A Sikh is a follower of Sikhism, a monotheistic religion which originated during the 15th century in the Punjab region. The term "Sikh" has its origin in the Sanskrit words शिष्य (śiṣya; disciple, student) or शिक्ष (śikṣa; instruction). A Sikh is a disciple of a guru. According to Article I of the Sikh Rehat Maryada (the Sikh code of conduct), a Sikh is "any human being who faithfully believes in One Immortal Being; ten Gurus, from Guru Nanak to Guru Gobind Singh; Guru Granth Sahib; the teachings of the ten Gurus and the baptism bequeathed by the tenth Guru". "Sikh" properly refers to adherents of Sikhism as a religion, not an ethnic group. However, because Sikhs often share strong ethno-religious ties, many countries, such as the U.K., recognize Sikh as a designated ethnicity on their censuses. The American non-profit organization United Sikhs has fought to have Sikh included on the U.S. census as well, arguing that Sikhs "self-identify as an 'ethnic minority'" and believe "that they are more than just a religion".

Male Sikhs usually have "Singh" (Lion), and female Sikhs have "Kaur" (Princess) as their middle or last name. Sikhs who have undergone the khanḍe-kī-pahul (the Sikh initiation ceremony) may also be recognized by the five Ks: uncut hair (kesh); an iron or steel bracelet (kara); a kirpan (a sword tucked into a gatra strap); kachehra, a cotton undergarment, and kanga, a small wooden comb. Baptized male Sikhs must cover their hair with a turban, which is optional for baptized female Sikhs. The greater Punjab region is the historic homeland of the Sikhs, although significant communities exist around the world.

HISTORY

Sikh political history may be said to begin with the death of the fifth Sikh guru, Guru Arjan Dev, in 1606. Guru Nanak was a religious leader and social reformer in the 15th-century Punjab. Religious practices were formalized by Guru Gobind Singh on 30 March 1699. Singh baptized five people from a variety of social backgrounds, known as the Panj Piare (the five beloved ones) to form the Khalsa, or collective body of initiated Sikhs. Sikhism has generally had amicable relations with other religions, except for the period of Mughal rule in India (1556–1707). Several Sikh gurus were killed by the Mughals for opposing their persecution of minority religious communities including Sikhs. Sikhs subsequently militarized to oppose Mughal rule. The emergence of the Sikh Confederacy under Ranjit Singh was characterized by religious tolerance and pluralism, with Christians, Muslims and Hindus in positions of power. The confederacy is considered the zenith of political Sikhism, encompassing Kashmir, Ladakh and Peshawar. Hari Singh Nalwa, the commander-in-chief of the Sikh army in the North West Frontier, expanded the confederacy to the Khyber Pass. Its secular administration implemented military, economic and governmental reforms. The months leading up to the partition of India in 1947 were marked by conflict in the Punjab between Sikhs and Muslims. This caused the religious migration of Punjabi Sikhs and Hindus from West Punjab, mirroring a similar religious migration of Punjabi Muslims from East Punjab.

The 1960s saw growing animosity between Sikhs and Hindus in India, with the Sikhs demanding the creation of a Punjab state on a linguistic basis similar to other states in India. This was promised to Sikh leader Master Tara Singh by Jawaharlal Nehru, in return for Sikh political support during negotiations for Indian independence. Although the Sikhs obtained the Punjab, they lost Hindi-speaking areas to Himachal Pradesh, Haryana and Rajasthan. Chandigarh was made a union territory and the capital of Haryana and Punjab on 1 November 1966.

Tensions arose again during the late 1970s, fueled by Sikh claims of discrimination and marginalisation by the Hindu-dominated Indian National Congress party and tactics adopted by the Prime Minister Indira Gandhi.

According to Katherine Frank, Indira Gandhi's assumption of emergency powers in 1975 resulted in the weakening of the "legitimate and impartial machinery of government", and her increasing "paranoia" about opposing political groups led her to institute a "despotic policy of playing castes, religions and political groups against each other for political advantage". Sikh leader Jarnail Singh Bhindranwale articulated Sikh demands for justice, and this triggered violence in the Punjab. The prime minister's 1984 defeat of Bhindranwale led to an attack on the Golden Temple in Operation Blue Star and to her assassination by her Sikh bodyguards. Gandhi's assassination resulted in an explosion of violence against Sikh communities and the killing of thousands of Sikhs throughout India. Khushwant Singh described the riots as a Sikh pogrom; he "felt like a refugee in my country. In fact, I felt like a Jew in Nazi Germany". Since 1984, relations between Sikhs and Hindus have moved toward a rapprochement aided by economic prosperity. However, a 2002 claim by the Hindu right-wing Rashtriya Swayamsevak Sangh (RSS) that "Sikhs are Hindus" disturbed Sikh sensibilities. The Khalistan movement campaigns for justice for the victims of the violence, and for the political and economic needs of the Punjab.

In 1996, United Nations Commission on Human Rights Freedom of Religion or Belief Special Rapporteur Abdelfattah Amor (Tunisia, 1993–2004) visited India to report on religious discrimination. The following year Amor concluded, "In India it appears that the situation of the Sikhs in the religious field is satisfactory, but that difficulties are arising in the political (foreign interference, terrorism, etc.), economic (in particular with regard to sharing of water supplies) and even occupational fields. Information received from nongovernment (sic) sources indicates that discrimination does exist in certain sectors of the public administration; examples include the decline in the number of Sikhs in the police force and the military, and the absence of Sikhs in personal bodyguard units since the murder of Indira Gandhi".

Although Sikhs comprise 10 to 15 percent of all ranks of the Indian Army and 20 percent of its officers, they make up 1.87 percent of the Indian population.

During the 1999 Vaisakhi, Sikhs worldwide celebrated the 300th anniversary of the creation of the Khalsa. Canada Post honoured Sikh Canadians with a commemorative stamp in conjunction with the 300th anniversary of Vaisakhi. On April 9, 1999, Indian president K.R. Narayanan issued a stamp commemorating the 300th anniversary of the Khalsa.

DEFINITION

According to Guru Granth Sahib:

One who calls himself a Sikh of the Guru, the True Guru, shall rise in the early morning hours and meditate on the Lord's Name. Upon arising early in the morning, the Sikh is to bathe, and cleanse himself in the pool of nectar. Following the Instructions of the Guru, the Sikh is to chant the Name of the Lord, Har. All sins, misdeeds and negativity shall be erased. Then, at the rising of the sun, the Sikh is to sing Gurbani; whether sitting down or standing up, the Sikh is to meditate on the Lord's Name. One who meditates on my Lord, Har, with every breath and every morsel of food – that Gursikh becomes pleasing to the Guru's Mind. That person, unto whom my Lord and Master is kind and compassionate – upon that Gursikh, the Guru's Teachings are bestowed. Servant Nanak begs for the dust of the feet of that Gursikh, who himself chants the Naam, and inspires others to chant it.

Simran of the Lord's name is a recurring theme of Guru Granth Sahib, and Sukhmani Sahib were composed to allow a devotee to recite Nam throughout the day. Rising at Amrit Velā (before sunrise) is a common Sikh practice. Sikhism considers the spiritual and secular lives to be intertwined: "In the Sikh Weltanschauung ... the temporal world is part of the Infinite and partakes of its characteristics." According to Guru Nanak, living an "active, creative, and practical life" of "truthfulness, fidelity, self-control and purity" is superior to a purely contemplative life.

FIVE Ks

The five Ks (panj kakaar) are five articles of faith which all baptized Sikhs (Amritdhari Sikhs) are obliged to wear. The symbols represent the ideals of Sikhism: honesty, equality, fidelity, meditating on God and never bowing to tyranny. The five symbols are:

- Kesh: Uncut hair, usually tied and wrapped in a Dastar

- Kanga: A wooden comb, usually worn under a Dastar

- Katchera: Cotton undergarments, historically appropriate in battle due to increased mobility when compared to a dhoti. Worn by both sexes, the katchera is a symbol of chastity.

- Kara: An iron bracelet, a weapon and a symbol of eternity

- Kirpan: An iron dagger in different sizes. In the UK Sikhs can wear a small dagger, but in the Punjab they might wear a traditional curved sword from one to three feet in length.

MUSIC & INSTRUMENTS

The Sikhs have a number of musical instruments: the rebab, dilruba, taus, jori and sarinda. Playing the sarangi was encouraged in Guru Har Gobind. The rubab was first played by Bhai Mardana as he accompanied Guru Nanak on his journeys. The jori and sarinda were designed by Guru Arjan. The taus was made by Guru Hargobind, who supposedly heard a peacock singing and wanted to create an instrument mimicking its sounds (taus is the Persian word for peacock). The dilruba was made by Guru Gobind Singh at the request of his followers, who wanted a smaller instrument than the taus. After Japji Sahib, all of the shabda in the Guru Granth Sahib were composed as ragas. This type of singing is known as Gurmat Sangeet.

When they marched into battle, the Sikhs would play a Ranjit Nagara (victory drum) to boost morale. Nagaras (usually two to three feet in diameter, although some were up to five feet in diameter) are played with two sticks. The beat of the large drums, and the raising of the Nishan Sahib, meant that the singhs were on their way.

DISTRIBUTION

Numbering about 27 million worldwide, Sikhs make up 0.39 percent of the world population; approximately 83 percent live in India. About 76 percent of all Sikhs live in the north Indian State of Punjab, where they form a majority (about two-thirds) of the population. Substantial communities of Sikhs (more than 200,000) live in the Indian states or union territories of Haryana (more than 1.1 million), Rajasthan, West Bengal, Uttar Pradesh, Delhi, Maharashtra, Uttarakhand, Madhya Pradesh Assam and Jammu and Kashmir.

Sikh migration from British India began in earnest during the second half of the 19th century, when the British completed their annexation of the Punjab. The British Raj recruited Sikhs for the Indian Civil Service (particularly the British Indian Army), which led to Sikh migration throughout India and the British Empire. During the Raj, semiskilled Sikh artisans were transported from the Punjab to British East Africa to help build railroads. Sikhs emigrated from India and Pakistan after World War II, most going to the United Kingdom but many to North America. Some Sikhs who had settled in eastern Africa were expelled by Ugandan dictator Idi Amin in 1972. Economics is a major factor in Sikh migration, and significant communities exist in the United Kingdom, Canada, the United States, Malaysia, East Africa, Australia and Thailand.

Although the rate of Sikh migration from the Punjab has remained high, traditional patterns of Sikh migration favouring English-speaking countries (particularly the United Kingdom) have changed during the past decade due to stricter immigration laws. Moliner (2006) wrote that as a consequence of Sikh migration to the UK "becom[ing] virtually impossible since the late 1970s", migration patterns evolved to continental Europe. Italy is a rapidly growing destination for Sikh migration, with Reggio Emilia and Vicenza having significant Sikh population clusters. Italian Sikhs are generally involved in agriculture, agricultural processing, the manufacture of machine tools and horticulture.

Primarily for socio-economic reasons, Indian Sikhs have the lowest adjusted growth rate of any major religious group in India, at 16.9 percent per decade (estimated from 1991 to 2001). Johnson and Barrett (2004) estimate that the global Sikh population increases annually by 392,633 (1.7 percent per year, based on 2004 figures); this percentage includes births, deaths and conversions.

REPRESENTATION

Sikhs have been represented in Indian politics by former Indian prime minister Manmohan Singh and the deputy chairman of the Indian Planning Commission, Montek Singh Ahluwalia. Punjab Chief Minister Parkash Singh Badal is also a Sikh. Past Sikh politicians in India include former president Giani Zail Singh, Sardar Swaran Singh (India's first foreign minister), Speaker of Parliament Gurdial Singh Dhillon and former Chief Minister of Punjab Pratap Singh Kairon.

Politicians from the Sikh diaspora include the first Asian American member of the United States Congress, Dalip Singh Saund, British MPs Piara Khabra, Parmjit Dhanda and Paul Uppal, the first couple to sit together in a Commonwealth parliament (Gurmant Grewal and Nina Grewal, who requested a Canadian government apology for the Komagata Maru incident), former Canadian Shadow Social Development Minister Ruby Dhalla, Canadian Minister of State for Sport Baljit Singh Gosal and Legislative Assembly of Ontario members Vic Dhillon and Jagmeet Singh. Ujjal Dosanjh was the New Democratic Party Premier of British Columbia from July 2004 to February 2005, and was later a Liberal frontbench MP in Ottawa. In Malaysia, two Sikhs were elected MPs in the 2008 general elections: Karpal Singh (Bukit Gelugor) and his son, Gobind Singh Deo (Puchong). Two Sikhs were elected assemblymen: Jagdeep Singh Deo (Datuk Keramat) and Keshvinder Singh (Malim Nawar).

Sikhs comprise 10 to 15 percent of all ranks in the Indian Army and 20 percent of its officers, while making up 1.87 percent of the Indian population. The Sikh Regiment is one of the most-decorated regiments in the army, with 73 Battle Honours, 14 Victoria Crosses, 21 first-class Indian Orders of Merit (equivalent to the Victoria Cross), 15 Theatre Honours, five COAS Unit Citations, two Param Vir Chakras, 14 Maha Vir Chakras, five Kirti Chakras, 67 Vir Chakras and 1,596 other awards. The highest-ranking general in the history of the Indian Air Force is a Punjabi Sikh, Marshal of the Air Force Arjan Singh. Plans by the United Kingdom Ministry of Defence for a Sikh infantry regiment were scrapped in June 2007.

Historically, most Indians have been farmers and 66 percent of the Indian population are engaged in agriculture. Indian Sikhs are employed in agriculture to a lesser extent; India's 2001 census found 39 percent of the working population of the Punjab employed in this sector. The success of the 1960s Green Revolution, in which India went from "famine to plenty, from humiliation to dignity", was based in the Punjab (which became known as "the breadbasket of India"). The Punjab is the wealthiest Indian state per capita, with the average Punjabi income three times the national average. The Green Revolution centred on Indian farmers adopting more intensive and mechanised agricultural methods, aided by the electrification of the Punjab, cooperative credit, consolidation of small holdings and the existing, British Raj-developed canal system. According to Swedish political scientist Ishtiaq Ahmad, a factor in the success of the Indian green revolution was the "Sikh cultivator, often the Jat, whose courage, perseverance, spirit of enterprise and muscle prowess proved crucial". However, not all aspects of the green revolution were beneficial. Indian physicist Vandana Shiva wrote that the green revolution made the "negative and destructive impacts of science [i.e. the green revolution] on nature and society" invisible, and was a catalyst for Punjabi Sikh and Hindu tensions despite a growth in material wealth.

Punjabi Sikhs are engaged in a number of professions which include science, engineering and medicine. Notable examples are nuclear scientist Piara Singh Gill (who worked on the Manhattan Project), fibre-optics pioneer Narinder Singh Kapany and physicist, science writer and broadcaster Simon Singh.

In business, the UK-based clothing retailers New Look and the Thai-based Jaspal were founded by Sikhs. India's largest pharmaceutical company, Ranbaxy Laboratories, is headed by Sikhs. UK Sikhs have the highest percentage of home ownership (82 percent) of any religious community. UK Sikhs are the second-wealthiest (after the Jewish community) religious group in the UK, with a median total household wealth of £229,000. In Singapore Kartar Singh Thakral expanded his family's trading business, Thakral Holdings, into total assets of almost $1.4 billion and is Singapore's 25th-richest person. Sikh Bob Singh Dhillon is the first Indo-Canadian billionaire. The Sikh diaspora has been most successful in North America, especially in California’s fertile Central Valley. American Sikh farmers such as Harbhajan Singh Samra and Didar Singh Bains dominate California agriculture, with Samra specialising in okra and Bains in peaches.

Sikh intellectuals, sportsmen and artists include writer Khushwant Singh, England cricketer Monty Panesar, former 400m runner Milkha Singh, Indian wrestler and actor Dara Singh, former Indian hockey team captains Ajitpal Singh and Balbir Singh Sr., former Indian cricket captain Bishen Singh Bedi, Harbhajan Singh (India's most successful off spin cricket bowler), Bollywood actress Neetu Singh, Sunny Leone, actors Parminder Nagra, Neha Dhupia, Gul Panag, Mona Singh, Namrata Singh Gujral, Archie Panjabi and director Gurinder Chadha.

Sikhs have migrated worldwide, with a variety of occupations. The Sikh Gurus preached ethnic and social harmony, and Sikhs comprise a number of ethnic groups. Those with over 1,000 members include the Ahluwalia, Arain, Arora, Bhatra, Bairagi, Bania, Basith, Bawaria, Bazigar, Bhabra, Chamar, Chhimba, Darzi, Dhobi, Gujar, Jatt, Jhinwar, Kahar, Kalal, Kamboj, Khatri, Kumhar, Labana, Lohar, Mahtam, Mazhabi, Megh, Mirasi, Mochi, Nai, Rajput, Ramgarhia, Saini, Sarera, Sikligar, Sunar, Sudh, Tarkhan and Zargar.

An order of Punjabi Sikhs, the Nihang or the Akalis, was formed during Ranjit Singh's time. Under their leader, Akali Phula Singh, they won many battles for the Sikh Confederacy during the early 19th century.

