Lane-allocated steam locomotives which brought the luxurious train down from Victoria. Closure of the sub-shed at nearby Folkestone Junction also occurred, but the site of Dover MPD was put to new railway use, becoming host to a plethora of goods sidings. Closure of goods sidings at Bulwark Street occurred on 15th August 1966, but Archcliffe Junction – at the Folkestone end of the Hawkesbury Street Curve – remained in existence. In the following decade, major works were planned around the Marine station’s peripheral: in 1973, proposals were put forward for the construction of a roll-on-roll-off vehicle shed, and in 1974, planning of a new hoverport at the Western Docks began. After a consultation period spanning 1975 to 1976 inclusive, the hoverport was formally commissioned for operation on 5th July 1978, and replaced a smaller affair situated in the Eastern Docks. Track rationalisation had also occurred beyond the rear of the trainshed, and the ‘’Golden Arrow’’ had ceased between Victoria and the Channel Ports after a final run on 30th September 1972. Since 1969, the number of Pullman cars in the train had been whittled down to five, and the rest of the formation consisted of Second Class BR Mk 1 vehicles.
On 14th May 1979, Dover Marine station was renamed ‘’Dover Western Docks’’, and on 31st October of the following year, the ‘’Night Ferry’’ London to Paris train made its final run. This had first operated on the evening of 14th October 1936, between London Victoria and Paris Gare du Nord, via Dover Marine and Dunkirk. The service was unique among the boat trains, because the carriage stock travelled across the Channel with the passengers and ran on both British and French railway networks. Indeed, the vehicles were smaller than standard Continental carriage stock, having been specially built to meet the restrictive loading gauge of the British system. The service had been suspended during the war years, the last train running through to Paris over the night of 3rd/4th September 1939. After the cessation of the conflict, the ‘’Compagnie Internationale des Wagons-Lits’’ (CIWL: International Sleeping Car Co.) found itself engaged in a search and rescue mission over the whole of Europe, to find several missing carriages. Stock of both the ‘’Night Ferry’’ and ‘’Orient Express’’ services had been taken over by the Germans, camouflaged and armoured, and subsequently used as army vehicles. The ‘’Night Ferry’’ service was resumed on 14th December 1947, and this was followed ten years later by the addition of a through sleeping car to Brussels. A sleeping car for Basle, Switzerland, was added to the service in 1967, but this lasted just two years.
Over the five years which followed the renaming of the station to ‘’Dover Western Docks’’, truncations of the lines within the trainshed, at their seaward ends, saw a ground level walkway come into use for passengers, behind the new buffer stops (a headshunt did, however, still remain for locomotive-hauled services). The SNCF train ferry continued to handle an abundance of ferry vans, shunted by Class 33/2 locomotives – the latter had been under the auspices of Railfreight Distribution (RfD) since that Business Sector’s formation on 10th October 1988. The ferry itself accommodated a double-track, and to maintain balance on the vessel, wagons on both lines would be loaded and unloaded simultaneously. During 1993, the train ferry shunting duty passed to Class 09 diesels.
Channel Tunnel boring began on 1st December 1987, and in light of this, the British Rail Board produced the dreaded report in 1989: the ‘’Proposed closure of Dover Western Docks Station and Folkestone Harbour branch’’. Passenger boat traffic was now seen as a thing of the past, as the advent of the proposed ‘’Eurostar’’ services through the Chunnel would now cater for this, providing a much faster and efficient service. Some of the freight carried upon the ferries could be transferred for haulage through the Chunnel; certain traffic, however, such as chemicals and inflammables, were not permitted through the tunnel, as they were safety hazards. Handling of these goods would therefore transfer to the Eastern Docks, involving the use of road transport, due to the lack of a rail connection there. During 1992, the headshunt facility at Western Docks station was taken out of use, meaning that locomotive-hauled services had to be shunt released – the latter duty was generally undertaken by a RfD Class 33/2. The fateful day was on Saturday 24th September 1994, when 4 CEP No. 1604 departed with the last advertised public departure to Victoria, scheduled for 21:44. The following day, the closure of the station was marked by the visit of ex-BR Pacific No. 70000 ‘’Britannia’’, with ‘’The Continental Farewell’’ rail tour from London Victoria. This had travelled via Balham, Beckenham Junction, and Tonbridge. The locomotive was masquerading as No. 70014 ‘’Iron Duke’’, which was one of two ‘’Britannias’’ formerly associated with the haulage of the famous ‘’Golden Arrow’’ on the South Eastern Division, between the years of 1952 and 1958 inclusive. At Western Docks, the tour met another ex-Golden Arrow locomotive, but of a more modern era: Type ‘’HA’’ E5000 series No. E5001. This locomotive fronted two tours on the same day, taking the excursion stock from Western Docks to Ashford and back, via Folkestone and Canterbury West.
It was not the total end of Dover Western Docks – yet. Until 19th November 1994, empty stock movements to and from the station continued to be available to passengers, albeit not advertised in the official timetable. Thereafter, the trainshed became a useful facility for stabling electric units for cleaning, until complete closure came with the decommissioning of the SE&CR signal box on 5th July of the following year. The bulldozers finally moved in at the beginning of 1996, but thankfully, since the main building was protected by Listed Status, demolitions only encompassed those additions made in 1959, as part of the Kent Coast Electrification Scheme. Naturally, the tightly curving track, with its famous crossovers, was also lifted, and as part of the works to convert the trainshed into a cruise liner terminal, the gap in-between the island platforms was in-filled, to provide a continuous floor at the same level. All red brick offices upon the platforms were retained, as was the elongated footbridge towards the Lord Warden Hotel. Even the substantial SE&CR signal box remained on site as office accommodation, but unlike the main station structure, this was not a Listed building. Tragically, the signal box met its end in 2000. The train ferry dock basin of 1936 was in-filled, and today its site is host to a sand operation.