IN THE INDIAN & BRITISH ARMIES

Sikhs supported the British during the Indian Rebellion of 1857. By the beginning of World War I, Sikhs in the British Indian Army totaled over 100,000 (20 percent of the force). Until 1945 fourteen Victoria Crosses were awarded to Sikhs, a per-capita regimental record. In 2002 the names of all Sikh VC and George Cross recipients were inscribed on the monument of the Memorial Gates on Constitution Hill, next to Buckingham Palace. Chanan Singh Dhillon was instrumental in campaigning for the memorial.

During World War I, Sikh battalions fought in Egypt, Palestine, Mesopotamia, Gallipoli and France. Six battalions of the Sikh Regiment were raised during World War II, serving in the Second Battle of El Alamein, the Burma and Italian campaigns and in Iraq and receiving 27 battle honours. Around the world, Sikhs are commemorated in Commonwealth cemeteries.

In the last two world wars 83,005 turban wearing Sikh soldiers were killed and 109,045 were wounded. They all died or were wounded for the freedom of Britain and the world, and during shell fire, with no other protection but the turban, the symbol of their faith.

—General Sir Frank Messervy

British people are highly indebted and obliged to Sikhs for a long time. I know that within this century we needed their help twice [in two world wars] and they did help us very well. As a result of their timely help, we are today able to live with honour, dignity, and independence. In the war, they fought and died for us, wearing the turbans.

—Sir Winston Churchill

IN THE WEST

During the late 19th and early 20th centuries, Sikhs began to emigrate to East Africa, the Far East, Canada, the United States and the United Kingdom. In 1907 the Khalsa Diwan Society was established in Vancouver, and four years later the first gurdwara was established in London. In 1912 the first gurdwara in the United States was founded in Stockton, California.

Since Sikhs (like Middle Eastern men) wear turbans, some in Western countries have been mistaken for Muslim or Arabic men since the September 11 attacks and the Iraq War. Several days after the 9/11 attacks Sikh Balbir Singh Sodhi was murdered by Frank Roque, who thought Sodhi was connected with al-Qaeda. CNN suggested an increase in hate crimes against Sikh men in the United States and the UK after the 9/11 attacks.

Since Sikhism has never actively sought converts, the Sikhs have remained a relatively homogeneous ethnic group. The Kundalini Yoga-based activities of Harbhajan Singh Yogi in his 3HO (Happy, Healthy, Holy) organisation claim to have inspired a moderate growth in non-Indian adherents of Sikhism. In 1998 an estimated 7,800 3HO Sikhs, known colloquially as ‘gora’ (ਗੋਰਾ) or ‘white’ Sikhs, were mainly centred around Española, New Mexico and Los Angeles, California. Sikhs and the Sikh American Legal Defense and Education Fund overturned a 1925 Oregon law banning the wearing of turbans by teachers and government officials.

In an attempt to foster Sikh leaders in the Western world, youth initiatives by a number of organisations have begun. The Sikh Youth Alliance of North America sponsors an annual Sikh Youth Symposium, a public-speaking and debate competition held in gurdwaras throughout the U.S. and Canada.

ART & CULTURE

Sikh art and culture are nearly synonymous with that of the Punjab, and Sikhs are easily recognised by their distinctive turban (Dastar). The Punjab has been called India’s melting pot, due to the confluence of invading cultures (Greek, Mughal and Persian) from the rivers from which the region gets its name. Sikh culture is therefore a synthesis of cultures. Sikhism has forged a unique architecture, which S. S. Bhatti described as "inspired by Guru Nanak’s creative mysticism" and "is a mute harbinger of holistic humanism based on pragmatic spirituality".

During the Mughal and Afghan persecution of the Sikhs during the 17th and 18th centuries, the latter were concerned with preserving their religion and gave little thought to art and culture. With the rise of Ranjit Singh and the Sikh Raj in Lahore and Delhi, there was a change in the landscape of art and culture in the Punjab; Hindus and Sikhs could build decorated shrines without the fear of destruction or looting.

The Sikh Confederacy was the catalyst for a uniquely Sikh form of expression, with Ranjit Singh commissioning forts, palaces, bungas (residential places) and colleges in a Sikh style. Sikh architecture is characterised by gilded fluted domes, cupolas, kiosks, stone lanterns, ornate balusters and square roofs. A pinnacle of Sikh style is Harmandir Sahib (also known as the Golden Temple) in Amritsar.

Sikh culture is influenced by militaristic motifs (with the Khanda the most obvious), and most Sikh artifacts - except for the relics of the Gurus - have a military theme. This theme is evident in the Sikh festivals of Hola Mohalla and Vaisakhi, which feature marching and displays of valor.

Although the art and culture of the Sikh diaspora have merged with that of other Indo-immigrant groups into categories like "British Asian", "Indo-Canadian" and "Desi-Culture", a minor cultural phenomenon which can be described as "political Sikh" has arisen. The art of diaspora Sikhs like Amarjeet Kaur Nandhra and Amrit and Rabindra Kaur Singh (the "Singh Twins") is influenced by their Sikhism and current affairs in the Punjab.

Bhangra and Giddha are two forms of Punjabi folk dancing which have been adapted and pioneered by Sikhs. Punjabi Sikhs have championed these forms of expression worldwide, resulting in Sikh culture becoming linked to Bhangra (although "Bhangra is not a Sikh institution but a Punjabi one").

PAINTING

Sikh painting is a direct offshoot of the Kangra school of painting. In 1810, Ranjeet Singh (1780–1839) occupied Kangra Fort and appointed Sardar Desa Singh Majithia his governor of the Punjab hills. In 1813 the Sikh army occupied Guler State, and Raja Bhup Singh became a vassal of the Sikhs. With the Sikh kingdom of Lahore becoming the paramount power, some of the Pahari painters from Guler migrated to Lahore for the patronage of Maharaja Ranjeet Singh and his Sardars.

The Sikh school adapted Kangra painting to Sikh needs and ideals. Its main subjects are the ten Sikh gurus and stories from Guru Nanak's Janamsakhis. The tenth Guru, Gobind Singh, left a deep impression on the followers of the new faith because of his courage and sacrifices. Hunting scenes and portraits are also common in Sikh painting.

WIKIPEDIA

Or Dover Marine.

Or even Dover Admiralty Pier station.

It has been all of them. But is now Dover Cruise Terminal.

We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.

Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.

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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.

kentrail.org.uk/dover_marine.htm

Sansone is one of the three dogs my housekeeper keeps in the backyard locked in a very big cage beside the henhouse.

I understand they can not be free all the day because there's nothing at home and the road alonside our house is very dangerous because cars pass at a quite high speed.

But to see three dogs locked in this place,not very clean because my housekeepers don't clean it everyday, makes me really sad.

Yes, properly trained, a man could a dog's best friend!

(I took this shot of Sansone coming back from school a couple of hours ago: the weather is gorgeous today too, just a little bit cold, but as far as the sun is shining, no problem at all!!!)

Finally, after looking properly through my RAW files from last night, I found this one from about midnight in my garden. If you look to the far right you should see one by the house. There was a pretty good showing here and I'll be out again tonight with fingers crossed as I think I've worked out the camera settings.... (high ISO, low F stop and about 10 second exposures a time. I've also turned off the long exposure noise reduction as it thinks stars are noise!). Thanks, as always, for the support I get from my flickr friends.

The Story of Cambrian Colliery.

The Latin name for Wales was 'Cambria', hence the extension 'Cambrian' (properly pronounced as Cam-bree-an) for things Welsh, including 'Welshman'. Cambrian also refers to rock formations of 550-500 million years ago, making it an apt name for the colliery which once sat at the back of the Clydach Valley. Cambrian Colliery had four coal-producing shafts: Nos. 1 and 2, sunk 1872-74; No. 3, sinking completed June 1891; and No. 4, sinking completed by early 1914 at latest. No.2 pit closed in 1956 and No.3 in 1936. In exploiting the Pentre, 2ft. 9in, Six Feet, Red (Vein), Nine Feet, Bute, Yard and Five Feet seams (listed in geological order of descent) the colliery accumulated a massive workforce and this peaked at 4,898 in 1923, with 798 of those (more than the total workforce in some collieries!) being employed at the surface. Three explosions occurred there, one of steam in No. 2 pit's winding engine-house on November 11th, 1900 when four men were killed, and two of firedamp -- March 10th, 1905 in the Six Feet seam, and May 17th, 1965 in the Pentre seam - killing 33 and 31 men respectively.

At its peak Cambrian produced over one million tons of saleable coal per annum, extracted via the heading and stall, fully hand-won system of working --100% pick and shovel. This system yielded a low output per man-shift and was very wasteful, leaving a large quantity of roof-supporting pillars of coal in the workings. The coal was released from the face by a collier, lying on his side with mandrel in hand, perilously undercutting the seam at the bottom and propping its upper level as he advanced, hoping it did not collapse whilst he was under it. When he had sufficiently undercut the seam he carefully knocked out the props, thus bringing down large sections of the face. Usually, the fallen coal had to be reduced to lesser but still large sizes that could be lifted into the tram, but as the use of shovels was prohibited to prevent unwanted small coal entering, smaller lumps were gathered by hand, placed into and discharged from large steel scoops known as curling boxes. In low seams, the box was pushed ahead of or dragged behind the user for the duration of the coal-filling, a process which could last eight hours. This was merely one aspect of a punishing, soul-destroying method of work that caused early deaths, and engendered deformities of the body and premature aging of many colliers and their boys. Although those numbers are unknown they must be considered as many thousands, for in 1913, in Rhondda alone, almost ten million tons of coal was produced in this inefficient, torturous way. This method of work continued for the first fifty or sixty years or so of Cambrian's life, until the advent of conveyors; these were later augmented by the introduction of pneumatic picks and compressed air or electrically driven, seam undercutting machines, which in No. 1 pit were replaced in the late 1950s by sophisticated, mechanised systems. All of these systems employed the long-wall method of extraction, one which left no coal in its wake, and where, particularly on mechanised faces, the work was less arduous than the heading and stall method.

Cambrian's history cannot be recounted without mention of David Alfred Thomas. The son of Cambrian's co-founder Samuel Thomas, D.A. Thomas was a hard, much despised man, whose greed and desire to dominate would have a devastating effect on lives in mid-Rhondda. An enormously wealthy but mean and cold-hearted man, he had no interest in the welfare of his workers, an attitude confirmed by the absence in the Clydach Valley of any social institutions or facilities created at his behest, a lack of benevolence which starkly contrasted to the munificence of the respected coal-owner and philanthropist Archibald Hood at the nearby, and also mighty, Llwynypia Colliery. Thomas aspired to control South Wales' coal production and thereby regulate the price he paid the workforce to produce it. To enable this he established the Cambrian Combine, a group which controlled Cambrian, Llwynypia (after Hood's death), Naval, Ely, Nantgwyn and Britannic (Gilfach Goch) Collieries and attempted to force colliers at the small Ely colliery to sign a disadvantageous Bute seam price list, one unsigned at all the other collieries but which, if signed at Ely, would have applied to all, and netted the Combine many millions of pounds in extra profit. The proposed price-list contained no concessions for abnormal conditions of any kind; if the collier needed to fill six trams to earn a reasonable wage, but was restricted by the conditions to two, three or four, then the revenue from that number of trams would be deemed his contract earnings for that day, and would not attract any allowances! The Ely workmen refused to sign the price-list and the owners responded in August 1910 by locking the gates to the workforce, setting in motion circumstances which culminated in the South Wales Miners Federation declaring an official strike from November 1st 1910. It is recorded that the next ten months were a bloody and brutal period in Rhondda's history, with one miner killed by 'blows to the head with a blunt instrument'. Eventually the physical actions of the strikers at the six collieries were quelled, their aggression reduced to a simmering resentment in the face of an overpowering presence of 1500 imported police and six regiments of soldiers. In September 1911, despite their fortitude and courage, the dire circumstances in which they and their families existed compelled a return to work. After ten months opposition it was a bitter eating of the leek, but their struggles had not been completely in vain, for even amongst Britain's establishment society there were those with uneasy consciences, they who realised that no man would put his family through such degradation without just cause. This consensus gathered pace and resulted in the 1912 enactment of a law that gave the workmen guarantee of a minimum daily wage. In their massively prominent contribution to the establishment of that right the men of Cambrian, Llwynypia, Naval, Nantgwyn, Ely and Britannic created a legend that exists to this day; in defeat they and their families had exhibited unparalleled courage and unquenchable spirit, qualities which Rhondda miners were once more forced to display in the fight against the Thatcher administration almost seventy years later. By their very nature, collieries were crucibles of socialism, and from Llwynypia Colliery in 1910 sprang two leaders in 31 years old Will John and 28 years old John Hopla. Leaders of the Combine Workmen's Committee during the strike, they were impatient with William 'Mabon' Abraham, President of the South Wales Miners Federation, whom they viewed as placatory, and too close to the coal-owners. Perhaps singled out as examples, John and Hopla (the latter died in 1914) were each punished with a jail sentence of one year for their parts in 'unlawful assembly and rioting' at Ely Colliery in 1911. In 1920 Will John entered Parliament as MP. for Rhondda West, and was followed in 1933 by Cambrian workman and Workmen's Committee delegate Will Mainwaring who represented Rhondda East. As a 27 years old in 1911, Mainwaring had also brushed with the police, fighting alongside other miners in Tonypandy street skirmishes. All three were men without agendas, each impelled from within to fight the injustice of an iniquitous system under which colliers and boys were compelled to risk their lives and health for a pittance, a degrading process that stripped them of dignity. John, Hopla, Mainwaring -- they were inspirational, giants of their time, and men of unequalled conviction whose names quickly entered folklore, ones remembered in Rhondda over a century later.

The passing of that century has also allowed the truth to be known about the Bute seam and its contentious price-list. The writer, and others from a small, dwindling band who worked in the Bute until its 1964 abandonment at Cambrian, remember it as a dangerous, often geologically disturbed seam that was overlain by a measure of solid rock many yards in thickness. Between the bottom of the solid rock and the top of the Bute seam there existed a consolidated layer of mud and clay known as shale, which when disturbed as the coal was worked, exhibited its friable nature. This caused the collier to spend much time packing roof cavities with pieces of timber, preventing the crumbly shale losing contact with the upper rock layer. If not supported, that layer would inevitably converge and collapse, sometimes spectacularly so, making a complete coal-face inaccessible. Such dangers often caused a fireman or over-man to instruct the collier to stand 'notched timber'; this was the best system of conventional roof support and involved the use of timber 'arms' and 'collars' of circular cross-section, all notched by hatchet in Welsh style, interlocked when erected. They were more substantial and durable, but more time-consuming in preparation and erection than the arrangement of two un-notched timber arms (posts), merely placed under a horizontal wooden prop ('flat') of semi-circular cross-section. Nevertheless, even the notched arrangement, set on a solid rock floor, could prove fallible to the enormous roof pressure of the converging rock when the crumbling shale 'melted' -- disintegrated -- above the roof props.

When it was attempted to work the Bute with a reduced seam height it was incredible to see arms, notched or un-notched driven through its false floor, an eight inch thick bed of rock, a mudstone also known as 'bunker' or 'clod'. Such irresistible pressure ('squeeze'), exerted over the collier's entire workplace prevented the normal separation of coal from the face. Many millions of tons of Bute coal were produced in Rhondda but even with the benefits of a pneumatic pick and a conveyor, when a combination of the above negatives occurred, it was often impossible for a collier to fill his quota - confirmation of the contentions by heading and stall colliers at Ely Colliery in 1910-11, who worked it without mechanical advantages! It is also worthy of mention that at Cambrian the brief mechanisation of one Bute district proved to be totally impractical because of its overall treacherous nature, underlining the fact that man was the most versatile coal-winning machine ever employed underground.

Cambrian closed on September 24th, 1966. It was then working the hugely unprofitable Lower Nine Feet / Bute seam in No.4 pit, and the limited reserves of the thin, thirty-four inches thick Pentre seam in No.1. In its last full financial year of 1965-66, with a manpower of 781 men (inc. surface workers) it produced 187,600 saleable tons, at a loss of £1.90 per ton - £356,000 in total. Many years of unprofitability had preceded that deficit and with the once bounteous reserves of its 2,000 acres area of extraction completely exhausted, the colliery had arrived at the end of its life. Its demolition, and the subsequent landscaping of the site, has obliterated every aspect of a workplace that entered the souls of those who worked there, a unique place whose disappearance has left a muted community and silent valley. Only those who remember it during its industrial period will know how great the contrast is. Bill Richards. © 2015.

I haven't been on Flickr properly in a very long time. I hope I get to rectify this over 2021. So I thought I'd do a personal reflection for this year.

2020 has taught me my emotional high walls, saved me from others negativity. I've had friends burn me over the years for absolutely no reason and it hurt. I'm still wary of who I let in, but this year taught me to look at things from a different perspective. I've accepted that not everyone is meant to be part of your life for the long haul. We meet people so they can teach us lessons in life, we may get hurt, confused and frustrated along the way but it's what we learn from how they leave that is important, our response, how we deal. In this, lies our power, strength, dignity and respect for ourselves. Sometimes we need to accept that others do not have the same heart and decency as us. So, how they leave, says more about them and their issues. Stay true to yourself and hold your head high.

2020 was a shit year for a majority and although I've had some lows, it's been my best year yet. I didn't lose my job, I've been lucky to work from home, I got to spend every single day with the kids and our bond is ever stronger for communicating, spending time together, and learning our boundaries within a lockdown. I've learnt to appreciate my parents even more, and I find myself very protective of them. When you just can't nip down to see them, have a cuppa and watch racing or take them for a day out, when you find your keeping them stocked up with food supplies, medicine, making sure you can get them whatever they need, you appreciate the moment you can sit on their sofa, have a drink of tea and just talk to them. Don't ever take it for granted.

Personally, I've grown. I'm more confident for doing my job, I actually enjoy it, I'm dealing with the stress and finding ways to not have work invade home so I can be me/mum with the kids seeing as I don't have the commute home to decompress. Music has been a huge part in this. I would have been completely lost without it. From the who I was to the who I am now can't be decribed as two different people. I'd say I'm a mixture of both. Still seriously flawed and certainly imperfect but if more so, ever loving, accepting and learning to chip the walls down & it's a very slow process. It's time tho now. The kids are growing up and they have consistently shown me over the years their strength and maturity. I think it's okay to start to think of me, as me, Jules, rather than just me, a single mum of two. This year saw the health roulette take place over the summer (which I got the all clear from again thankfully) which meant this was my first Christmas in 10 years without biopsy results looming and due to covid, it was the first one I had both kids at home. Incredibly grateful.

My personal circle has changed as much as I have, but I think in a good way. They say your vibe attracts your tribe. I hope mine let's old friends and new keep me smiling and laughing as much as they have this year. I miss hugs and huddled in a booth with a drink or a cuppa, but the quality of phone conversations, messages and general chat has been uplifting, heart warming and invigorating. If I haven't told them lately, I love them to bits.

Photography wise, I just need to get back to using the DSLR camera for me. I lost all mojo, the love and excitement for being in the right place at the right time, seeing light change and shadows fall, and not getting to experiment and meet new people. 2021 needs to be about reigniting my love and addiction for photography and keep learning and improving what I already know.

I hope 2020 hasn't been cruel to you. I hope that you have been able to have moments of pure joy, genuine smiles that hurt your cheeks and laughter that makes you snort. Whatever goals you have set yourself for 2021, I hope you smash them and are very proud of your achievements no matter how big or small they are. I'm mostly using Instagram photowise so if you're on there look me up (@julescanon) but no matter social media we follow each other on, please know I'm here if you ever feel the need to be heard. anytime.

Much love and I can't wait to see what photos we capture this coming year Jx

In the French Village pool at Beaches Turks & Caicos.

It's been a while since I've enjoyed a cigar.

Seen here, the Avo Uvesian Maduro No. 2.

Properly lighting a cigar is quite easy. And yes, there is an improper way to light a cigar. Some use matches. However, matches use sulfur to create a burning material, which can impart an unpleasant taste and smell to a cigar. Some purists use the cedar which often lines cigar boxes to light their cigars - which I have done - although, I find that butane lighters are perhaps the best, and most reliable.

The tip of the flame is the hottest part of the flame, and the cigar should be held just slightly above the tip of the flame, and rotated to evenly distribute the heat. As a general rule, the flame should NOT get on the wrapper - the outside of the cigar - because it will create soot, and spoil the taste. The wrapper provides a significant flavor to every cigar, and this one is a maduro - dark.

An oscuro is even darker, while a double maduro, sometimes aka oscuro, is practically black. Personally, I've found the darker the wrapper, the more mellow the smoke.

A "Connecticut" wrapper means it was grown in Connecticut... yes, Connecticut, USA, and this is a Connecticut maduro.

All tobacco used in cigars is fermented, including the wrapper.

"Fermentation is the natural organic process that accounts for the majority of change and distinction in cigar tobaccos. Fermentation or “working” (trabajando) the tobacco is like a natural slow "cooking" process whereby the tobacco heats up under the pressure of its own weight. Carefully controlling the temperature cycles and tobacco humidity allows the tobacco to slowly expel (or sweat out) the ammonia and impurities in the leaves. This process develops the organoleptic qualities of the tobacco leaf. Unlike alcohol fermentation, tobacco fermentation does not produce any new "side effects"; rather, it purifies the leaf and allows the taste+aroma characteristics to develop."

Due to the unpredictability of the raw material, there is no purely scientific way to control fermentation and achieve a desired “taste” or specific result. Fermentation is part art, science, and a natural wonder. Anyone who has ever seen or smelled “raw” tobacco knows that it is unpalatable: fermentation is where the artistry of the cigar maker will be tested the most.

Here is a good partial list which describes the tastes/flavors & aromas in cigars:

"Food terms:

Spicy, sweet, salty, nutmeg, roasted, creamy, cinnamon and peppery as in a type of pepper like red, black, cayenne or others. Being from New Mexico we are partial to “green chilies” however I have not yet come across a cigar that has that flavor. Most of the words I am calling “food terms” invoke our sensory memory and I usually associate them with foods.

Ring Gauge: 50

Karl Schmidt-Rottluff (Chemnitz 1884 - 1976 Berlin)

Strand, 1920

Beach, 1920

Kaltnadel/Drypoint

Aus/From: Erste Jahresgabe des Kreises graphischer Künstler und Sammler, Leipzig 1921

The Staatliche Kunsthalle Karlsruhe is buying back from Rinah Alexander Lior of Israel some 75 Expressionist prints, held in eight portfolios, as well as an art book. Ms. Lior is the niece and rightful heir of Dr. Hermann Haymann of Badenweiler, a Jewish doctor who originally owned the works of art.

In 1943 the Kunsthalle acquired a large collection of various books and portfolios of prints and drawings from the regional tax office in Müllheim. Five years earlier, in 1938, Haymann had been forced to pledge these works on paper as security against debts incurred through the Jewish Property Tax and the Reich Flight Tax, which were mandatorily imposed on Jewish citizens by the Nazis. Only by pledging the collection was Haymann thus able to leave Germany for the United States. After the war, this acquisition was properly reported to the US Office of Military Government as a purchase from “Jewish assets” and the artworks were returned to Hermann Haymann in 1951. However, as part of ongoing provenance research at the Kunsthalle Karlsruhe a further eight portfolios and an art book have been found, which were apparently forgotten at the time of the restitution. After determining and locating the rightful owner, they have now been re-acquired by the Kunsthalle.

From 16 April to 3 July 2016, an exhibition will be held in memory of Herrmann Haymann and the fate of Jewish citizens in Baden-Württemberg and will feature this historical accession of works on paper.

Erworben aus „jüdischem Vermögen“

Grafische Blätter der Sammlung Haymann

16. April - 17. Juli 2016

Die Kunsthalle hat im Jahr 1943 ein großes Konvolut an Büchern und Grafikmappen vom Finanzamt Müllheim erworben. Der jüdische Arzt und Kunstsammler Hermann Haymann aus Badenweiler musste die Papierarbeiten 1938 verpfänden, um mit dem Erlös die Judenvermögensabgabe und die bei seiner Ausreise aus Deutschland in die USA obligatorisch zu leistende Reichsfluchtsteuer zu begleichen. Nach dem Krieg wurde diese Erwerbung ordnungsgemäß bei der US -amerikanischen Militärregierung als Ankauf aus „jüdischem Vermögen“ gemeldet und die Kunstwerke 1951 an Hermann Haymann restituiert. Im Rahmen der Provenienzforschung wurden acht Grafikmappen mit 75 expressionistischen Druckgrafiken und ein Kunstbuch gefunden, die man damals offenbar vergessen hat.

Es ist gelungen, die rechtmäßige Erbin nach Hermann Haymann zu ermitteln. Frau Rina Lior Alexander aus Israel ist seine Nichte und letzte noch lebende Verwandte. Da sie auf eine Rücknahme der Kunstwerke verzichtet hat, wurden sie nun von der Kunsthalle zurückgekauft.

Diesem besonderen Sammlungszugang wird vom 16. April bis 3. Juli 2016 eine Ausstellung gewidmet, um die Erinnerung an Herrmann Haymann und das Schicksal der Juden in Baden -Württemberg zu wahren.

www.kunsthalle-karlsruhe.de/de/ausstellungen/erworben-aus...

The foundation of the collection consists of 205 mostly French and Dutch paintings from the 17th and 18th centuries which Margravine Karoline Luise acquired 1759-1776. From this collection originate significant works, such as The portrait of a young man by Frans van Mieris the Elder, The winter landscape with lime kiln of Nicolaes Pieterszoon Berchem, The Lacemaker by Gerard Dou, the Still Life with hunting equipment and dead partridge of Willem van Aelst, The Peace in the Chicken yard by Melchior de Hondecoeter as well as a self-portrait by Rembrandt van Rijn. In addition, four still lifes of Jean Siméon Chardin and two pastoral scenes by François Boucher, having been commissioned directly by the Marchioness from artists.

A first significant expansion the museum received in 1858 by the collection of canon Johann Baptist von Hirscher (1788-1865) with works of religious art of the 15th and 16th centuries. This group includes works such as two tablets of the Sterzinger altar and the wing fragment The sacramental blessing of Bartholomew Zeitblom. From 1899 to 1920, the native of Baden painter Hans Thoma held the position of Director of the Kunsthalle. He acquired old masterly paintings as the tauberbischofsheim altarpiece by Matthias Grünewald and drove the expansion of the collection with art of the 19th century forward. Only his successors expanded the holdings of the Art Gallery with works of Impressionism and the following generations of artists.

The permanent exhibition in the main building includes approximately 800 paintings and sculptures. Among the outstanding works of art of the Department German painters of the late Gothic and Renaissance are the Christ as Man of Sorrows by Albrecht Dürer, the Carrying of the Cross and the Crucifixion by Matthias Grünewald, Maria with the Child by Lucas Cranach the Elder, the portrait of Sebastian Brant by Hans Burgkmair the elder and The Nativity of Hans Baldung. Whose Margrave panel due to property disputes in 2006 made it in the headlines and also led to political conflicts. One of the biggest buying successes which a German museum in the postwar period was able to land concerns the successive acquisition of six of the seven known pieces of a Passion altar in 1450 - the notname of the artist after this work "Master of the Karlsruhe Passion" - a seventh piece is located in German public ownership (Wallraf-Richartz Museum, Cologne).

In the department of Dutch and Flemish paintings of the 16th century can be found, in addition to the aforementioned works, the portrait of the Marchesa Veronica Spinola Doria by Peter Paul Rubens, Moses strikes the rock and water flows for the thirsty people of Israel of Jacob Jordaens, the still life with kitchen tools and foods of Frans Snyders, the village festival of David Teniers the younger, the still life with lemon, oranges and filled clay pot by Willem Kalf, a Young couple having breakfast by Gabriel Metsu, in the bedroom of Pieter de Hooch, the great group of trees at the waterfront of Jacob Izaaksoon van Ruisdael, a river landscape with a milkmaid of Aelbert Jacobsz. Cuyp as well as a trompe-l'œil still life of Samuel van Hoogstraten.

Further examples of French paintings of the 17th and 18th centuries are, the adoration of the golden calf of Claude Lorrain, preparations for dance class of the Le Nain brothers, the portrait of Marshal Charles-Auguste de Matignon by Hyacinthe Rigaud, the portrait of a young nobleman in hunting costume of Nicolas de Largillière, The storm of Claude Joseph Vernet and The minuet of Nicolas Lancret. From the 19th century can be found with Rocky wooded valley at Civita Castellana by Gustave Courbet, The Lamentation of Eugène Delacroix, the children portrait Le petit Lange of Édouard Manet, the portrait of Madame Jeantaud by Edgar Degas, the landscape June morning near Pontoise by Camille Pissarro, homes in Le Pouldu Paul Gauguin and views to the sea at L'Estaque by Paul Cézanne further works of French artists at Kunsthalle.

One focus of the collection is the German painting and sculpture of the 19th century. From Joseph Anton Koch, the Kunsthalle possesses a Heroic landscape with rainbow, from Georg Friedrich Kersting the painting The painter Gerhard Kügelgen in his studio, from Caspar David Friedrich the landscape rocky reef on the sea beach and from Karl Blechen view to the Monastery of Santa Scolastica. Other important works of this department are the disruption of Adolph Menzel as well as the young self-portrait, the portrait Nanna Risi and The Banquet of Plato of Anselm Feuerbach.

For the presentation of the complex of oeuvres by Hans Thoma, a whole wing in 1909 at the Kunsthalle was installed. Main oeuvres of the arts are, for example, the genre picture The siblings as well as, created on behalf of the grand-ducal family, Thoma Chapel with its religious themes.

Of the German contemporaries of Hans Thoma, Max Liebermann on the beach of Noordwijk and Lovis Corinth with a portrait of his wife in the museum are represented. Furthermore the Kunsthalle owns works by Ferdinand Georg Waldmüller, Carl Spitzweg, Arnold Böcklin, Hans von Marées, Wilhelm Leibl, Fritz von Uhde, Wilhelm Trübner and Max Klinger.

In the building of the adjacent Orangerie works of the collection and new acquisitions from the years after 1952 can be seen. In two integrated graphics cabinets the Kupferstichkabinett (gallery of prints) gives insight into its inventory of contemporary art on paper. From the period after 1945, the works Arabs with footprints by Jean Dubuffet, Sponge Relief RE 48; Sol. 1960 by Yves Klein, Honoring the square: Yellow center of Josef Albers, the cityscape F by Gerhard Richter and the Fixe idea by Georg Baselitz in the Kunsthalle. The collection of classical modernism wandered into the main building. Examples of paintings from the period to 1945 are The Eiffel Tower by Robert Delaunay, the Improvisation 13 by Wassily Kandinsky, Deers in the Forest II by Franz Marc, People at the Blue lake of August Macke, the self-portrait The painter of Ernst Ludwig Kirchner, the Merzpicture 21b by Kurt Schwitters, the forest of Max Ernst, Tower gate II by Lyonel Feininger, the Seven Deadly Sins of Otto Dix and the removal of the Sphinxes by Max Beckmann. In addition, the museum regularly shows special exhibitions.

Sammlung

Den Grundstock der Sammlung bilden 205 meist französische und niederländische Gemälde des 17. und 18. Jahrhunderts, welche Markgräfin Karoline Luise zwischen 1759 und 1776 erwarb. Aus dieser Sammlung stammen bedeutende Arbeiten, wie das Bildnis eines jungen Mannes von Frans van Mieris der Ältere, die Winterlandschaft mit Kalkofen von Nicolaes Pieterszoon Berchem, Die Spitzenklöpplerin von Gerard Dou, das Stillleben mit Jagdgeräten und totem Rebhuhn von Willem van Aelst, Der Friede im Hühnerhof von Melchior de Hondecoeter sowie ein Selbstbildnis von Rembrandt van Rijn. Hinzu kommen vier Stillleben von Jean Siméon Chardin und zwei Schäferszenen von François Boucher, die die Markgräfin bei Künstlern direkt in Auftrag gegeben hatte.

Eine erste wesentliche Erweiterung erhielt das Museum 1858 durch die Sammlung des Domkapitulars Johann Baptist von Hirscher (1788–1865) mit Werken religiöser Kunst des 15. und 16. Jahrhunderts. Zu dieser Gruppe gehören Werke wie zwei Tafeln des Sterzinger Altars und das Flügelfragment Der sakramentale Segen von Bartholomäus Zeitblom. Von 1899 bis 1920 bekleidete der aus Baden stammende Maler Hans Thoma die Position des Direktors der Kunsthalle. Er erwarb altmeisterliche Gemälde wie den Tauberbischofsheimer Altar von Matthias Grünewald und trieb den Ausbau der Sammlung mit Kunst des 19. Jahrhunderts voran. Erst seine Nachfolger erweiterten die Bestände der Kunsthalle um Werke des Impressionismus und der folgenden Künstlergenerationen.

Die Dauerausstellung im Hauptgebäude umfasst rund 800 Gemälde und Skulpturen. Zu den herausragenden Kunstwerken der Abteilung deutsche Maler der Spätgotik und Renaissance gehören der Christus als Schmerzensmann von Albrecht Dürer, die Kreuztragung und Kreuzigung von Matthias Grünewald, Maria mit dem Kinde von Lucas Cranach der Ältere, das Bildnis Sebastian Brants von Hans Burgkmair der Ältere und die Die Geburt Christi von Hans Baldung. Dessen Markgrafentafel geriet durch Eigentumsstreitigkeiten 2006 in die Schlagzeilen und führte auch zu politischen Auseinandersetzungen. Einer der größten Ankaufserfolge, welche ein deutsches Museum in der Nachkriegszeit verbuchen konnte, betrifft den sukzessiven Erwerb von sechs der sieben bekannten Tafeln eines Passionsaltars um 1450 – der Notname des Malers nach diesem Werk „Meister der Karlsruher Passion“ – eine siebte Tafel befindet sich in deutschem öffentlichen Besitz (Wallraf-Richartz Museum, Köln).