The British Rail Board’s original report of 1989 outlined the closure of the Folkestone Harbour branch, but in the midst of the redevelopment at the Western Docks, the renowned steeply graded line continued to enjoy services. Unlike at Dover, where the passenger ferries at Eastern Docks were detached from the railway, Sea Cat sailings continued to operate from the railway pier at Folkestone, even after the opening of the Chunnel. These justified the retention of rail services to the Harbour station, which continued until the transference of the Sea Cat to Ramsgate in 2001.
The Olmsted drinking fountain, built into the terrace wall, at the edge of the west lawn of the U.S. Capitol. 1st St, Washington, DC.
It's upsetting to see the plumbing has been removed.
Thank you to those who have made me their contact. Due to poor health, eye problems and low energy I regret I can't take on any new contacts but nearly always manage to reply to your comments. Please no more than 1 invite.
Finding clothes can be a real pain in the tail.
See the items used in this photo at edgeofelysium.blogspot.com/2023/07/fable-storybook-dragon...
This photo shot with my 1960's vintage Zenza Bronica S2A on Ilford film. Photo taken at Fish Lake in the mountains above Whitehorse, Southern Yukon.
Unfortunately, unbenownst to me, the old Bronica camera was suffering from a shutter problem. I got two perfect photos from the roll of 12 then each succeeding image had more and more of the frame cut off at the top. This image is the last of the useable frames, but it is one of only four that are. Every other image was ruined. The following roll was even worse, and then the camera locked up completely.
If any one out there has experience with this sort of issue on the S2/S2A, perhaps you could offer some suggestions in the comments, below? It really is a shame because, as you can see, this camera is capable of taking some striking images, and other than the shutter issue, it's a beautiful unit in mint condition.
New film and new developing technique! :)
Leica M3 + Leica Noctilux 50mm f1.0 v2 @ f1 + yellow Heliopan 60mm filter + Rollei Retro 400 B&W film
I used a 1:100 Rodinal stand development for 45mins at 21 degrees with a few turns in first 10 seconds and 1 mid way for finer grain and highlight retention. Many Rollei Retro portraits I had seen had over exposed highlights so I wanted to minimise this problem
Pleased with the result :) My first time using Rollei Retro 400 film
Model - Katie. Shot in the last of the daylight. Highlight on back of coat was tungsten building light
..developing my own B&W film puts me off shooting colour film more each time. I can pretty much get any exposure, contrast, grain size, sharpness from my negatives as I have full control from start to end. When shooting colour I am normally disappointed on the whole as I know a B&W version will pretty much always look better. That said I am trying to love colour film more and it can be nice if done well
Most of your problems can be explained with the phrase ‘cold are the counsels of women.’
Damn right....and we can dig it.
the-toast.net/2016/03/03/how-to-tell-if-youre-in-a-viking...
"...Y soy, de poncho y espuela,
sobre cualquier redomón,
uno más de mi nación
con la vida por escuela,
el que, a versos y vigüela,
con nudos y disonancias
en poblados o en estancias
se cortó solo, a lo entero,
con modestia o altanero
asegún las circunstancias..."
Fragmento de "Modestia aparte...", de Wenceslao Varela
Fuente: gauchoguacho.blogspot.com/2008/07/modestia-aparte.html
Montevideo, Montevideo, Uruguay
This phenomenon is well known. Drinking giraffes splay their legs to lower their heads and drink. Having finished satisfying their thirst, they raise their heads swiftly to check for danger and the last couple of litres reverses back down to the mouth to create a ribbon of water.
If you think you have seen this pic before, you're probably right! I think I improved it a bit.
Downtown drug problems - a lady looks on as an addict falls into a semi-coma having just had a fix. Moments later the lady was on the phone to EMS. If you look carefully you'll see the addict is still wearing his ID band and stick on chest patches fresh from his last visit to hospital.
Haven't been posting much lately...A website and G+ with a dash of Tumblr have been keeping me busy...and life.
Amadeus - Presentability - Photo Booth
Five single colors and a fatpack.
Land impact: 9
@tokyo
maps.secondlife.com/secondlife/TOKYO%20ZERO/79/140/2501
Mp: marketplace.secondlife.com/stores/134615
Store: maps.secondlife.com/secondlife/Veles/128/112/21
Voguel - Minho Skin
MIHNO SKIN / BOM / EVOX
8 VELOUR TONES: WINTER, MOON, SILK, PEACH, BEIGE, IVORY, FAIR AND TAN
5 NOT FOUND TONES: PALE, RUDDY, MEDIUM, HINTI AND TAN
BROWLESS OPTION
SHAPE INCLUDED
Store: maps.secondlife.com/secondlife/Apocalisse/107/170/600
Mp: marketplace.secondlife.com/stores/233076
[ELOS] - K075
Available at the TMD
Tp: maps.secondlife.com/secondlife/TMD/121/134/22
Link: linktr.ee/elos.sl
Problem Ink - Bomber Jacket
7 single colors
12 colors + hud custom on fp
optional shirt with fp
customizable by 5 parts
Available on Alpha Event 22th December - 17 January.
TP: maps.secondlife.com/secondlife/ACCESS%203/132/111/1001
STORE: www.facebook.com/profile.php?id=100083410297458
Valhalla - Aku Earrings
rigged for swallow gauged
XL F/M
texture hud
New release for MAN CAVE EVENT December round
I just deleted this album then re-loaded it to un tag a dealer i have problems with and to blow off steam about his companies' problem. it won't take the wind out of my sales for the love of life on the road. I just spent the last two hours deleting tags to dealers I’ve made large purchases from. The next step is to take their name off of my Truck and Fifth Wheel! That will teach them! I’ve even deleted two entire albums of photos with tags leading friends to the dealerships. My small protest but to have to spend more money in civil court. There should be a court for dealing with consumer products after large purchases and problems exist. Who can afford to do that and or spend the time teaching the bad dealer a lesson! It’s hard when you live on fantasy island and want to believe there are people out there that are true pros and true craftsmen. I know there are a few people out there because I met them and refused to do business with other dealers because I met them too. I’ve seen a guy weld a Holiday Rambler that broke in half over night at the frame and get me back on the road. There is even an RV dealer five minutes from my house that did such a poor job on a 30 foot trailer I want to restore that they lost a ten-grand restoration job! I went elsewhere for a purchase. Where is Brett Michaels when you need him! Now to find the proper venues to vent. Do you think the dealer’s sites post bad reviews? I’m the perfect sucker for a Salesman that cares nothing but for the commission or if they aren’t paid on commission for the BS they lay on you to kill time to eventually close the sale. I shopped for years at many different places within the State and even some Florida dealers for the right RV for me. I have twenty years’ road experience with travel trailers in and out of campgrounds and dealers. The hard part is when you find a good mechanic you are often down the road on the next adventure. The dealer can’t take away my enthusiasm for the joy of my new trailer. They are so useful when built properly and so versatile for travel or events or full time Road Warriors! Who wouldn’t be frustrated when there are 18 jobs that need attention! I was told by the salesman I’d get a good education from top to bottom and the demo guy was going to send me out of the dealership with the fifth wheel receiver or jaws ungreased with no Teflon pad for the fifth wheel! I really needed a fifth wheel hooking and unhooking lesson along with good Hydraulic jack lesson. I was good for most other things except how the solar panel works. But they try hard to push you off on the useless manuals or Destruction books because they are over worked and under staffed in the service area. I get that. Except learning the hard way almost cost me my hand with a bed and the fifth wheel. Luckily I’m quick. Sometimes I don’t know if I should have been a great mechanic a teacher or a great lawyer. I walked HIM through greasing the B&W hitch and greasing the receiver and made him put the Teflon pad he was going to make me leave without that I bought two years ago in anticipation of having a fifth wheel from Mark (the good guy) at the RV show in Greensboro. No kidding, I put a lot of thought into this. Needless to say, he has mechanical skills beyond my capability and they used the excuse it was market time or the RV show to be short with me. Now that I have tested things on the trailer before a trip and found at least 18 jobs that need to be done after waiting for a call for parts that had already been delivered and a call never received then accused of not paying for screens that didn’t fit and that a $125.00 per hour fee was going to be charged, who wouldn’t be upset? Did I mention this? It will always be something! They can just put the nail in the coffin for the common belief that it is over after the Sale is done. Getting passed off from one department to the other is unforgiveable! The excuse is familiar. I just do Sales; you have to talk to Service. Service says we just do Service, you have to go to parts. Even with lifetime warranty printed and tagged all over the trailer with a promise to teach you about how everything works I’ve found out the hard way from a popular dealer in Rural Hall, NC that it is not the case! It’s too bad I didn’t buy my Truck or RV and drive all the way to Atlanta to deal with @Scott Trail or find a similar friend that would make sure everything is right. Dream on Consumer! So, if any name bashing starts remember we always have one friend in the car, RV, insurance or Sales business. When we overall call all Salesman assholes or all insurance companies thieves or all dealings with service mechanics complete disasters we have to remember we have people on our friend’s lists that have those jobs. You know what, right now after a huge purchase and being shuffled it’s amazing I can work up any mercy for any of them. I’ve tried to be a Salesman. Service over profit was my downfall. I’ve tried to be a Customer Service Rep. It was difficult talking to people that needed parts after a large purchase when you just learned there aren’t any parts! We are all selling something whether we know it or not. If you aren’t taking pride in your job to be the best you can be and just killing time you are a part of this problem! Not everyone has a dream job. But it is just my turn to take a punch, but I’m swinging back! It is just unfortunate for them I know a little about RVs. I must have too high a standard to believe that there are really people that give a damn about products or follow through after the sale. I hate that we just don’t care attitude that leaves you searching for a better place. I had a place in Mooresville that I will find again for service. Hopefully the same family runs the place. It is near the Lake in Terrell. I need to return to and find another mobile mechanic once that moved on to a dealer in the mountains and I can’t dig his name up. There are good people out there. They are so hard to find. Maybe it is just me. I expect too much after laying down a hard-earned wage or a life savings for a house, new car, recreation vehicle or piece of equipment that is supposed to work. When I get a new toy, I want to take a photo of every nut bolt and screw on it, one because I am proud, the other reason is for future reference when things fall apart. Buyer’s remorse sucks even if you know the term all too well, Buyer Beware! I saw one guy at the current dealership I am dealing with now running, literally running to get from customer to customer after my purchase. In between him and the good mechanics are problems! The good guy’s name is Mark. He is extremely smart and knows RV’s and fifth wheels up and down. He was literally running with a ladder and carrying three heavy hitches with him to try to wait on at least two customers at the same time. I’m always leaving a window or looking for the good and hoping I’m not back on fantasy island. There were excellent qualified educated trailer technicians in the service in a good building with the right tools to build trailers from scratch, including paint. Getting to them is a full-time job on the customer’s end. They even had parts delivered that they owed me on what they call a we owe and hadn’t bothered to call in a three-week period. They wanted to double charge for some bug screens around 50 bucks until I produced a paid receipt. Even after the Salesmen told (I know his name) the parts manager he personally sat with the mechanic for a half hour trying patiently to put on the wrong screen. Even with lifetime warranty written all over my trailer they wanted to charge me for service $125.00 per hour for labor. That must be some sort of trick. For $125.00 an hour most any parts should be free! I waited three hours even with a scheduled appointment to even get told they were ready to take her in. Two days later I had to force the call to get an eta on when she would be ready. Imagine if I were a full timer living full time in my RV or still doing three shows a day in three different cities a day. Fortunately, I am gifted with a little time. The service manager mentioned to do the 18 jobs I needed to be done he still had to order parts. Imagine I was sold a unit that I (The Customer) found at least 18 things to do after leaving the lot and running the unit. So, I am going to rescue my unit tomorrow and hope what they did fix after two days waiting can get me through my first trip until parts come for the rest of the job. Do you think I am a fool to take it back? It is a hard call! I’ll know tomorrow if I receive a bill or the trailer is in good shape. The tough part is, after you have been tough with service now your unit is at their mercy. I was told by a good agent I don’t take any crap from anyone. But sometimes it costs me. But those of you that are passive and just let them walk all over you take a bigger beating. With full time jobs or people that depend on their unit as a full-time vehicle you can imagine the pressure to change up vacation times or deal with time off from your job to take care of problems.