In der Abteilung niederländischer und flämischer Malerei des 16. Jahrhunderts finden sich, neben den erwähnten Werken, das Bildnis der Marchesa Veronica Spinola Doria von Peter Paul Rubens, Moses schlägt Wasser aus dem Felsen von Jacob Jordaens, das Stillleben mit Küchengeräten und Lebensmitteln von Frans Snyders, das Dorffest von David Teniers dem Jüngeren, das Stillleben mit Zitrone, Orangen und gefülltem Römer von Willem Kalf, ein Junges Paar beim Frühstück von Gabriel Metsu, Im Schlafzimmer von Pieter de Hooch, die Große Baumgruppe am Wasser von Jacob Izaaksoon van Ruisdael, eine Flusslandschaft mit Melkerin von Aelbert Jacobsz. Cuyp sowie ein Augenbetrüger-Stillleben von Samuel van Hoogstraten.

Weitere Beispiele französischer Malerei des 17. bzw. 18. Jahrhunderts sind Die Anbetung des Goldeen Kalbes von Claude Lorrain, die Vorbereitung zur Tanzstunde der Brüder Le Nain, das Bildnis des Marschalls Charles-Auguste de Matignon von Hyacinthe Rigaud, das Bildnis eines jungen Edelmannes im Jagdkostüm von Nicolas de Largillière, Der Sturm von Claude Joseph Vernet und Das Menuett von Nicolas Lancret. Aus dem 19. Jahrhundert finden sich mit Felsiges Waldtal bei Cività Castellana von Gustave Courbet, Die Beweinung Christi von Eugène Delacroix, dem Kinderbildnis Le petit Lange von Édouard Manet, dem Bildnis der Madame Jeantaud von Edgar Degas, dem Landschaftsbild Junimorgen bei Pontoise von Camille Pissarro, Häuser in Le Pouldu von Paul Gauguin und Blick auf das Meer bei L’Estaque von Paul Cézanne weitere Arbeiten französischer Künstler in der Kunsthalle.

Einen Schwerpunkt der Sammlung bildet die deutsche Malerei und Skulptur des 19. Jahrhunderts. Von Joseph Anton Koch besitzt die Kunsthalle eine Heroische Landschaft mit Regenbogen, von Georg Friedrich Kersting das Gemälde Der Maler Gerhard Kügelgen in seinem Atelier, von Caspar David Friedrich das Landschaftsbild Felsenriff am Meeresstrand und von Karl Blechen den Blick auf das Kloster Santa Scolastica. Weitere bedeutende Werke dieser Abteilung sind Die Störung von Adolph Menzel sowie das Jugendliche Selbstbildnis, das Bildnis Nanna Risi und Das Gastmahl des Plato von Anselm Feuerbach.

Für die Präsentation des Werkkomplexes von Hans Thoma wurde 1909 in der Kunsthalle ein ganzer Gebäudetrakt errichtet. Hauptwerke des Künstlers sind etwa das Genrebild Die Geschwister sowie die, im Auftrag der großherzöglichen Familie geschaffene, Thoma-Kapelle mit ihren religiösen Themen.

Von den deutschen Zeitgenossen Hans Thomas sind Max Liebermann mit Am Strand von Noordwijk und Lovis Corinth mit einem Bildnis seiner Frau im Museum vertreten. Darüber hinaus besitzt die Kunsthalle Werke von Ferdinand Georg Waldmüller, Carl Spitzweg, Arnold Böcklin, Hans von Marées, Wilhelm Leibl, Fritz von Uhde, Wilhelm Trübner und Max Klinger.

Im Gebäude der benachbarten Orangerie sind Werke der Sammlung und Neuankäufe aus den Jahren nach 1952 zu sehen. In zwei integrierten Grafikkabinetten gibt das Kupferstichkabinett Einblick in seinen Bestand zeitgenössischer Kunst auf Papier. Aus der Zeit nach 1945 finden sich die Arbeiten Araber mit Fußspuren von Jean Dubuffet, Schwammrelief >RE 48:Sol.1960< von Yves Klein, Ehrung des Quadrates: Gelbes Zentrum von Josef Albers, das Stadtbild F von Gerhard Richter und die Fixe Idee von Georg Baselitz in der Kunsthalle. Die Sammlung der Klassischen Moderne wanderte in das Hauptgebäude. Beispiele für Gemälde aus der Zeit bis 1945 sind Der Eiffelturm von Robert Delaunay, die Improvisation 13 von Wassily Kandinsky, Rehe im Wald II von Franz Marc, Leute am blauen See von August Macke, das Selbstbildnis Der Maler von Ernst Ludwig Kirchner, das Merzbild 21b von Kurt Schwitters, Der Wald von Max Ernst, Torturm II von Lyonel Feininger, Die Sieben Todsünden von Otto Dix und der Abtransport der Sphinxe von Max Beckmann. Darüber hinaus zeigt das Museum regelmäßig Sonderausstellungen.

de.wikipedia.org/wiki/Staatliche_Kunsthalle_Karlsruhe

Otherworld Island Simwide Set:

CONTENTS:

A) REZ ANCHORS>

To properly rez the anchhors poston them at for a ground level rez. Otherwise rez at 135.0, 125.0, Desired Height. It is recommended you keep the edit menu open and the rez anchor selected before clicking the "Rez" button so you can easily find and then delete the rez anchor once you have finalized t rezing.

[CC] OtherWorld Plateau Only: Has only the Basaltic Plateau, no Water Features, Crystals or Basaltic Columns.

Total Land Impact 464

[CC] OtherWorld P&B: Rezzes the Plateau and Columnar Basalt formations, no Crystals or Water Features:

Land Impact:

464 Plateau

637 Columnar Basalt Formations

Total: 1101 Land Impact

[CC] OtherWorld P&B&C: Rezzes the Plateau and Columnar Basalt formations and Crystals. No Water Features:

Land Impact:

464 Plateau

637 Columnar Basalt Formations

144 Crystals

Total: 1245 Land Impact

[CC] OtherWorld Full Geology: Rezzes the Plateau and Columnar Basalt formations and Crystals and Water Features:

Land Impact:

464 Plateau

637 Columnar Basalt Formations

144 Crystals

142 Water Features

Total: 1387

[CC] OtherWorld Architecture: Rezzes ONLY the architecture designed for the Otherworld region. Does not include positioned furniture.

Does not include Fantasy Faire specific structures like the access paths or the FaireChyde dock.

Does not include any of the geological elements like the cliffs or basaltic columns. The paths and architecture

were created for a sim wide prim budget and are high in detail and thus have a larger LI. All detail and parts

are independent though, so you can cut out in detail as needed and LI budget allows.

Land Impact:

101 Arches

155 Emerald Lounge

67 Hanging Lounge

323 Paths

86 Pier

204 Plateau Pavilion

129 Tree Lounge

Total> 1065

B) INCLUDED SETS>

The following sets were used on the landscaping and thus are included as part of this bundle. Please refer to each set for its specific list of contents and instructions. If you arleady own any of these sets you can request a rebate by writing the ones you already own down on a notecard, along with your name. I will research your purchase history and send issue you the rebate.

[CC] Cerridwen's Island Paths and Structure Set 1.1

[CC] Nayad v2 Water Set

[CC] Basaltic Columns Set

C) OTHERWORLD ISLAND TEXTURES

The island set contains a box with 14 full perm textures (including diffuse/color, normal/bumpiness and specular/shininess) used on the rock faces, moss, pebbles and

terrain, for you to use on your island customization. These textures are for your personal use only and they are not to be sold, gifted or redistributed in any way.

D) TERRAIN RAW FILE

You can request me personally for the Otherworld Island .raw terrain file after purchase at hlokenende12@gmail.com and I will mail you a copy of the current .raw file, for you to use on your own sim.

Note: Does not include the Fae Tree nor the flora used in the landscaping. All landscaping (besides the Nayad Water Set, Columnar Basalt Set and Cerridwen's Island P&S Set) and plant sets are sold separately.

Properly missed the best shot as I did not think about a photo until the moon had risen a little

Medicom Elsa deboxed and standing, supported by a Kaiser stand. The Medicom stand didn't allow her skirt or cape to drape properly, so I switched to a Kaiser stand, which is inside her skirt. In doing so, I discovered that Elsa has cloth panties, which I didn't expect. I then adjust her eyes so she is side glancing, similar to the way that Classic Elsa looks.

Detailed photos of the Medicom Real Action Heroes 1/6 scale action figure. I show her boxed, during deboxing, and fully deboxed. She comes with her Snow Queen outfit, with with nothing to add right out of the box. The skirt is wired so it is posable. The cape is removable, and is attached to her bodice. Her front bangs, face and hands are removable. Her ices shoes are molded to her feet. Her accessories include two additional faces, a pair of closed hands and a pair of open hands, and an open hand with a hole in the palm to hold the snowflake accessory. She is highly articulated, and has more freedom of movement than a Disney Store Princess doll (especially the knees and elbows). If you remove her face, you can move her eyes from the inside. Her braid is flexible, so is free to move along with her head when it is turned around. She stands 12 inches tall to the top of her head, or 12.5 inches tall to the top of her molded hair. She cannot free stand, so when she is deboxed, she is supported by the included clear plastic display stand. She is a very accurate depiction of the animated character. Her face is more accurate than the Disney Elsa 12 inch dolls, and I really love the look of her standard face out of the box. Her molded hair is definitely more accurate than the Disney Store Elsa dolls, especially the braids. Her cape has glitter snowflakes on a dark blue transparent fabric that drapes a lot better than the cape of the Classic Elsa. Her bodice is glitter free, but has a painted pattern of rectangular icicles, which is the only cheap looking detail on her.

For now I only show her in her standard state, through the deboxing process. I will soon post detailed photos of her deboxed. I will also put her through her paces, trying out her various accessories and posing her in different ways. I will also compare her side by side with the DS Classic and Designer Snow Queen Elsa dolls.

Properly, Tettenhall Rail Bridge on the Staffordshire and Worcestershire Canal. It originally carried the Wombourne Branch Line until its closure in 1965, and is now part of the cycle track through the Smestow Valley

The Archibald Fountain, properly called the J. F. Archibald Memorial Fountain, widely regarded as the finest public fountain in Australia, is located in Hyde Park, in central Sydney, New South Wales.

It is named after J. F. Archibald, owner and editor of The Bulletin magazine, who bequeathed funds to have it built. Archibald specified that it must be designed by a French artist, both because of his great love of French culture and to commemorate the association of Australia and France in World War I. He wished Sydney to aspire to Parisian civic design and ornamentation. The artist chosen was François-Léon Sicard.

Sicard was one of the foremost sculptors of his day, a classically educated artist, whose inspiration was derived, at least in part, from his study of classical Greek and Roman art and literature. In submitting his proposal for the design of the sculptural groups, Sicard wrote: "Apollo represents the Arts (Beauty and Light). Apollo holds out his right arm as a sign of protection, and spreads his benefits over all Nature, whilst he holds the Lyre in his left hand. Apollo is the warmth which vivifies, giving life to all Nature. At the touch of his rays, men awake, trees and fields become green, the animals go out into the fields, and men go to work at dawn.

"The ancient Pliny adored the sun, symbol of Life. It is on this account that I wished this figure to be the chief one in the memorial.

"At Apollo's feet the star of day is indicated by a semicircle, of which the rays spread out in jets of light (the rising sun). The horses' heads represent the horses of Apollo's chariot. Out of their nostrils the water will fall into the first basin, to fall from there into the second, and run away into the large basin.

"The large basin is divided into three groups. One represents Diana, goddess of purity, of peaceful nights, symbol of charity; the ideal which watches over mortals - all that stands for poetry and harmony. The second group symbolises the good things of the earth - it is the young god of the fields and pastures, of the pleasure of the countryside. The third group represents sacrifice for the public good. Theseus, vanquisher of the Minotaur. The spirit triumphs over bestiality. Theseus delivers his country from the ransom which it had to pay to this monster. It is the sacrifice of himself for the good of humanity. Between these groups tortoises throw jets of water. The fountain is electrically illuminated and floodlighted at night.

"It depicts Apollo, representing beauty and the arts, on a central column holding out his right arm as a sign of protection over all nature. On the three plinths radiating from the central column there are figures representing Diana, the goddess of purity; a group representing the good things of the earth; Theseus slaying a Minotaur, representing the sacrifice for the good of humanity."

The fountain was unveiled on 14 March 1932

Hyde Park, the oldest public parkland in Australia, is a 16.2-hectare (40 acres) park in the central business district of Sydney, New South Wales.

Hyde Park is on the eastern side of the Sydney city centre. It is the southernmost of a chain of parkland that extends north to the shore of Sydney Harbour via The Domain and Sydney's Royal Botanic Gardens. Hyde Park is approximately rectangular in shape, being squared at the southern end and rounded at the northern end.

The centrepiece of Hyde Park is the Archibald Fountain. The fountain was designed by François-Léon Sicard and donated by J.F. Archibald in 1932 in honour of Australia's contribution to World War I in France. Also at the northern end are the Nagoya Gardens featuring a giant outdoor chess set and the entrance to the underground St James railway station.

Wikipedia

Haven edited pictures properly for a long time. Anyways, here's my entry for Kozmetika's contest hee~

Avaliable @ Kozmetika

Eyeshadow: [[Mozz]] Cosmetics - Winged Eye (Grey-Green) (Arcadia Morrisey)

Eyeliner: *BOOM* Liquid Glaze Turqouise (Aranel Ah)

Blush: Cheap Makeup Blush Type 2- Vermilion 6 (Stella Semaphore)

Others

Hair: :::{{trico}}::: LIA (dark brown1)

Skin: [LeLutka]-Natasha/HUSH-Makeup3 (Minnu Palen)

Tatoo Lashes: []::Tuli::[] Audrey lashes tattoo type A (Tuli Asturias)

Prim Lashes: (Part of) &Bean - Awesome lashes basic (recolorable) (Keiko Morgini)

Eye Design: (Part of) [ glow ] eyelashes - Water - Swirl Eye (Anemysk Karu)

Teeth: [[Mozz] Mixx - Teeth (Version 2) - Light skintones (Arcadia Morrisey)

Earrings: LaGyo_Venhia earring (Gyorgyna Larnia)

My name is Bart Allen, and I am the fastest man alive! Well, fastest teenager alive.. I came back from the 30th century to get help from my grandfather-- Wait a minute, this sounds like an opening to some television show.. My bad. Let's back things up and properly explain. Like I said before, my name is Bart Allen. I'm the grandson of Barry Allen, who was known as the Flash of this time. He was a hero using the powers of the Speed Force to fight criminals, and put them behind bars. I say was, as he retired after several years of being a hero. Wanted to slow down, and settle down with the love of his life, Iris West. Didn't help that he no longer had access to the Speed Force. Central City still needed the Flash, so Wally West took up the mantle. He was originally Kid Flash, getting his powers through the Speed Force Storm which gave life to many new speedsters. How do you know all of this Bart? You weren't there when this happened! Yes, that's all true. But since I come from the 30th century, these events have already happened. Which leads me to the reason I travelled back in time to the 21st century. I needed Barry's help with my hyper-accelerated metabolism. Basically, I looked older than I actually was. When I arrived, it honestly didn't take much for them to help me. They were able to come up with a solution, and now, there's no crazy metabolism problems! Well besides having to eat a lot, but that's expected for speedsters. Anyways, after that whole ordeal, I ended up staying in Central City, even though there's a possibility that my existence ruins the timeline, therefore changing the future as I know it. I decided to become a hero, like my grandfather. Speed Force zen master Max Mercury taught me many things about the Speed Force, before his passing. The whole Flash Family was there for Max's funeral, and it still hurts to this day. Trying to move past his death, I started attending school, and now I'm a junior at Central City High. A few months ago, Wally West disappeared. His disappearance has hit his wife, Frances Kane-West the hardest. I've tried my best to reassure her that I'll find him. So now I have to keep this city safe as the Flash, while I also figure out where Wally is. I sure hope I can do it, because honestly, I'm not even sure I can.

I've checked with the usual suspects, but most are accounted for. Most of the Rogues are locked up in Iron Heights. Heatwave, Trickster, and Prank are the only ones not there. I heard through the grapevine that Heatwave is on vacation in Aruba, while the other two have gone into hiding. Can't say I blame them, with all these new speedsters running about. Speaking of speedsters, the major ones are accounted for. The Rival, Thawne, Hunter Zolomon (technically not a speedster, but I'll put him under the speedster umbrella anyway), Negative Flash, and Daniel West are all locked away in a prison tailor-made for those with the Speed Force. It was created after the Speed Force Storm gave speedster powers to a good chunk of people. Anyways, now that we're all caught up, let's move forward.

Central City High School, 2:30pm

The bell announcing the end of the school day rings, and I'm about to leave when Preston Lindsay, my best friend, walks up to me.

"Hey Bart!" He says with enthusiasm, as he opens his locker which is conveniently right beside mine.

"Oh hey Preston.. What's up?"

"The ceiling!" He starts laughing, even though that 'joke' got old after the first time..

"You know that joke got old after the first time you did it right?"

"Ah whatever. You just don't understand it's charm, that's all. Anyways, you free to hangout at my place? Really not in the mood to study right now."