I absolutely love the new Marvel theme! The figs are amazing! And if you notice Deadpools leg printing its perfect XD
Cavendish Mews is a smart set of flats in Mayfair where flapper and modern woman, the Honourable Lettice Chetwynd has set up home after coming of age and gaining her allowance. To supplement her already generous allowance, and to break away from dependence upon her family, Lettice has established herself as a society interior designer, so her flat is decorated with a mixture of elegant antique Georgian pieces and modern Art Deco furnishings, using it as a showroom for what she can offer to her well heeled clients.
Today however we are following Lettice’s maid, Edith, who together with her beau, local grocery delivery boy Frank Leadbetter, have wended their way north-east from Cavendish Mews on their Sunday off, through neighbouring Soho to the Lyons Corner House* on the corner of Oxford Street and Tottenham Court Road. As always, the flagship restaurant on the first floor is a hive of activity with all the white linen covered tables occupied by Londoners indulging in the treat of a Lyon’s luncheon or early afternoon tea. Between the tightly packed tables, the Lyons waitresses, known as Nippies**, live up to their name and nip in and out, showing diners to empty tables, taking orders, placing food on tables and clearing and resetting them after diners have left. The cavernous space with its fashionable Art Deco wallpapers and light fixtures and dark Queen Anne English style furnishing is alive with colour, movement and the burbling noises of hundreds of chattering voices, the sound of cutlery against crockery and the clink of crockery and glassware fills the air brightly.
Amidst all the comings and goings, Edith and Frank sit at a table for two just adjunct to one of the glass fronted cabinets filled with delicious cakes on display, engrossed in a conversation over the film that they have just seen together in an East Ham cinema.
“Oh I did enjoy ‘The Notorious Mrs. Carrick’***, Frank.” Edith enthuses. “That Cameron Carr**** is such a handsome film star!” she sighs.
“Hey!” splutters Frank as he deposits his teacup back into its saucer. “I would hope you only have eyes for me, Edith Watsford, and not some flicker of light up on a screen at the Premier in East Ham*****.”
“Are you jealous, Frank Leadbetter?” Edith laughs, her amused giggles blending in with the vociferous chatting going on around them.
“Certainly not!” Frank retorts blusteringly, stiffening in his seat. “Don’t talk such rubbish!”
“I declare, you are!” Edith giggles.
“Am not!”
“You are, Frank, and don’t pretend you aren’t.” she teases. “I can tell when you are, and your flushing cheeks give you away.”
“Oh really?” Frank gasps, raising his hands to his cheeks and pressing his palms into them to hide the rising colour in his face.
“Oh Frank!” Edith continues to chuckle. “You know you have nothing to worry about. Those film stars are just matinee idols******. They aren’t flesh and blood like you are. They are…” She pauses for a moment to think of the right words. “They are creatures made of stardust and dreams.” She gesticulates waving her hands elegantly through the air between them. “They aren’t real. I’m just like most girls, Frank. I like the moving pictures for their fantasy and their escapism into another world, far away from the hand graft of our everyday lives.”
“Well, so long as you don’t become like those crazy girls who scream hysterically in the street about that Rudolph Valentino*******, making a scene, and fools of themselves.” Franks says with distain.
“As if I would, Frank!” Edith retorts, lifting her cup of tea to her lips. “You know me well enough to know I’d never do anything like that! If anything, Miss Lettice or some of her flapper friends strike me as being more inclined to behave like that, and even then Miss Lettice would only do it just to shock her parents.”
“Well, she does influence you,” Frank replies sagely. “Even if you don’t know it.”
“Oh, don’t talk such rubbish, Frank.” Edith scoffs with a wave of her hand. “It is true that I admire Miss Lettice - it makes it easier to work for her that I do – but I would never let her influence me like that! She already tries to fill my head with ideas about my place in this new post-war world, but I’m not prepared to be quite as revolutionary as she would have me be.”
Their conversation is interrupted by a Nippie carrying a blue and white china plate on which some dainty triangle sandwiches are prettily arranged and garnished with parsley sprigs. “Tongue and jelly sandwiches********.” she announces cheerily over the hubbub of chatter around them before lowing the plate onto the empty space on the white linen covered tablecloth between their plates and teacups.
“Thank you, Miss.” Edith says politely to the Nippie, who’s grateful smile brightens her slightly tired looking visage beneath her stiff linen cap. After the Nippie leaves, Edith turns her attention back to Frank and adds, “I was always taught that ‘pleases’ and ‘thank yous’ go a long way, in this world, and that you should always thank anyone who is serving you, whether it is a shop girl, or a Nippie.” She slips her starched linen napkin out from underneath her knife and shakes it out before draping it across her lap. “And my Mum taught me that by the way, not Miss Lettice.” she continues, as she makes a selection from the sandwiches on the plate, removing the top one from the stack.
“Well, I’m glad to hear it, Edith.” Frank says as he shakes out his own napkin and places it across his lap before selecting a sandwich for himself. “I’ve always admired you for your manners and how polite and kind you are to others. Your mother taught you well.”
“And your parents and grandmother taught you well… Francis.” Edith adds Frank’s proper name at the end of the sentence cheekily, teasing him.
“I wish Gran had never let that slip.” Frank mutters begrudgingly. “I’m Frank now. No-one at the trades union will take me seriously if I’m called Francis.”
“Oh, I’m only teasing, Frank.” Edith reaches out her right hand and grasps his left as it rests on the tablecloth next to his plate. She smiles in an assuring way towards Frank.
Edith takes a bite of her sandwich, enjoying the soft white bread and the spiced meat as she rolls it around her mouth, and sighs contentedly.
“Oh, and thinking of the trade unions, there’s something I wanted to talk to you about, Edith.” Frank remarks as he chews on a mouthful his sandwich.
Edith swallows her mouthful of sandwich hard and picks up her teacup. Sipping her tea she remarks, “That sounds very serious, Frank.”
Frank looks earnestly at Edith. “Well, I suppose it is, Edith.”
Replacing her cup into its saucer, Edith smiles sweetly at Frank. “What is it then, Frank?”
Frank reaches inside the inner breast pocket of his tweed jacket and withdraws an advertising leaflet. Slightly dogeared, he hands it over the table to Edith.
“What’s this then?” She glances at the colourful brochure. On its cover is a stylised drawing of a Tutorbethan style********* two storey house with a tiled pitched roof set amidst an idyllic and lush English cottage garden. “Metro-Land, price twopence.” she reads the golden yellow wording on a dark brown background in a vignette at the bottom of the booklet.
“How would you like to live there, Edith?” Frank asks, his voice breathy with excitement.
Edith looks up from the brochure with wide and startled eyes. “Have you broken the bank at Monte Carlo********** Frank?” she laughs. “We couldn’t afford to live in a house like this, even with my extra four shillings a month as part of our combined wages! I won’t be earning a proper wage after we get married*********** don’t forget, Frank.” she cautions. “Where is this anyway?” She flicks the pamphlet open. “Chalk Hill Estate.”
“For around five shillings a week, we could rent a nice little two-up two-down************ semi************* just like that, in the Chalk Hill Estate: maybe a little bit more if we want one that’s furnished.”
“You’re dreaming, Frank. We can’t afford this.” she scoffs as she runs her hand over the brightly coloured cover. “This is for the aspiring middle-classes, not for the likes of us.”
“Ah, but that’s where your reckoning is wrong, Edith.” Frank replies, picking up his cup and taking a sip of his milky tea. “You see, when I was at the trades union meeting the other week, I met up with my friend Richard, and well, he told me that there might be an opening or two in one of the new grocers shops being built in places like the Chalk Hill, Grange and Cedars Estates for an assistant manager position, which would lead eventually to a position where I’d be running my own corner grocer. Even as an assistant manager, I’d be earning a decent wage: we might be lower middle-class dare I suggest it.” Frank smiles proudly. “Richard gave me that pamphlet.”
“So where are these Metroland************** estates then, Frank?”
“Well, they are these new London suburbs being built north-west of London: Buckinghamshire, Hertfordshire, Middlesex.”
“Buckinghamshire?” Edith splutters, nearly choking on the mouthful of tea she has just drunk. “But that’s where Miss Lettice’s married sister lives! That’s miles away! It’s the country!”
“Well not any more it isn’t Edith.” Frank assures her. “It’s all being subdivided now and served by the Metropolitan Railway. They are the ones who are developing it.”
“But I don’t want to move to Buckinghamshire, Frank!”
“It’s not so bad, Edith. The Chalk Hill, Grange and Cedars Estates are all being built along the railway line not too far from Wembley Park, so you’d be able to visit your parents easily, and they’d be able to come and visit us too. In fact, you’d be closer to them than you are at Cavendish Mews. We’d live in a nice little house behind the shop, with all the mod-cons like indoor plumbing and electricity, just like Miss Lettice’s flat at Cavendish Mews.”
“That all sounds splendid, Frank, but the country!”
“They aren’t the country. They are called the ‘new suburbs’. Anyway, don’t forget that Harlesden was once a country area too. You’ve heard your mother tell stories about how she and your grandparents lived on a farm when she was growing up.”
Edith contemplates what Frank says for a moment. “Well, I think they might have lived a bit further out than Harlesden, then Frank.”
“But even so, Edith, Harlesden was a rural area once. Anyway, if I were running a corner grocer, or even being an assistant manager of one to begin with, we would be right in the heart of the shopping strip, so you wouldn’t be far from anything.”