"I feel ya there. Studying is so not crash. Would if I could man, but I already have plans for the afternoon. Sorry Preston. Maybe tomorrow?" That's me, lying to my best friend.. Well, sort of. My plans mostly just consist of me going out on patrol, fighting the various criminals. It's mostly been wannabe Rogues, but who knows, maybe some day I'll face the real deal. But it's better if he doesn't know. At least that's what Barry keeps telling me.

"It's all good. Got plans with Valerie, I understand.. Alright, well, I guess I better figure something else out then."

"Now you're making me feel the mode.. Also, my plans do not include Valerie. Not sure why you're so focused on the concept of us being an item, when we clearly aren't." It sometimes feels like he's saying these things intentionally to get a rise out of me.

"Mhm.. Sure.. Catch ya later Bart." He walks away, and soon enough, I can't spot him in the crowd of people bustling through the hallway.

"You too." I mutter under my breath, as he's gone by the time I'm about to speak. I walk out the front steps, and start running home, once I'm at a safe distance from the school. Upon arriving at home, I open the door, and shut it once I enter.

"I'm home!" I say, announcing my presence.

"Oh, Bart, you're home!" I hear Iris say, as I see her coming out of the kitchen. I go up to her and give her a hug.

"Yeah. Though I'm going out on patrol for a bit. It has been a pretty boring day, and I could go for some villain fight right about now."

"Sometimes, you just have to slow down. Like Barry has! Anyways, make sure you get your homework done before you go, and be careful."

"That will take me like two seconds, but fine. When am I not careful?" Iris gives me a look where she's essentially saying 'really?', without actually saying it.

"I'll be fine Iris! No need to fret!" I mostly call them by their first names, as it weirds me out calling them grandpa and grandma, considering how old they are right now. I rush into my room, unpack, and finish my homework in a matter of seconds before, grabbing the Flash ring, and releasing the costume from it. I change into the costume, and start running. There's police radio comms units in the earpieces of my cowl, which helps me out a bit with crimes in progress.

"211 in progress at Central City National Bank. Requesting all units in the area for back-up." Guess that's my queue. I make my way there, which only takes me a minute or two. Once there, I notice a few police cars already here. I stop right beside one of the cop cars, and an officer notices me. He walks towards me, with a look of relief on his face.

"Flash! Thank goodness you're here!"

"What's the situation like in there Officer--?" I ask, distinguishing my voice by vibrating it. After what seems like the longest pause ever, he responds

"Officer Heart. As for the situation, its White Lightning and her cronies again, trying to make fools out of us." Heart? That last name seems familiar. Oh right, he's that new speedster hero called Velocity.. August Heart.. Strange that he isn't just going in himself. White Lightning is one of my villains anyway, so it doesn't really bother me that he's not suiting up. I check the outside of the building before dashing inside. Once inside, I make sure there's no one here besides White Lightning and her crew. I notice them filling up bags of money inside the vault, talking among themselves.

"Got yourself a new crew I see.. Kind of miss the last one if I'm being honest. They were a more charismatic bunch." I mean I have to at least give them a warning, before locking them all away. Wouldn't be as crash if I just zoomed in there without them noticing, and knocked them out cold within seconds. I mean it'll still only take a few seconds, but at least I'll get some enjoyment out of it. Besides, banter is half the fun of being a superhero!

"Eh, well you know how it is with me, only using each crew once before moving on to another.. Love the new diggs by the way Impulse. Upgraded from zero to hero in no time.. Too bad you'll be dead soon enough." Her goon squad opens fire, unloading their clips into me. White Lightning throws her lightning bolts at me. I'm able to dodge all the bullets easily enough, along with her lightning.

"A + for effort. Sucks that you still haven't learned from the other times we've fought though." I disarm her cronies, and stand right in front of them, taunting White Lightning. When she shoots off her next electrical blast, I get out-of-the-way, and she takes down her own minions for me. I grab power dampener handcuffs from the police outside, and come back, handcuffing her hands together.

"I wouldn't be so smug if I were you.. He'll be coming soon enough, and when he does, you'll know what it means to lose everything."

---------

Unknown Location, with someone looking at security footage.

"Oh Bart Allen.. How little you truly know. She spoiled the surprise a little early, but that's what I get for using z list villains as my pawns in this game. It's fine.. I want him feeling cocky. Cockiness leads to mistakes, which can be lethal, especially when it's against an actual threat. I've been waiting for this moment all my life, so I can wait a little while longer before I introduce myself. Guess it's that time again. Have to check up on the prisoner. Bye for now." The figure cackles, as he leaves. In one of the security footage panels, there's someone with strawberry red hair, chained up in what looks to be a cellar of some sort.

"Peterborough Cathedral, properly the Cathedral Church of St Peter, St Paul and St Andrew – also known as Saint Peter's Cathedral in the United Kingdom – is the seat of the Anglican Bishop of Peterborough, dedicated to Saint Peter, Saint Paul and Saint Andrew, whose statues look down from the three high gables of the famous West Front. Although it was founded in the Anglo-Saxon period, its architecture is mainly Norman, following a rebuilding in the 12th century. With Durham and Ely cathedrals, it is one of the most important 12th-century buildings in England to have remained largely intact, despite extensions and restoration.

Peterborough Cathedral is known for its imposing Early English Gothic West Front (façade) which, with its three enormous arches, is without architectural precedent and with no direct successor. The appearance is slightly asymmetrical, as one of the two towers that rise from behind the façade was never completed (the tower on the right as one faces the building), but this is only visible from a distance.

Peterborough is a cathedral city in Cambridgeshire, England, with a population of 202,110 in 2017. Historically part of Northamptonshire, it is 76 miles (122 km) north of London, on the River Nene which flows into the North Sea 30 miles (48 km) to the north-east. The railway station is an important stop on the East Coast Main Line between London and Edinburgh. The city is also 70 miles (110 km) east of Birmingham, 38 miles (61 km) east of Leicester, 81 miles (130 km) south of Kingston upon Hull and 65 miles (105 km) west of Norwich.

The local topography is flat, and in some places the land lies below sea level, for example in parts of the Fens to the east of Peterborough. Human settlement in the area began before the Bronze Age, as can be seen at the Flag Fen archaeological site to the east of the current city centre, also with evidence of Roman occupation. The Anglo-Saxon period saw the establishment of a monastery, Medeshamstede, which later became Peterborough Cathedral.

The population grew rapidly after the railways arrived in the 19th century, and Peterborough became an industrial centre, particularly known for its brick manufacture. After the Second World War, growth was limited until designation as a New Town in the 1960s. Housing and population are expanding and a £1 billion regeneration of the city centre and immediately surrounding area is under way. Industrial employment has fallen since then, a significant proportion of new jobs being in financial services and distribution." - info from Wikipedia.

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

Now on Instagram.

Properly the Ribs Of Beef. Of course.

Properly trained, a man can be dog's best friend. ~Corey Ford. Enjoying some play time post Runner's Life Point to Point run for a fabulous lunch at Elmhirst's Resort

Kiveton Park, South Yorkshire.

"Kiveton Bridge" properly refers to the road bridge from which the adjacent railway station takes its name - avoiding any confusion with Kiveton Park Station approximately one mile to the east. The station was built by the London and North Eastern Railway to serve the rapidly growing communities of Kiveton Park and the neighbouring village of Wales following the sinking of Kiveton Park Colliery and the influx of men to work the pit. With the increasing population, there had been repeated calls for a new station that was more central to the two villages, and after 30 years of lobbying Kiveton Bridge opened to passengers on the 8th July 1929.

When built, the new station consisted of two flanking wooden platforms (each with wooden waiting rooms) linked by an overbridge. These were accessed through the road-level booking hall adjacent to the main road. In the 1950s, concrete platforms replaced the old wooden ones, and in the early 1970s the station was further modernised and became destaffed. The booking hall was demolished, the wooden waiting rooms replaced by brick structures, and the station’s lighting was converted from gas to electricity. Both Kiveton Bridge and Kiveton Park stations were remodelled in the 1990s with modern platforms and fixtures, although in the case of Kiveton Bridge, the new station signs read "Kiverton Bridge". These were soon replaced with the correct spelling, but this wasn’t the first time the name had been incorrectly shown. British Railways had made the same blunder when replacing old signs with new, larger enamel ones in the late1950s.

Kiveton Bridge station is situated on the ex-Great Central (formerly the Manchester, Sheffield and Lincolnshire Railway) Sheffield to Lincoln line and is served by trains operated by Northern Rail. Services are generally hourly in each direction on Monday to Saturday, together with three services from Sheffield to Cleethorpes via Gainsborough Central, Brigg and Grimsby Town on Saturdays only. Sunday services are few, running only in the late afternoon and early evening.

Late 1950s - early 1960s

In the halcyon days of steam - and when coal was king - this line saw much heavier volumes of traffic than it does today, much of it generated by the many coal mines in the area. Passenger traffic was mainly local trains running between Sheffield, Retford and Lincoln, but other services existed too. One such was the daily Harwich (Parkeston Quay) to Liverpool boat train. The ‘down’ working ran via March, Lincoln, Retford and Worksop as far as Sheffield Victoria where the locomotive terminated. From here the train continued its way across the Pennines via the recently electrified Woodhead Line hauled by a Class EM2 electric locomotive. Meanwhile, the ‘steamer’ was turned at Sheffield for the return to Harwich with the ‘up’ train, which had set off from Liverpool earlier that morning.

For many years, the standard motive power from Harwich to Sheffield and back was provided by Gresley 4-6-0 Class B17s, also known as Sandringhams or Footballers. In later years, haulage was handed over to BR Standard Class 7 locomotives, otherwise known as Britannia Class, though I suspect there may have been an interim period where Thompson B1s were used. When we heard on the grapevine that the 'Brits' were taking over the boat train, I well remember as a boy cycling over to Worksop on Saturday mornings with a few mates to watch it steaming through the station, and on our very first visit it was hauled by none other than the flagship of the fleet, Britannia herself. It didn't stop at Worksop on the outward working, but it did on the return journey, and with lots of other kids we congregated on the station platform to greet it and hopefully manage a chat with the driver and fireman.

The “Master Cutler”

For several years the prestigious “Master Cutler” graced these metals. This train has a varied history and initially ran on the former Great Central Main Line route from Sheffield Victoria to London Marylebone, generally hauled by a Gresley A3 Pacific. In September 1958, however, it was transferred to the Sheffield Victoria - London King's Cross route, calling at Retford where it switched to the East Coast Main Line, but by this time haulage had been taken over by the new English Electric Type 4 (later Class 40) diesel locomotives. Two years on and British Railways (Eastern Region) introduced Pullman coaches to the service, but in 1966 these were withdrawn and replaced with normal carriages. In 1968 the Master Cutler was again re-routed, this time to the Midland Main Line, terminating at London St Pancras.

Geograph®: www.geograph.org.uk/photo/5979128

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

But a 50% open rate wasn't bad.

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

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

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

She smiled.

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

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

You sound like my wife, he said.

Is the church open, I asked.

It is.

Can I go in?

Of course.

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

Indeed they had.

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

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

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CHART SUTTON.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Charities.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

"Peterborough Cathedral, properly the Cathedral Church of St Peter, St Paul and St Andrew – also known as Saint Peter's Cathedral in the United Kingdom – is the seat of the Anglican Bishop of Peterborough, dedicated to Saint Peter, Saint Paul and Saint Andrew, whose statues look down from the three high gables of the famous West Front. Although it was founded in the Anglo-Saxon period, its architecture is mainly Norman, following a rebuilding in the 12th century. With Durham and Ely cathedrals, it is one of the most important 12th-century buildings in England to have remained largely intact, despite extensions and restoration.

Peterborough Cathedral is known for its imposing Early English Gothic West Front (façade) which, with its three enormous arches, is without architectural precedent and with no direct successor. The appearance is slightly asymmetrical, as one of the two towers that rise from behind the façade was never completed (the tower on the right as one faces the building), but this is only visible from a distance.

Peterborough is a cathedral city in Cambridgeshire, England, with a population of 202,110 in 2017. Historically part of Northamptonshire, it is 76 miles (122 km) north of London, on the River Nene which flows into the North Sea 30 miles (48 km) to the north-east. The railway station is an important stop on the East Coast Main Line between London and Edinburgh. The city is also 70 miles (110 km) east of Birmingham, 38 miles (61 km) east of Leicester, 81 miles (130 km) south of Kingston upon Hull and 65 miles (105 km) west of Norwich.

The local topography is flat, and in some places the land lies below sea level, for example in parts of the Fens to the east of Peterborough. Human settlement in the area began before the Bronze Age, as can be seen at the Flag Fen archaeological site to the east of the current city centre, also with evidence of Roman occupation. The Anglo-Saxon period saw the establishment of a monastery, Medeshamstede, which later became Peterborough Cathedral.

The population grew rapidly after the railways arrived in the 19th century, and Peterborough became an industrial centre, particularly known for its brick manufacture. After the Second World War, growth was limited until designation as a New Town in the 1960s. Housing and population are expanding and a £1 billion regeneration of the city centre and immediately surrounding area is under way. Industrial employment has fallen since then, a significant proportion of new jobs being in financial services and distribution." - info from Wikipedia.

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

Now on Instagram.

What a properly lazy day! I've decided not to feel any guilt about it though - we are on 'holiday' after all.

Tim and I cut each other's hair this morning, and mine is now essentially longer (I had an asymmetric cut - have basically given myself a big comb-over and Tim's trimmed it to the same length on both sides). Fun!

Other than that, had a nice phone call with my Mum, played way too much PS4 (again, no guilt!) and made veggie burgers and wedges for dinner. Lovely.

This feather has been caught in the tree outside for weeks now - I've had it in mind as a back-up shot for a while :)

Soldiers' National Cemetery

Gettysburg, Pennsylvania

To properly bury the Union soldiers who died at Gettysburg, a "Soldiers Cemetery" was established on the battleground near the center of the Union line. Pennsylvania Governor Andrew Curtin supported the proposal with state funds to purchase the cemetery grounds and pay for the re-interment of Union dead from inadequate gravesites that covered the battlefield.

It was here during the dedication ceremony on November 19, 1863, that President Abraham Lincoln spoke of "these honored dead..." and renewed the Union cause to reunite the war-torn nation with his most famous speech, the "Gettysburg Address".

“Four score and seven years ago our fathers brought forth on this continent a new nation, conceived in liberty, and dedicated to the proposition that all men are created equal.

Now we are engaged in a great civil war, testing whether that nation, or any nation so conceived and so dedicated, can long endure. We are met on a great battlefield of that war. We have come to dedicate a portion of that field, as a final resting place for those who here gave their lives that that nation might live. It is altogether fitting and proper that we should do this.

But, in a larger sense, we can not dedicate, we can not consecrate, we can not hallow this ground. The brave men, living and dead, who struggled here, have consecrated it, far above our poor power to add or detract. The world will little note, nor long remember what we say here, but it can never forget what they did here. It is for us the living, rather, to be dedicated here to the unfinished work which they who fought here have thus far so nobly advanced. It is rather for us to be here dedicated to the great task remaining before us—that from these honored dead we take increased devotion to that cause for which they gave the last full measure of devotion—that we here highly resolve that these dead shall not have died in vain—that this nation, under God, shall have a new birth of freedom—and that government of the people, by the people, for the people, shall not perish from the earth.” ~ Abraham Lincoln

Ickleton, Cambridgeshire

Etheldreda - or, more properly, Ethelthrith - was the third and most celebrated of the saintly daughters of King Anna of East Anglia, by his wife, Saewara. Anna was of the family of the Uffingas, descendants of the Norse God, Odin. He was a Christian who did much for the conversion of his own kingdom, and that of Wessex, his chief enemy being the savage Penda, heathen King of Mercia.

Etheldreda was born at Exning in Suffolk, around AD 636, and was brought up in an atmosphere of piety. It was her ambition to be a nun like her sisters, but she was destined not to attain this goal until she had been twice married. In AD 652, she was given, against her will to, Tondbert, King of South Gyrwe, an East Anglian subkingdom in the Fens. As part of their marriage settlement, Tondbert gave his wife an estate then called Elge, and afterwards Ely. Tondbert, either respecting and sympathising with her monastic vocation or regarding her with indifference, allowed Etheldreda to live as a nun during the three years of their marriage. During that time, her father, King Anna, was defeated and killed by Penda of Mercia (AD 654), and was succeeded by his brother, Aethelhere.

After the deaths of her husband and father, Etheldreda settled on her personal estate at Ely, intending to spend the rest of her life in religious retirement. However, in AD 660, for family reasons - probably to secure an alliance for the house of the Uffingas with the powerful Kingdom of Northumbria against the aggressive Mercians - she married Egfrith, the second son of Oswiu, King of Northumbria.

At the time of his marriage, Egfrith was little more than a child. Etheldreda won his esteem and affection at once, and rapidly acquired a purifying and ennobling influence over him. He "held her as a thing enskied and sainted". He sat at her feet and learnt wisdom and self-denial from her, and he assisted her in her good works.