“I remember what Queenie told Hilda and I about life in a country village, and I saw it for myself,” Edith tempers, remembering the trip that she and her best friend took to visit their friend and fellow housemaid, Queenie, in Alderley Edge in Cheshire. “Everyone there knows everyone else’s business, and the ladies there were all horribly snobbish and mean to Queenie, and were equally snobbish to Hilda and I once they knew that we were maids – not that there’s anything wrong with being a humble domestic.”
“Of course there isn’t, Edith. However, Alderley Edge is different to one of these estates, Edith.” Frank assures her.
“I don’t see how, Frank.”
“Well, Alderley Edge was a village and an old one at that, and Cheshire has some very fancy people living in it. These estates like Chalk Hill,” He points to the leaflet hanging limply in Edith’s hand. “Are new. There are no existing big families with fancy titles and histories and all that. There’s no pecking order. It would be made up of working people – yes, many middle-class families looking to solve their housing problems, but aspiring working people like us, too. It would be far more…” He thinks for a moment. “Egalitarian.”
“And what does that mean, Frank?” Edith spits.
“Well, it’s a belief, a belief based on the principle that all people are equal and deserve equal rights and opportunities.”
“Hhhmmm…” Edith contemplates. “Well, we’ll see about that. That all sounds fine in theory, but in my experience there are people who look down on other people everywhere, like nasty old Widow Hounslow,” She utters the name of her parent’s doughy landlady with distaste. “In Harlesden. I think people wanting to start new lives and lord that fact over others might live in these new paradise suburbs of yours, Frank.”
“Oh now don’t be like that, Edith! You sound like your mother when you talk like that.”
“Well, you can hardly blame me, Frank. This,” She hands the pamphlet back to Frank with an air of distain. “Is a big change you’re suggesting we make.”
Frank accepts the thin booklet and slips it somewhat reluctantly back into his inner breast pocket. “But just think, we could have a lovely home together: a real home with a little garden.”
“Dad has an allotment.” Edith defends.
“I know, but imagine a proper garden for the children to run around and play in. The children we have, Edith, can grow up attending local schools and getting lots of fresh air. There would be no pea-soupers*************** for them to suffer through.”
Edith considers the great clouds of thick, dense fog enveloping the streets of London and seeping into the corners of even places as fine as Cavendish Mews during the winter months, and how everyone coughs badly during them and in their aftermath.
“Well that’s true.” she admits begrudgingly. “But…”
“And if we lived in a little house like this,” Frank pats his jacket where the pamphlet now resides. “We’d have room for Hilda or Queenie to come and stay. Wouldn’t that be nice.”
“Very nice Frank.” Edith replies a little disbelievingly. “But what about your Gran?”
“What about her, Edith?”
“Well, if we moved to one of these new Metroland estates of yours, we’d be closer to my parents, but further away from Upton Park, and your Gran is older than my parents are.”
“Oh!” Frank dismisses. “Gran will be fine with it. She’s been telling me that I should get out of London if I can for years now. Don’t forget that before she married my grandfather, Gran lived in a little Scottish village. London is the only big city she has ever lived in, and she still doesn’t like it even to this day.”
“But what about when she gets older, Frank? She’s already infirm now.”
“Well,” Frank admits a little sheepishly. “I’ve been thinking about that too.”
“And?”
“And I was thinking that she might come to live with us when the time came that she couldn’t be on her own any more, since we’d have a bit more room with a house of our own.”
“It sounds like this house of yours that you imagine for us might be made of elastic, Frank,” Edith snorts with mild amusement and disbelief. “What with our children, my parents, Hilda and Queenie visiting, and now you Gran coming to live with us. Where will everyone fit? Someone will have to sleep in the inside privy!”
“We’d make it work, Edith.” Frank assures her. “Together.”
“Well, it’s a lot to consider, Frank.” Edith says after taking a few minutes to chew another mouthful of sandwich, the bread, tongue and jelly suddenly heavy in her mouth and stomach.
“But you will consider it, Edith?” Frank asks, the hopeful lilt in his voice echoing the optimistic glint in his bright blue eyes and anticipative stance as he sits across from his sweetheart.
“Metroland.” Edith utters.
“Our future… in Metroland.”
Edith sighs heavily. “You have rather sprung this on me, Frank.”
“Well, I hadn’t even considered the idea until Richard mentioned it to me at the trade unions meeting.”
“It’s a lot for me to consider, Frank. It means a major shift in where I’d envisaged us living after we were married, and how we would live.”
“Oh, me too, Edith. The most I’d hoped for was to take a position as a buyer or merchandiser at another grocer, maybe one south of the Thames.”
“So, you have to give me time to warm to the idea.”
“I don’t see what’s to warm to, Edith. Imagine our live…”
Edith holds up her worn right hand to silence Frank’s immediate defence of his idea. “You know me, Frank. I’m not as enthused as you are about new ideas. You have to give me time, or this will never work.”
Frank smiles as he settles back more comfortably in his seat and picks up the remains of a triangle of tongue and jelly sandwich. “I’ll wait for as long as you need to be convinced that our future in Metroland will be for the best, Edith.” He takes a bite of the sandwich in his hand. “Anyway, it’s not like I’m marrying you tomorrow and whisking you away to Buckinghamshire.”
“And you won’t be, Frank Leadbetter.” Edith cautions him. “Just the other side of Wembley is one thing. Buckinghamshire is quite another.”
Edith picks up her teacup and takes a sip of her tea.
*J. Lyons and Co. was a British restaurant chain, food manufacturing, and hotel conglomerate founded in 1884 by Joseph Lyons and his brothers in law, Isidore and Montague Gluckstein. Lyons’ first teashop opened in Piccadilly in 1894, and from 1909 they developed into a chain of teashops, with the firm becoming a staple of the High Street in the United Kingdom. At its peak the chain numbered around two hundred cafes. The teashops provided for tea and coffee, with food choices consisting of hot dishes and sweets, cold dishes and sweets, and buns, cakes and rolls. Lyons' Corner Houses, which first appeared in 1909 and remained until 1977, were noted for their Art Deco style. Situated on or near the corners of Coventry Street, Strand and Tottenham Court Road, they and the Maison Lyonses at Marble Arch and in Shaftesbury Avenue were large buildings on four or five floors, the ground floor of which was a food hall with counters for delicatessen, sweets and chocolates, cakes, fruit, flowers and other products. In addition, they possessed hairdressing salons, telephone booths, theatre booking agencies and at one period a twice-a-day food delivery service. On the other floors were several restaurants, each with a different theme and all with their own musicians. For a time, the Corner Houses were open twenty-four hours a day, and at their peak each branch employed around four hundred staff including their famous waitresses, commonly known as Nippies for the way they nipped in and out between the tables taking orders and serving meals. The tea houses featured window displays, and, in the post-war period, the Corner Houses were smarter and grander than the local tea shops. Between 1896 and 1965 Lyons owned the Trocadero, which was similar in size and style to the Corner Houses.
**The name 'Nippies' was adopted for the Lyons waitresses after a competition to rename them from the old fashioned 'Gladys' moniker - rejected suggestions included ‘Sybil-at-your-service’, ‘Miss Nimble’, Miss Natty’ and 'Speedwell'. The waitresses each wore a starched cap with a red ‘L’ embroidered in the centre and a black alpaca dress with a double row of pearl buttons.
***”The Notorious Mrs. Carrick” is a 1924 British silent crime film directed by George Ridgwell and starring Cameron Carr, A.B. Imeson and Gordon Hopkirk. It was an adaptation of the novel Pools of the Past by Charles Proctor. The film was made by Britain's largest film company of the era Stoll Pictures. It was released in July 1924.
****Cameron Carr was an English actor of the silent era, born in 1876, he died in 1944. He made many films between 1918 and the early 1930s. Then like many stars of the silent era, the advent of talking pictures put an end to his career in films as he found the transition to talkies to difficult. He starred as the lead actor, of the 1924 silent film, “The Notorious Mrs. Carrick”, playing Mr. Carrick.
*****The Premier Super Cinema in East Ham was opened on the 12th of March, 1921, replacing the 800 seat capacity 1912 Premier Electric Theatre. The new cinema could seat 2,408 patrons. The Premier Super Cinema was taken over by Provincial Cinematograph Theatres who were taken over by Gaumont British in February 1929. It was renamed the Gaumont from 21st April 1952. The Gaumont was closed by the Rank Organisation on 6th April 1963. After that it became a bingo hall and remained so until 2005. Despite attempts to have it listed as a historic building due to its relatively intact 1921 interior, the Gaumont was demolished in 2009.
******A matinee idol is a handsome actor, admired for his good looks.
*******Rodolfo Pietro Filiberto Raffaello Guglielmi di Valentina d'Antonguella was born in May 1895, and was known professionally as Rudolph Valentino and nicknamed The Latin Lover, was an Italian actor based in the United States who starred in several well-known silent films including The Four Horsemen of the Apocalypse, The Sheik, Blood and Sand, The Eagle, and The Son of the Sheik. Valentino was a sex symbol of the 1920s, known in Hollywood as the "Latin Lover" (a title invented for him by Hollywood moguls), the "Great Lover", or simply Valentino. His early death at the age of 31 in 1926 caused mass hysteria among his fans, further cementing his place in early cinematic history as a cultural film icon. In spite of his appeal to women of the 1920s, it is now believed that Valentino was gay, or at the very least bisexual, with relationships with actress Pola Negri and actor Ramón Novarro in addition to his second wife Natacha Rambova. Despite claims of him being a “Latin Lover”, his first marriage to lesbian actress Alla Nazimova was never consummated.
********Tongue and jelly is a gelatinous food made from braided calves tongues, boiled with onions, celery, cloves, herbs, brandy and sugar which is then preserved in gelatine. Back in the 1920s, it is more likely that aspic would have been used, rather than gelatine. It was a very popular savoury topping on picnic sandwiches in the Victorian and Edwardian eras.
*********Tudor Revival architecture, also known as mock Tudor in Britain, first manifested in domestic architecture in the latter half of the Nineteenth Century. Based on revival of aspects that were perceived as Tudor architecture, in reality it usually took the style of English vernacular architecture of the Middle Ages that had survived into the Tudor period. Tudorbethan is a subset of Tudor Revival architecture that eliminated some of the more complex aspects of Jacobethan in favour of more domestic styles of "Merrie England", which were cosier and quaint. It was associated with the Arts and Crafts movement.
**********"The Man Who Broke the Bank at Monte Carlo" (originally titled "The Man that Broke the Bank at Monte Carlo") is a popular British music hall song published in 1891 by Fred Gilbert, a theatrical agent who had begun to write comic songs as a sideline some twenty years previously.[1] The song was popularised by singer and comedian Charles Coborn. Coborn wrote in his 1928 autobiography that to the best of his recollection he first sang the song in 'the latter part of 1891.'[6] An advertisement in a London newspaper suggests, however, that he first performed it in public in mid-February 1892. The song remained popular from the 1890s until the late 1940s, and is still referenced in popular culture today. Coborn, then aged 82, performed the song in both English and French in the 1934 British film “Say It with Flowers”.