In AD 670, at the age of twenty-four, Egfrith ascended - not without some trouble - to the throne of Northumbria. Whilst Queen, Etheldreda delighted in the society of monks and nuns, and took care to invite and attract to her house such of them as were most distinguished for learning and piety. Among these was St. Cuthbert, the young Prior of Lindisfarne, upon whose monastery, she bestowed many gifts from her own private property. Desiring to give him a token of her regard for himself and to be specially remembered in his prayers, she also made and embroidered, with her own skilful fingers, a stole and a maniple for him. A gift, he would wear only in the presence of God, and be reminded of her while celebrating mass. St. Wilfred was also her friend and adviser and she gave him much land in Hexham, which had originally been a gift from her husband. There, Wilfred built the fairest church which then existed north of the Alps.

Although, for twelve years, Egfrith had been a mere humble adorer of his beautiful wife, he had, by now become a man - with manly desires. His affection had grown to a love which could no longer be satisfied with worship at a distance. He had hitherto consented to let Etheldreda live in his house like a nun in her convent, but now he wanted, and even demanded, more. He entreated Wilfred to use his influence to induce his wife to become, in fact, what, as yet, she had been only in name. He promised Wilfred great things for himself and for his churches, should he be able to persuade the Queen that her duty to God was her duty to her husband. Wilfred feigned to enter into the King's view of the matter, but, in fact, he steadfastly encouraged the Queen to persist in her celibate life and even advised her to ask permission to leave the court and become a nun. Egfrith never forgave him.

After many painful scenes, an unwilling consent was wrung from the King, no sooner given than repented. However, before he could give orders to the contrary, Etheldreda had fled to Coldingham beyond the Tweed, where Egfrith's aunt, St. Aebbe the Elder, was abbess. Egfrith found life intolerable without Etheldreda, and determined to bring her back with or without her consent. St. Aebbe heartily sympathised with Etheldreda but, seeing that, should Egfrith insist on reclaiming his wife, resistance would be impossible, advised her to escape from Coldingham in the disguise of a beggar. Etheldreda did this, attended by two nuns of Coldingham, SS. Sewara and Sewenna. She did not go to her own aunt's sister, St. Hilda, at Whitby, as she would have opposed anything advised by Wilfred, but decided to go back to her own lands at Ely. Many stories are told of her adventures on the journey, and they have often been the subject of sculpture and painted glass in the English monastic churches.

On the first day of her flight, Etheldreda was all but overtaken by her husband. She arrived at a headland, Colbert's Head, jutting into the sea, and her pious intention was protected by the tide, which at once rose to an unusual height around the rock, making the place inaccessible to her pursuers. Egfrith resolved to wait till the ebbing waters should leave the path open to him, but instead of going down in a few hours, the waters remained at high tide for seven days. The baffled pursuer then realised that a power greater than his had taken Etheldreda, and her vow, under his protection. So he gave up the idea of compelling her to come back to him and returned home.

Later, as she travelled, one very hot day, Etheldreda was overpowered with fatigue. She stuck her staff into the ground and lay down to rest on the open plain. When she awoke, the staff had put forth leaves and branches, and it afterwards became a mighty oak tree, larger than any other for many miles around.

At length, after many days of weary walking, the saint arrived on her own lands in Ely. Here, there was a piece of good, firm, rich land, supporting six hundred families and surrounded to a great distance by fens, forming a more formidable rampart than walls or plain water would have done.

Here, in AD 673, Etheldreda built a large double monastery. Wilfred, who never lost sight of his old friend, made her abbess and gave the veil to her first nuns. He obtained special privileges for her, from the Pope, and often visited her and helped her with advice and suggestions useful in the management of her large establishment. Etheldreda ruled over her monastery for seven years, setting a great example of piety and abstinence and all other monastic virtues. Though such a great lady, and so delicately reared, she never wore any linen, but only rough woollen clothing. She denied herself the use of the warm bath, a luxury much in use among the English in her time. Only permitting herself this indulgence at the four great festivals of the year and, even then, she only used the bath that had already served the other nuns. Many of her old friends, relations and courtiers followed her and her example. For hither they came to live under her rule or to place their daughters in her care. Hither also came many holy men and priests to take her for their spiritual guide. Among the kindred princesses who were attracted by Etheldreda's good qualities and the fame of her holiness, was her sister, St. Sexburga, Queen of Kent, who, leaving her own foundation of Minster-in-Sheppey, came and put herself under the rule of Etheldreda. At her death, on 23rd June AD 679, she succeeded her as abbess.

Etheldreda died of a quinsy, which she regarded as a punishment for her former love of dress and, in particular, for having worn jewels on her neck. An incision was made into her throat, by a surgeon who afterwards swore to the healing of the wound after death. Hence her patronage of sufferers of throat complaints. Etheldreda is one of the most popular of English saints, and there are more dedications in her name in England than in that of any female saint of the early Anglo-Saxon Church. Her feast day is the anniversary of her death, 23rd June.

In AD 696, St. Sexburga, had her body taken from its tomb, where it was found, not only undestroyed, but with a youthful freshness which had long departed from the face of the living Etheldreda. Many miracles were wrought at her side and, as her successors were princesses of the same family, the abbey of Ely was, for many years, very famous and very rich. It was constituted a cathedral in 1109, the abbot and bishop thenceforth becoming one person.

The life and merits of Etheldreda were the favourite study of medieval writers, and many notices of her are still extant. She is represented in art with the emblems of Royalty, and of her rank as abbess, sometimes with a book and, sometimes, a crown of flowers, or crowned with a crosier and budding staff. At Ely Cathedral, the lantern columns represent her asleep, her head in a nun's lap, a book in her hand with a tree blossoming above her. She is sometimes known by the pet name of Audrey.

"Peterborough Cathedral, properly the Cathedral Church of St Peter, St Paul and St Andrew – also known as Saint Peter's Cathedral in the United Kingdom – is the seat of the Bishop of Peterborough, dedicated to Saint Peter, Saint Paul and Saint Andrew, whose statues look down from the three high gables of the famous West Front. Founded in the Anglo-Saxon period, the architecture is mainly Norman, following a rebuilding in the 12th century. With Durham and Ely Cathedrals, it is one of the most important 12th century buildings in England to have remained largely intact, despite extensions and restoration.

Peterborough Cathedral is known for its imposing Early English Gothic West Front (façade) which, with its three enormous arches, is without architectural precedent and with no direct successor. The appearance is slightly asymmetrical, as one of the two towers that rise from behind the façade was never completed, but this is only visible from a distance, while the effect of the West Front upon entering the Cathedral Close is overwhelming." --Wikipedia: en.wikipedia.org/wiki/Peterborough_Cathedral

Rapid strata formation in soft sand (field evidence).

Photo of strata formation in soft sand on a beach, created by tidal action of the sea.

Formed in a single, high tidal event. Stunning evidence which displays multiple strata/layers.

Why this is so important ....

It has long been assumed, ever since the 17th century, that layers/strata observed in sedimentary rocks were built up gradually, layer upon layer, over many years. It certainly seemed logical at the time, from just looking at rocks, that lower layers would always be older than the layers above them, i.e. that lower layers were always laid down first followed, in time, by successive layers on top.

This was assumed to be true and became known as the superposition principle.

It was also assumed that a layer comprising a different material from a previous layer, represented a change in environmental conditions/factors.

These changes in composition of layers or strata were considered to represent different, geological eras on a global scale, spanning millions of years. This formed the basis for the Geologic Column, which is used to date rocks and also fossils. The evolutionary, 'fossil record' was based on the vast ages and assumed geological eras of the Geologic Column.

There was also circular reasoning applied with the assumed age of 'index' fossils (based on evolutionary beliefs & preconceptions) used to date strata in the Geologic Column. Dating strata from the assumed age of (index) fossils is known as Biostratigraphy.

We now know that, although these assumptions seemed logical, they are not supported by the evidence.

At the time, the mechanics of stratification were not properly known or studied.

An additional factor was that this assumed superposition and uniformitarian model became essential, with the wide acceptance of Darwinism, for the long ages required for progressive microbes-to-human evolution. There was no incentive to question or challenge the superposition, uniformitarian model, because the presumed, fossil 'record' had become dependant on it, and any change in the accepted model would present devastating implications for Darwinism.

This had the unfortunate effect of linking the study of geology so closely to Darwinism, that any study independent of Darwinian considerations was effectively stymied. This link of geology with Darwinian preconceptions is known as biostratigraphy.

Some other field evidence, in various situations, can be observed here: www.flickr.com/photos/101536517@N06/sets/72157635944904973/

and also in the links to stunning, experimental evidence, carried out by sedimentologists, given later.

_______________________________________________

GEOLOGIC PRINCIPLES (established by Nicholas Steno in the 17th Century):

What Nicolas Steno believed about strata formation is the basis of the principle of Superposition and the principle of Original Horizontality.

dictionary.sensagent.com/Law_of_superposition/en-en/

“Assuming that all rocks and minerals had once been fluid, Nicolas Steno reasoned that rock strata were formed when particles in a fluid such as water fell to the bottom. This process would leave horizontal layers. Thus Steno's principle of original horizontality states that rock layers form in the horizontal position, and any deviations from this horizontal position are due to the rocks being disturbed later.”)

BEDDING PLANES.

'Bedding plane' describes the surface in between each stratum which are formed during sediment deposition.

science.jrank.org/pages/6533/Strata.html

“Strata form during sediment deposition, that is, the laying down of sediment. Meanwhile, if a change in current speed or sediment grain size occurs or perhaps the sediment supply is cut off, a bedding plane forms. Bedding planes are surfaces that separate one stratum from another. Bedding planes can also form when the upper part of a sediment layer is eroded away before the next episode of deposition. Strata separated by a bedding plane may have different grain sizes, grain compositions, or colours. Sometimes these other traits are better indicators of stratification as bedding planes may be very subtle.”

______________________________________________

Several catastrophic events, flash floods, volcanic eruptions etc. have forced Darwinian, influenced geologists to admit to rapid stratification in some instances. However they claim it is a rare phenomenon, which they have known about for many years, and which does nothing to invalidate the Geologic Column, the fossil record, evolutionary timescale, or any of the old assumptions regarding strata formation, sedimentation and the superposition principle. They fail to face up to the fact that rapid stratification is not an extraordinary phenonemon, but rather the prevailing and normal mechanism of sedimentary deposition whenever and wherever there is moving, sediment-laden water. The experimental evidence demonstrates the mechanism and a mass of field evidence in normal (non-catastrophic) conditions shows it is a normal everyday occurrence.

It is clear from the experimental evidence that the usual process of stratification is - that strata are not formed by horizontal layers being laid on top of each other in succession, as was assumed. But by sediment being sorted in the flowing water and laid down diagonally in the direction of flow. See diagram:

www.flickr.com/photos/truth-in-science/39821536092/in/dat...

The field evidence (in the image) presented here - of rapid, simultaneous stratification refutes the Superposition Principle and the Principle of Lateral Continuity.

We now know, the Superposition Principle only applies on a rare occasion where sedimentary deposits are laid down in still water.

Superposition is required for the long evolutionary timescale, but the evidence shows it is not the general rule, as was once believed. Most sediment is laid down in moving water, where particle segregation is the general rule, resulting in the simultaneous deposition of strata/layers as shown in the photo.

See many other examples of rapid stratification (with geological features): www.flickr.com/photos/101536517@N06/sets/72157635944904973/

Rapid, simultaneous formation of layers/strata, through particle segregation in moving water, is so easily created it has even been described by sedimentologists (working on flume experiments) as a law ...

"Upon filling the tank with water and pouring in sediments, we immediately saw what was to become the rule: The sediments sorted themselves out in very clear layers. This became so common that by the end of two weeks, we jokingly referred to Andrew's law as "It's difficult not to make layers," and Clark's law as "It's easy to make layers." Later on, I proposed the "law" that liquefaction destroys layers, as much to my surprise as that was." Ian Juby, www.ianjuby.org/sedimentation/

The example in the photo is the result of normal, everyday tidal action formed in a single incident, and subsequently eroded by water flow revealing the strata/layers.

Where the water current or movement is more turbulent, violent, or catastrophic, great depths (many metres) of stratified sediment can be laid down in a short time. Certainly not the many millions of years assumed by evolutionists.

The composition of strata formed in any deposition event. is related to whatever materials are in the sediment mix, not to any particular timescale. Whatever is in the mix will be automatically sorted into strata/layers. It could be sand, or other material added from mud slides, erosion of chalk deposits, coastal erosion, volcanic ash etc. Any organic material (potential fossils), alive or dead, engulfed by, or swept into, a turbulent sediment mix, will also be sorted and buried within the rapidly, forming layers.

See many other examples of rapid stratification with geological features: www.flickr.com/photos/101536517@N06/sets/72157635944904973/

Stratified, soft sand deposit. demonstrates the rapid, stratification principle.

Important, field evidence which supports the work of the eminent, sedimentologist Dr Guy Berthault MIAS - Member of the International Association of Sedimentologists.

(Dr Berthault's experiments (www.sedimentology.fr/)

And also the experimental work of Dr M.E. Clark (Professor Emeritus, U of Illinois @ Urbana), Andrew Rodenbeck and Dr. Henry Voss, (www.ianjuby.org/sedimentation/)

Location: Yaverland, Isle of Wight. Formed 11/10/2018 This field evidence demonstrates that multiple strata in sedimentary deposits do not need millions of years to form and can be formed rapidly. This natural example confirms the principle demonstrated by the sedimentation experiments carried out by Dr Guy Berthault and other sedimentologists. It calls into question the standard, multi-million year dating of sedimentary rocks, and the dating of fossils by depth of burial or position in the strata.

Mulltiple strata/layers are evident in this example.

Dr Berthault's experiments (www.sedimentology.fr/) and other experiments (www.ianjuby.org/sedimentation/) and field studies of floods and volcanic action show that, rather than being formed by gradual, slow deposition of sucessive layers superimposed upon previous layers, with the strata or layers representing a particular timescale, particle segregation in moving water or airborne particles can form strata or layers very quickly, frequently, in a single event.

youtu.be/wFST2C32hMQ

youtu.be/SE8NtWvNBKI

And, most importantly, lower strata are not older than upper strata, they are the same age, having been created in the same sedimentary episode.

Such field studies confirm experiments which have shown that there is no longer any reason to conclude that strata/layers in sedimentary rocks relate to different geological eras and/or a multi-million year timescale. www.youtube.com/watch?v=5PVnBaqqQw8&feature=share&amp.... they also show that the relative position of fossils in rocks is not indicative of an order of evolutionary succession. Obviously, the uniformitarian principle, on which the geologic column is based, can no longer be considered valid. And the multi-million, year dating of sedimentary rocks and fossils needs to be reassessed. Rapid deposition of stratified sediments also explains the enigma of polystrate fossils, i.e. large fossils that intersect several strata. In some cases, tree trunk fossils are found which intersect the strata of sedimentary rock up to forty feet in depth. upload.wikimedia.org/wikipedia/commons/thumb/0/08/Lycopsi... They must have been buried in stratified sediment in a short time (certainly not millions, thousands, or even hundreds of years), or they would have rotted away. youtu.be/vnzHU9VsliQ

In fact, the vast majority of fossils are found in good, intact condition, which is testament to their rapid burial. You don't get good fossils from gradual burial, because they would be damaged or destroyed by decay, predation or erosion. The existence of so many fossils in sedimentary rock on a global scale is stunning evidence for the rapid depostion of sedimentary rock as the general rule. It is obvious that all rock containing good intact fossils was formed from sediment laid down in a very short time, not millions, or even thousands of years.

See set of photos of other examples of rapid stratification: www.flickr.com/photos/101536517@N06/sets/72157635944904973/

Carbon dating of coal should not be possible if it is millions of years old, yet significant amounts of Carbon 14 have been detected in coal and other fossil material, which indicates that it is less than 50,000 years old. www.ldolphin.org/sewell/c14dating.html

www.grisda.org/origins/51006.htm

Evolutionists confidently cite multi-million year ages for rocks and fossils, but what most people don't realise is that no one actually knows the age of sedimentary rocks or the fossils found within them. So how are evolutionists so sure of the ages they so confidently quote? The astonishing thing is they aren't. Sedimentary rocks cannot be dated by radiometric methods*, and fossils can only be dated to less than 50,000 years with Carbon 14 dating. The method evolutionists use is based entirely on assumptions. Unbelievably, fossils are dated by the assumed age of rocks, and rocks are dated by the assumed age of fossils, that's right ... it is known as circular reasoning.

* Regarding the radiometric dating of igneous rocks, which is claimed to be relevant to the dating of sedimentary rocks, in an occasional instance there is an igneous intrusion associated with a sedimentary deposit -

Prof. Aubouin says in his Précis de Géologie: "Each radioactive element disintegrates in a characteristic and constant manner, which depends neither on the physical state (no variation with pressure or temperature or any other external constraint) nor on the chemical state (identical for an oxide or a phosphate)."

"Rocks form when magma crystallizes. Crystallisation depends on pressure and temperature, from which radioactivity is independent. So, there is no relationship between radioactivity and crystallisation.