***********Prior to and even after the Second World War, there was a ‘marriage bar’ in place. Introduced into legislation, the bar banned the employment of married women as permanent employees, which in essence meant that once a woman was married, no matter how employable she was, became unemployable, leaving husbands to be the main breadwinner for the family. This meant that working women needed to save as much money as they could before marriage, and often took in casual work, such as mending, sewing or laundry for a pittance at home to help bring in additional income and help to make ends meet. The marriage bar wasn’t lifted until the very late 1960s.
************Two-up two-down is a type of small house with two rooms on the ground floor and two bedrooms upstairs. There are many types of terraced houses in the United Kingdom, and these are among the most modest. The first two-up two-down terraces were built in the 1870s, but the concept of them made up the backbone of the Metroland suburban expansions of the 1920s with streets lined with rows of two-up two-down semi-detached houses in Mock Tudor, Jacobethan, Arts and Crafts and inter-war Art Deco styles bastardised from the aesthetic styles created by the likes of English Arts and Crafts Movement designers like William Morris and Charles Voysey.
*************A semi-detached house (known more commonly simply as a semi) is a house joined to another house on one side only by a common wall.
**************Metroland is a name given to the suburban areas that were built to the north-west of London in the counties of Buckinghamshire, Hertfordshire and Middlesex in the early part of the Twentieth Century that were served by the Metropolitan Railway. The railway company was in the privileged position of being allowed to retain surplus land; from 1919 this was developed for housing by the nominally independent Metropolitan Railway Country Estates Limited (MRCE). The term "Metroland" was coined by the Met's marketing department in 1915 when the Guide to the Extension Line became the Metro-land guide. It promoted a dream of a modern home in beautiful countryside with a fast railway service to central London until the Met was absorbed into the London Passenger Transport Board in 1933.
***************A term originating in Nineteenth Century Britain, a pea soup fog is a very thick and often yellowish, greenish or blackish fog caused by air pollution that contains soot particulates and the poisonous gas sulphur dioxide. It refers to the thick, dense fog that is so thick that it appears to be the color and consistency of pea soup. Pea-soupers were particularly common in large industrial cities like Manchester and Liverpool and populous cities like London where there were lots of coal fires either for industry and manufacturing, or for household heating. The last really big pea-souper in London happened in December 1952. At least three and a half to four thousand people died of acute bronchitis. However, in cities like Manchester and Liverpool, where the concentration of manufacturing was higher, they continued well beyond that.
An afternoon tea made up with tea and a selection of triangle sandwiches like this would be enough to please anyone, but I suspect that even if you ate everything you can see here on the table in and in the display case in the background, you would still come away hungry. This is because they, like everything in this scene are 1:12 size miniatures from my miniatures collection.
Fun things to look for in this tableau:
The plate of sandwiches in the centre of the table was made by an unknown artisan and was acquired through Kathleen Knight’s Dolls House Shop in the United Kingdom. The coffee pot with its ornate handle and engraved body is one of three antique Colonial Craftsman pots I also acquired from Kathleen Knight’s Dolls House Shop, as is the silver tray on which they stand. The milk jug and sugar bowl are made by Warwick Miniatures in Ireland, who are well known for the quality and detail applied to their pieces. The Lyons Corner House crockery is made by the Dolls’ House emporium and was acquired from an online stockist of miniatures on E-Bay. The J. Lyons & Co. Ltd. tariff in the foreground is a copy of a 1920s example that I made myself by reducing it in size and printing it. Edith’s handbag handmade from soft leather is part of a larger collection of hats and bags that I bought from an American miniature collector Marilyn Bickel.
The table on which all these items stand is a Queen Anne lamp table which I was given for my seventh birthday. It is one of the very first miniature pieces of furniture I was ever given as a child. The Queen Anne dining chairs were all given to me as a Christmas present when I was around the same age.
In the background is a display case of cakes. The Victoria sponge (named after Queen Victoria) on the cake stand is made by Polly’s Pantry Miniatures in America. Whilst the cupcakes have been made in England by hand from clay by former chef turned miniature artisan, Frances Knight. Her work is incredibly detailed and realistic, and she says that she draws her inspiration from her years as a chef and her imagination. All the cakes in the display cabinet came from Kathleen Knight’s Dolls House Shop in the United Kingdom. The glass and metal cake stands and the glass cloche came from Beautifully Handmade Miniatures in Kettering. The glass cake stands are hand blown artisan pieces. The shiny brass cash register also comes from Beautifully Handmade Miniatures.
The wood and glass display cabinet and the bright brass cash register I obtained from a seller of 1:12 miniatures on E-Bay.
January 4, 2019
Minneapolis, Minnesota
A few weeks ago Julia and I took an intro to bouldering class at Minneapolis Bouldering Project and loved it. Our 2019 goals include both working on our fitness and trying new activities/fostering new hobbies, so after work today we joined the bouldering gym.
Bouldering is a form of rock climbing without using ropes or harnesses. It was originally developed as a way for rock climbers to practice more complex climbing moves at a safe distance from the ground - typically bouldering gyms' walls aren't more than 20 feet tall and have cushioned floors, in case of falls. Today, bouldering has become a sport in itself.
The different color coded routes on a wall in a bouldering gym are called problems. From the easiest, yellow, to the hardest, white, the problems are designed to not only test your physical ability, but also function as a puzzle for your mind as well.
One of the problems for me being a closet dresser is next door neighbours. The open window on the top left is my neighbours bedroom. Obviously it is not easy to get onto the patio when she is around. Also i took the picture from my conservatory which is also in view of her bedroom. Today i saw her go out so felt at ease to be Linda outside.