Consequently, radioactivity doesn't date the formation of rocks. Moreover, daughter elements contained in rocks result mainly from radioactivity in magma where gravity separates the heavier parent element, from the lighter daughter element. Thus radiometric dating has no chronological signification." Dr. Guy Berthault www.sciencevsevolution.org/Berthault.htm

"A team of Russian sedimentologists directed by Alexander Lalomov (Russian Academy of Sciences’ Institute of Ore Deposits) applied paleohydraulic analyses to geological formations in Russia. One example is the publication of a report in 2007 by the Lithology and Mineral Resources journal of the Russian Academy of Sciences. It concerns the Crimean Peninsular. It shows that the time of sedimentation of the sequence studied corresponds to a virtually instantaneous episode whilst according to stratigraphy it took several millions of years. Moreover, a recent report concerning the North-West Russian plateau in the St. Petersburg region shows that the time of sedimentation was much shorter than that attributed to it by the stratigraphic time-scale: 0.05% of the time."

www.sciencevsevolution.org/Berthault.htm

Rapid strata formation and rapid erosion at Mount St Helens.

slideplayer.com/slide/5703217/18/images/28/Rapid+Strata+F...

Visit the fossil museum:

www.flickr.com/photos/101536517@N06/sets/72157641367196613/

Just how good are peer reviews of scientific papers?

www.sciencemag.org/content/342/6154/60.full

www.examiner.com/article/want-to-publish-science-paper-ju...

The neo-Darwinian idea that the human genome consists entirely of an accumulation of billions of mutations is, quite obviously, completely bonkers. Nevertheless, it is compulsorily taught in schools and universities as 'science'.

www.flickr.com/photos/truth-in-science/35505679183

Or Dover Marine.

Or even Dover Admiralty Pier station.

It has been all of them. But is now Dover Cruise Terminal.

We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.

Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.

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

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.

kentrail.org.uk/dover_marine.htm

Spectres in the Smoke

A Creeping Narrative

Tony Broadbent

*********************************************************

On top of which, he hadn't even given me time to plan the creep properly, and I hated a rush job, that was always a sure way for things to go wrong in a hurry. I heard a sound and sent my senses flying out across the rooftops again. But, just as before, it was nothing. So I melted back into the walls and let the Smoke swirl around me like a wet army blanket to dampen down all thoughts of irritation. There's never any place for ruffled fur on a creep, and even waiting is work in my business.

It was very frustrating. And there was nothing else for it, but to go to plan B: go for the diamond jewellery; tiaras, rings and stuff: set the place in a roar: then just set back and see what happened. I slipped out and made for the(Ladies) bedrooms.

Pge 33

‘Honi soit qui mal y pense’

*********************************************************

It's the austere 1948 world of post-war, black-market-riddled England, and Jethro, the cat burglar and jewel thief, has been pushed out onto the rooftops of London again by Colonel Walsingham of MI5.

And so, forced once again to step out from behind his disguise as a part-time stage-hand in London's West End, Jethro does a creep in Mayfair and sets in motion a tale of dark and deadly dealings that mixes national politics with black magic, orgies of abandon, and blackmail.

Things get even deadlier when he stumbles across a royal cover-up and then uncovers a plot to topple Clement Attlee's Labour Government.

And always ever present, looming in the background, are the twin spectres of the growing communist menace and a rebirth of fascism. There are even rumors the Americans are poking their noses deep into things and that a mysterious OSS agent is roaming around London with his eagle eye set on someone who looks a lot like Jethro.

To top it all, Walsingham comes up with a plan---"in Defence of the Realm"---that calls for Jethro to steal his way into the very heart of English aristocratic circles.

However, Walsingham's behind-the-scenes string pulling also has unintended consequences in London's gangland that result in Jethro finding himself up to his neck again in the never-ending battle between two of London's most notorious gang bosses, Darby Messima and Jack Spot.

And all this is just a precursor to Jethro having to do a very serious bit of burglary at a certain very grand country house, the success or failure of which could mean England saved from going to the dogs or spell curtains for Jethro.

In Spectres in the Smoke, Tony Broadbent has created a dark, shadowy vision of post-war London and spun a truly enthralling tale.

Prologue:

It'd promised to be a very different world after the War ended. But now, nearly three years later, we were all of us still waiting for the dust to settle and clear. At times, in between the curtains of soot-laden fog, it seemed as if London was one huge wasteland. There were bombsites everywhere. Dark toothy gaps a dozen houses long in streets otherwise untouched or whole streets and neighbourhoods gone, with solitary buildings left, here and there like pinched, blackened stubs in an ashtray. And even those rows still standing bore the marks of doodlebug, incendiary bomb, and fire.

And with so many things busted, broken, or blown to smithereens no one knew quite where to begin. Was it better to start by clearing away all the mess and confusion? Or better to soldier on, build what you could on top of the rubble, and simply hope for the best?

Most families had suffered a tragic loss of some kind. A dad, a son, an uncle, a brother, who'd once waved a "cheerio" by the front door and gone off to war, then never returned. Or a sister, a granny, an auntie, a mother, who'd watched and waited, and then had perished to blazes in the Blitz. And all of them now gone forever, leaving gaping holes that could never be filled. True, a lucky few did manage to come through the War unscathed, and some did very well out of it. And more than one or two had lined themselves up to prosper whichever way the War went. Not that you could pick them out in a crowd, mind you, but they were there. They always are.

As there was still no end in sight to the Government's austerity measures, most people also had gaps of a more pressing if no less dispiriting sort to contend with. Empty shelves and empty shopping-baskets seemed to be the rule, more often than not. And with officially-allotted allowances going up and down like a see-saw most weeks, people stood in queues for hours on end, never knowing what they'd get for their troubles. All basic everyday foods were on ration points, all clothing was on coupons, and as soap was rationed, too, it left people feeling pretty lousy about things. And what with it having been another especially hard winter, it was a miserable old time for most Londoners. Continuing fuel and electricity shortages meant that even the bright lights of Piccadilly Circus stayed forever dark. With no tinsel to be had anywhere, but down the picture house, life seemed forever grey.

To give them their due, Clement Attlee's Labour Government were still struggling to get to grips with the five giants of want, sickness, squalor, ignorance, and idleness, and were slowly starting to make good on their promise to provide everyone "comfort and care, from cradle to the grave." And despite bitter opposition from conservatives of every stripe, they forged ahead and introduced the National Health Service that meant free spectacles and false teeth for anyone that needed them, and a doctor or a hospital bed when you were ill. They promised better state pensions for the old and poor; new housing for slum dwellers; and secure employment for the men that'd fought the War. Add a new Education Bill, so kids could stay in school longer and go on to grammar school or even university if they had the talent, and you had the makings of something very different to what'd gone before. Even, perhaps, a new and better Britain.

To be honest, though, a lot of people—me included—had thought the Labour Party a right load of duffers when they'd first started nationalising everything in sight, and things had gone from bad to worse. And although many in Britain regarded the Welfare State as the promised light in the wilderness, a good few saw it as the first flicker of the all-consuming fires of Communism. The middle and upper classes felt uneasy, under siege, and resentful. To them, Socialism promised nothing but the end of the Britain they knew and loved; they were terrified of power passing over into the wrong hands. Fears made all the more real when Communist trade union leaders down the London Docks voted repeatedly to go on strike, crippling imports and exports. And so it was, as night follows day, that the spectre of Fascism began to rise from out of the ashes again and draw people to its "Britain First" banner.

Was it any wonder then that the very idea of "a new Jerusalem" gave rise to such bitter disagreement in England's green and pleasant land? Or that for one dark moment Britain stood at a crossroads, as if spellbound, with no one knowing whether the morrow would bring a glorious social revolution or mobs roaming the streets looking to put heads on sticks.

"Crikey," I can hear you saying. "What's all this politics malarkey got to do with an honest-to-goodness London cat burglar, when he's at home?" Well, you'd be surprised what people will try and steal from you when you're not looking, really you would. But I have to admit I had to keep asking myself that same question, over and over again, during this caper; what with all its "who's who's" and "what's what's" and all its strange comings and goings. I tell you, it's not easy being a pawn in someone else's game, especially when the clock's ticking and you're being played as a promoted knight out to lay an old ghost and save a king. And all the while, you're worrying yourself sick about one old mate who's in dead trouble and you're fighting to help keep another old china's dream alive.

Review

As in THE SMOKE, SPECTRES IN THE SMOKE is a well-written and atmospheric novel. Broadbent vividly presents war-ravaged England with descriptions of both the physical destruction and the emotional damage its people feel. He uses details of life and society with which many are familiar, combined with fictional situations, to demonstrate his point. Broadbent has the ability to make it seem as though the reader is experiencing the events in this book rather than merely reading about them.

Jethro is an engaging and entertaining character. Even though he works on the outside of the law, he has his own standards of acceptable criminal behavior. To this end, he has little patience for those who do not follow his own code of conduct. Jethro is very loyal to his friends and family regardless of the trouble they find themselves in.

In addition his voice as narrator is very appealing. His voice is cynical and world-weary; yet, he is also hopeful and eager to see any situation improve. The way he demonstrates his views on the world and society through his actions, words, and thoughts is one of the many things that makes this story work. Hopefully Jethro will remain a solid and reassuring character as this series progresses.

Reviewed by Sarah Dudley, June 2006

269,885 items / 2,143,689 views

From Wikipedia, the free encyclopedia

Good Friday[nb 1] is a religious holiday observed primarily by Christians commemorating the crucifixion of Jesus Christ and his death at Calvary. The holiday is observed during Holy Week as part of the Paschal Triduum on the Friday preceding Easter Sunday, and may coincide with the Jewish observance of Passover. It is also known as Holy Friday, Great Friday, Black Friday,[1] or Easter Friday,[2] though the latter properly refers to the Friday in Easter week.

Based on the details of the Canonical gospels, the Crucifixion of Jesus was most likely to have been on a Friday (John 19:42).[3] The estimated year of the Crucifixion is AD 33, by two different groups, and originally as AD 34 by Isaac Newton via the differences between the Biblical and Julian calendars and the crescent of the moon.[4] A third method, using a completely different astronomical approach based on a lunar Crucifixion darkness and eclipse model (consistent with Apostle Peter's reference to a "moon of blood" in Acts 2:20), points to Friday, 3 April AD 33.[5]

According to the accounts in the Gospels, the Temple Guards, guided by Jesus' disciple Judas Iscariot, arrested Jesus in the Garden of Gethsemane. Judas received money (30 pieces of silver) (Matthew 26:14-16) for betraying Jesus and told the guards that whomever he kisses is the one they are to arrest. Following his arrest, Jesus was brought to the house of Annas, the father-in-law of the high priest, Caiaphas. There he was interrogated with little result and sent bound to Caiaphas the high priest where the Sanhedrin had assembled (John 18:1-24).

Conflicting testimony against Jesus was brought forth by many witnesses, to which Jesus answered nothing. Finally the high priest adjured Jesus to respond under solemn oath, saying "I adjure you, by the Living God, to tell us, are you the Anointed One, the Son of God?" Jesus testified ambiguously, "You have said it, and in time you will see the Son of Man seated at the right hand of the Almighty, coming on the clouds of Heaven." The high priest condemned Jesus for blasphemy, and the Sanhedrin concurred with a sentence of death (Matthew 26:57-66). Peter, waiting in the courtyard, also denied Jesus three times to bystanders while the interrogations were proceeding just as Jesus had predicted.

A Good Friday procession in Mumbai by Indian Roman Catholics, depicting the Way of the Cross

In the morning, the whole assembly brought Jesus to the Roman governor Pontius Pilate under charges of subverting the nation, opposing taxes to Caesar, and making himself a king (Luke 23:1-2). Pilate authorized the Jewish leaders to judge Jesus according to their own law and execute sentencing; however, the Jewish leaders replied that they were not allowed by the Romans to carry out a sentence of death (John 18:31).

Pilate questioned Jesus and told the assembly that there was no basis for sentencing. Upon learning that Jesus was from Galilee, Pilate referred the case to the ruler of Galilee, King Herod, who was in Jerusalem for the Passover Feast. Herod questioned Jesus but received no answer; Herod sent Jesus back to Pilate. Pilate told the assembly that neither he nor Herod found guilt in Jesus; Pilate resolved to have Jesus whipped and released (Luke 23:3-16). Under the guidance of the chief priests, the crowd asked for Barabbas, who had been imprisoned for committing murder during an insurrection. Pilate asked what they would have him do with Jesus, and they demanded, "Crucify him" (Mark 15:6-14). Pilate's wife had seen Jesus in a dream earlier that day, and she forewarned Pilate to "have nothing to do with this righteous man" (Matthew 27:19). Pilate had Jesus flogged and then brought him out to the crowd to release him. The chief priests informed Pilate of a new charge, demanding Jesus be sentenced to death "because he claimed to be God's son." This possibility filled Pilate with fear, and he brought Jesus back inside the palace and demanded to know from where he came (John 19:1-9).

Antonio Ciseri's depiction of Ecce Homo with Jesus and Pontius Pilate, 19th century

Coming before the crowd one last time, Pilate declared Jesus innocent and washed his own hands in water to show he has no part in this condemnation. Nevertheless, Pilate handed Jesus over to be crucified in order to forestall a riot (Matthew 27:24-26) and ultimately to keep his job. The sentence written was "Jesus of Nazareth, King of the Jews." Jesus carried his cross to the site of execution (assisted by Simon of Cyrene), called the place of the Skull, or "Golgotha" in Hebrew and in Latin "Calvary". There he was crucified along with two criminals (John 19:17-22).

Jesus agonized on the cross for six hours. During his last 3 hours on the cross, from noon to 3 p.m., darkness fell over the whole land.[6] With a loud cry, Jesus gave up his spirit. There was an earthquake, tombs broke open, and the curtain in the Temple was torn from top to bottom. The centurion on guard at the site of crucifixion declared, "Truly this was God's Son!" (Matthew 27:45-54)

Joseph of Arimathea, a member of the Sanhedrin and secret follower of Jesus, who had not consented to his condemnation, goes to Pilate to request the body of Jesus (Luke 23:50-52). Another secret follower of Jesus and member of the Sanhedrin named Nicodemus brought about a hundred pound weight mixture of spices and helped wrap the body of Christ (John 19:39-40). Pilate asks confirmation from the centurion whether Jesus is dead (Mark 15:44). A soldier pierced the side of Jesus with a lance causing blood and water to flow out (John 19:34), and the centurion informs Pilate that Jesus is dead (Mark 15:45).

Joseph of Arimathea took Jesus' body, wrapped it in a clean linen shroud, and placed it in his own new tomb that had been carved in the rock (Matthew 27:59-60) in a garden near the site of crucifixion. Nicodemus (John 3:1) also brought 75 pounds of myrrh and aloes, and placed them in the linen with the body, in keeping with Jewish burial customs (John 19:39-40). They rolled a large rock over the entrance of the tomb (Matthew 27:60). Then they returned home and rested, because Shabbat had begun at sunset (Luke 23:54-56). On the third day, Sunday, which is now known as Easter Sunday (or Pascha), Jesus rose from the dead.

[edit]In the Roman Catholic Church

[edit]Day of Fasting

Crucifix prepared for veneration

The Catholic Church treats Good Friday as a fast day, which in the Latin Rite of the Church is understood as having only one full meal (but smaller than a regular meal) and two collations (a smaller repast, two of which together do not equal one full meal) and on which the faithful abstain from eating meat. In countries where Good Friday is not a day of rest from work, the afternoon liturgical service is usually put off until a few hours after the recommended time of 3 p.m.

[edit]Services on the day

The Latin Rite has no celebration of Mass between the Lord's Supper on Holy Thursday evening and the Easter Vigil unless a special exemption is granted for rare solemn or grave occasions by the Vatican or the local bishop. The only sacraments celebrated during this time are Baptism (for those in danger of death), Penance, and Anointing of the Sick.[7] While there is no celebration of the Eucharist, it is distributed to the faithful only in the Service of the Passion of the Lord, but can also be taken at any hour to the sick who are unable to attend this service.[8] During this period crosses, candlesticks, and altar cloths are removed from the altar which remains completely bare.[9] It is also customary to empty the holy water fonts in preparation of the blessing of the water at the Easter Vigil.[10] Traditionally, no bells are rung on Good Friday or Holy Saturday until the Easter Vigil.

The Celebration of the Passion of the Lord takes place in the afternoon, ideally at three o'clock, but for pastoral reasons a later hour may be chosen.[11] The vestments used are red (more commonly) or black (more traditionally).[12] Before 1970, vestments were black except for the Communion part of the rite when violet was used.[13] Before 1955 black was used throughout.[14] If a bishop or abbot celebrates, he wears a plain mitre (mitra simplex).[15]

[edit]Liturgy

Communion from the Blessed Sacrament on Good Friday (Our Lady of Lourdes, Philadelphia)

The liturgy consists of three parts: the Liturgy of the Word, the Veneration of the Cross, and Holy Communion.

The Liturgy of the Word, consists of the clergy and assisting ministers entering in complete silence, without any singing. They then silently make a full prostration, "[signifying] both the abasement of 'earthly man,'[16] and also the grief and sorrow of the Church."[17] Then follows the Collect prayer, and the reading or chanting of Isaiah 52:13-53:12, Hebrews 4:14-16, 5:7-9, and the Passion account from the Gospel of John, traditionally divided between three deacons,[18] yet often divided between the celebrant and more than one singer or reader. This part of the liturgy concludes with the orationes sollemnes, a series of prayers for the Church, the Pope, the clergy and laity of the Church, those preparing for baptism, the unity of Christians, the Jewish people, those who do not believe in Christ, those who do not believe in God, those in public office, those in special need.[19] After each prayer intention, the deacon calls the faithful to kneel for a short period of private prayer; the celebrant then sums up the prayer intention with a Collect-style prayer.

The Adoration of the Cross, has a crucifix, not necessarily the one that is normally on or near the altar at other times, solemnly displayed to the congregation and then venerated by them, individually if possible and usually by kissing the wood of the cross, while hymns and the Improperia ("Reproaches") with the Trisagion hymn are chanted.[20]

Holy Communion is done according to a rite based on that of the final part of Mass, beginning with the Our Father, but omitting the ceremony of "Breaking of the Bread" and its related chant, the "Agnus Dei". The Eucharist, consecrated at the Evening Mass of the Lord's Supper on Holy Thursday is distributed at this service.[21] Before the reform of Pope Pius XII, only the priest received Communion in the framework of what was called the "Mass of the Presanctified", which included the usual Offertory prayers, with the placing of wine in the chalice, but which omitted the Canon of the Mass.[14] The priest and people then depart in silence, and the altar cloth is removed, leaving the altar bare except for the cross and two or four candlesticks.[22]

[edit]Stations of the Cross

The Way of the Cross, celebrated at the Colosseum in Rome on Good Friday

Rome: canopy erected at the "Temple of Venus and Rome" during the "Way of the Cross" ceremony

In addition to the prescribed liturgical service, the Stations of the Cross are often prayed either in the church or outside, and a prayer service may be held from midday to 3.00 p.m., known as the Three Hours' Agony. In countries such as Malta, Italy, Philippines, Puerto Rico and Spain, processions with statues representing the Passion of Christ are held.

In Rome, since the papacy of Blessed John Paul II, the heights of the Temple of Venus and Roma and their position opposite the main entrance to the Colosseum have been used to good effect as a public address platform. This may be seen in the photograph below where a red canopy has been erected to shelter the Pope as well as an illuminated cross, on the occasion of the Way of the Cross ceremony. The Pope, either personally or through a representative, leads the faithful through meditations on the stations of the cross while a cross is carried from there to the Colosseum.

In Polish churches, a tableau of Christ's Tomb is unveiled in the sanctuary. Many of the faithful spend long hours into the night grieving at the Tomb, where it is customary to kiss the wounds on the Lord's body. A life-size figure of Christ lying in his tomb is widely visited by the faithful, especially on Holy Saturday. The tableaux may include flowers, candles, figures of angels standing watch, and the three crosses atop Mt Calvary, and much more. Each parish strives to come up with the most artistically and religiously evocative arrangement in which the Blessed Sacrament, draped in a filmy veil, is prominently displayed.

[edit]Acts of Reparation to Jesus Christ

El Greco's Jesus Carrying the Cross, 1580

The Roman Catholic tradition includes specific prayers and devotions as acts of reparation for the sufferings and insults that Jesus suffered during his Passion on Good Friday. These Acts of Reparation to Jesus Christ do not involve a petition for a living or deceased beneficiary, but aim to repair the sins against Jesus. Some such prayers are provided in the Raccolta Catholic prayer book (approved by a Decree of 1854, and published by the Holy See in 1898) which also includes prayers as Acts of Reparation to the Virgin Mary.[23][24][25][26]

In his encyclical Miserentissimus Redemptor on reparations, Pope Pius XI called Acts of Reparation to Jesus Christ a duty for Catholics and referred to them as "some sort of compensation to be rendered for the injury" with respect to the sufferings of Jesus.[27]

Pope John Paul II referred to Acts of Reparation as the "unceasing effort to stand beside the endless crosses on which the Son of God continues to be crucified".[28]

[edit]Malta

The Holy Week commemorations reach their peak on Good Friday as the Roman Catholic Church celebrates the passion of Jesus. Solemn celebrations take place in all churches together with processions in different villages around Malta and Gozo. During the celebration, the narrative of the passion is read in some localities. The Adoration of the Cross follows. Good Friday processions take place in Birgu, Bormla, Għaxaq, Luqa, Mosta, Naxxar, Paola, Qormi, Rabat, Senglea, Valletta, Żebbuġ (Città Rohan) and Żejtun. Processions in Gozo will be in Nadur, Victoria (St. George and Cathedral), Xagħra and Żebbuġ, Gozo.

[edit]The Philippines

In predominantly Roman Catholic Philippines, the day is commemorated with street processions, the Way of the Cross, the chanting of the Pasyon, and performances of the Senakulo, a Passion play. Church bells are not rung and Masses are not celebrated. Some devotees engage in self-flagellation and even have themselves crucified as expressions of penance despite health issues and strong disapproval from the Church.[29]

After three o'clock in the afternoon (the time at which Jesus is traditionally believed to have died), the faithful venerate the cross in the local church and follow the procession of the Burial of Jesus. The image of the dead Christ is then laid in state to be venerated, and sometimes treated in accordance with local burial customs.

In Cebu and other Visayan Islands, people usually eat binignit and biko as a form of fasting.

[edit]In Eastern Christianity

Icon of the Crucifixion, 16th century, by Theophanes the Cretan (Stavronikita Monastery, Mount Athos)

Byzantine Christians (Eastern Christians who follow the Rite of Constantinople: Orthodox Christians and Greek-Catholics) call this day "Great and Holy Friday", or simply "Great Friday".

Because the sacrifice of Jesus through his crucifixion is commemorated on this day, the Divine Liturgy (the sacrifice of bread and wine) is never celebrated on Great Friday, except when this day coincides with the Great Feast of the Annunciation, which falls on the fixed date of March 25 (for those churches which follow the traditional Julian Calendar, March 25 currently falls on April 7 of the modern Gregorian Calendar). Also on Great Friday, the clergy no longer wear the purple or red that is customary throughout Great Lent,[30] but instead don black vestments. There is no "stripping of the altar" on Holy and Great Thursday as in the West; instead, all of the church hangings are changed to black, and will remain so until the Divine Liturgy on Great Saturday.

The faithful revisit the events of the day through public reading of specific Psalms and the Gospels, and singing hymns about Christ's death. Rich visual imagery and symbolism as well as stirring hymnody are remarkable elements of these observances. In the Orthodox understanding, the events of Holy Week are not simply an annual commemoration of past events, but the faithful actually participate in the death and resurrection of Jesus.

Each hour of this day is the new suffering and the new effort of the expiatory suffering of the Savior. And the echo of this suffering is already heard in every word of our worship service - unique and incomparable both in the power of tenderness and feeling and in the depth of the boundless compassion for the suffering of the Savior. The Holy Church opens before the eyes of believers a full picture of the redeeming suffering of the Lord beginning with the bloody sweat in the Garden of Gethsemane up to the crucifixion on Golgotha. Taking us back through the past centuries in thought, the Holy Church brings us to the foot of the cross of Christ erected on Golgotha, and makes us present among the quivering spectators of all the torture of the Savior.[31]

Great and Holy Friday is observed as a strict fast, and adult Byzantine Christians are expected to abstain from all food and drink the entire day to the extent that their health permits. "On this Holy day neither a meal is offered nor do we eat on this day of the crucifixion. If someone is unable or has become very old [or is] unable to fast, he may be given bread and water after sunset. In this way we come to the holy commandment of the Holy Apostles not to eat on Great Friday."[31]

[edit]Matins of Holy and Great Friday

The Byzantine Christian observance of Holy and Great Friday, which is formally known as The Order of Holy and Saving Passion of our Lord Jesus Christ, begins on Thursday night with the Matins of the Twelve Passion Gospels. Scattered throughout this Matins service are twelve readings from all four of the Gospels which recount the events of the Passion from the Last Supper through the Crucifixion and burial of Jesus. Some churches have a candelabrum with twelve candles on it, and after each Gospel reading one of the candles is extinguished.

Good Friday cross from the Catholicon at Holy Trinity Monastery, Meteora, Greece

The first of these twelve readings John 13:31-18:1 is the longest Gospel reading of the liturgical year, and is a concatenation from all four Gospels. Just before the sixth Gospel reading, which recounts Jesus being nailed to the cross, a large cross is carried out of the sanctuary by the priest, accompanied by incense and candles, and is placed in the center of the nave (where the congregation gathers), with a two-dimensional painted icon of the body of Christ (Greek: soma) affixed to it. As the cross is being carried, the priest or a chanter chants a special antiphon, Sēmeron Kremātai Epí Xýlou:

Today He who hung the earth upon the waters is hung upon the Cross (three times).

He who is King of the angels is arrayed in a crown of thorns.

He who wraps the Heavens in clouds is wrapped in the purple of mockery.

He who in Jordan set Adam free receives blows upon His face.

The Bridegroom of the Church is transfixed with nails.

The Son of the Virgin is pierced with a spear.

We venerate Thy Passion, O Christ (three times).

Show us also Thy glorious Resurrection.[32][33]

During the service, all come forward to kiss the feet of Christ on the cross. After the Canon, a brief, moving hymn, The Wise Thief is chanted by singers who stand at the foot of the cross in the center of the nave. The service does not end with the First Hour, as usual, but with a special dismissal by the priest:

May Christ our true God, Who for the salvation of the world endured spitting, and scourging, and buffeting, and the Cross, and death, through the intercessions of His most pure Mother, of our holy and God-bearing fathers, and of all the saints, have mercy on us and save us, for He is good and the Lover of mankind.

[edit]Royal Hours

Main article: Royal Hours

The next day, in the forenoon on Friday, all gather again to pray the Royal Hours, a special expanded celebration of the Little Hours (including the First Hour, Third Hour, Sixth Hour, Ninth Hour and Typica) with the addition of scripture readings (Old Testament, Epistle and Gospel) and hymns about the Crucifixion at each of the Hours (some of the material from the previous night is repeated). This is somewhat more festive in character, and derives its name of "Royal" from both the fact that the Hours are served with more solemnity than normal, commemorating Christ the King who humbled himself for the salvation of mankind, and also from the fact that this service was in the past attended by the Emperor and his court.

[edit]Vespers of Holy and Great Friday

The crucified Christ, just before the Deposition from the Cross and the placing of the Epitaphios in the Sepulcher.

The epitaphios ("winding sheet"), depicting the preparation of the body of Jesus for burial

In the afternoon, around 3 pm, all gather for the Vespers of the Taking-Down from the Cross, commemorating the Deposition from the Cross. The Gospel reading is a concatenation taken from all four of the Gospels. During the service, the body of Christ (the soma) is removed from the cross, as the words in the Gospel reading mention Joseph of Arimathea, wrapped in a linen shroud, and taken to the altar in the sanctuary. Near the end of the service an epitaphios or "winding sheet" (a cloth embroidered with the image of Christ prepared for burial) is carried in procession to a low table in the nave which represents the Tomb of Christ; it is often decorated with an abundance of flowers. The epitaphios itself represents the body of Jesus wrapped in a burial shroud, and is a roughly full-size cloth icon of the body of Christ. Then the priest may deliver a homily and everyone comes forward to venerate the epitaphios. In the Slavic practice, at the end of Vespers, Compline is immediately served, featuring a special Canon of the Crucifixion of our Lord and the Lamentation of the Most Holy Theotokos by Symeon the Logothete.

[edit]Matins of Holy and Great Saturday

The Epitaphios being carried in procession

The Epitaphios mounted upon return of procession

On Friday night, the Matins of Holy and Great Saturday, a unique service known as The Lamentation at the Tomb (Epitáphios Thrēnos) is celebrated. This service is also sometimes called Jerusalem Matins. Much of the service takes place around the tomb of Christ in the center of the nave.

A unique feature of the service is the chanting of the Lamentations or Praises (Enkōmia), which consist of verses chanted by the clergy interspersed between the verses of Psalm 119 (which is, by far, the longest psalm in the Bible). The Enkōmia are the best-loved hymns of Byzantine hymnography, both their poetry and their music being uniquely suited to each other and to the spirit of the day. They consist of 185 tercet antiphons arranged in three parts (stáseis or "stops"), which are interjected with the verses of Psalm 119, and nine short doxastiká ("Gloriae") and Theotókia (invocations to the Virgin Mary). The three stáseis are each set to its own music, and are commonly known by their initial antiphons: "Life in a grave", "Worthy it is", and "All the generations". Musically they can be classified as strophic, with 75, 62, and 48 tercet stanzas each, respectively. The climax of the Enkōmia comes during the third stásis, with the antiphon "Ō glyký mou Éar", a lamentation of the Virgin for her dead Child ("O, my sweet spring, my sweetest child, where has your beauty gone?"). The author(s) and date of the Enkōmia are unknown. Their High Attic linguistic style suggests a dating around the 6th century, possibly before the time of St. Romanos the Melodist.

At the end of the Great Doxology, while the Trisagion is sung, the epitaphios is taken in procession around the outside the church, and is then returned to the tomb. Some churches observe the practice of holding the epitaphios at the door, above waist level, so the faithful most bow down under it as they come back into the church, symbolizing their entering into the death and resurrection of Christ. The epitaphios will lay in the tomb until the Paschal Service early Sunday morning. In some churches, the epitaphios is never left alone, but is accompanied 24 hours a day by a reader chanting from the Psalter.[citation needed]

The Troparion (hymn of the day) of Good Friday is:

The noble Joseph, when he had taken down Thy most pure Body from the tree, wrapped it in fine linen, and anointed it with spices, and placed it in a new tomb.

Glory to the Father, and to the Son, and to the Holy Spirit, both now and ever, and unto ages of ages. Amen.

The angel came to the myrrh-bearing women at the tomb and said:

Myrrh is fitting for the dead, but Christ has shown Himself a stranger to corruption.

en.wikipedia.org/wiki/Good_Friday

If properly planned and managed, biofuels can contribute to a number of policy objectives which support the development of the green economy. For example, because agriculture is labour-intensive, job opportunities can be found throughout the biofuel value chain, particularly where conversion from feedstock to biofuel occurs close to where the feedstock is produced. The additional income from new jobs is likely to have a multiplier effect when spent locally, which can further encourage development. Higher quality energy from biofuels can reduce the time needed to collect water and firewood, which means that many women and children have more time for study and other productive tasks. Job growth and creation is a primer for the green economy where each renewable energy technology needs different labour and skills. Jobs in the bioenergy sector are projected to make the greatest contribution to employment compared to all the other renewable energy sectors. However, the factors that increase or decrease this potential include the level of mechanisation, agricultural business models, and available human capacity.

For any form of publication, please include the link to this page:

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You'll feel so light and breezy

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"Exeter Cathedral, properly known as the Cathedral Church of Saint Peter in Exeter, is an Anglican cathedral, and the seat of the Bishop of Exeter, in the city of Exeter, Devon, in South West England. The present building was complete by about 1400, and has several notable features, including an early set of misericords, an astronomical clock and the longest uninterrupted vaulted ceiling in England." - from Wikipedia.

This summer I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos. I recently got through my initial sifting through my photos and I'm now ready to share some of my favourites.

Or Dover Marine.

Or even Dover Admiralty Pier station.

It has been all of them. But is now Dover Cruise Terminal.

We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.

Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.

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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.

kentrail.org.uk/dover_marine.htm

Or Dover Marine.

Or even Dover Admiralty Pier station.

It has been all of them. But is now Dover Cruise Terminal.

We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.

Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.

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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.

kentrail.org.uk/dover_marine.htm

Night Nurse

The Archibald Fountain, properly called the J. F. Archibald Memorial Fountain, widely regarded as the finest public fountain in Australia, is located in Hyde Park, in central Sydney, New South Wales.

It is named after J. F. Archibald, owner and editor of The Bulletin magazine, who bequeathed funds to have it built. Archibald specified that it must be designed by a French artist, both because of his great love of French culture and to commemorate the association of Australia and France in World War I. He wished Sydney to aspire to Parisian civic design and ornamentation. The artist chosen was François-Léon Sicard.

Sicard was one of the foremost sculptors of his day, a classically educated artist, whose inspiration was derived, at least in part, from his study of classical Greek and Roman art and literature. In submitting his proposal for the design of the sculptural groups, Sicard wrote: "Apollo represents the Arts (Beauty and Light). Apollo holds out his right arm as a sign of protection, and spreads his benefits over all Nature, whilst he holds the Lyre in his left hand. Apollo is the warmth which vivifies, giving life to all Nature. At the touch of his rays, men awake, trees and fields become green, the animals go out into the fields, and men go to work at dawn.

"The ancient Pliny adored the sun, symbol of Life. It is on this account that I wished this figure to be the chief one in the memorial.

"At Apollo's feet the star of day is indicated by a semicircle, of which the rays spread out in jets of light (the rising sun). The horses' heads represent the horses of Apollo's chariot. Out of their nostrils the water will fall into the first basin, to fall from there into the second, and run away into the large basin.

"The large basin is divided into three groups. One represents Diana, goddess of purity, of peaceful nights, symbol of charity; the ideal which watches over mortals - all that stands for poetry and harmony. The second group symbolises the good things of the earth - it is the young god of the fields and pastures, of the pleasure of the countryside. The third group represents sacrifice for the public good. Theseus, vanquisher of the Minotaur. The spirit triumphs over bestiality. Theseus delivers his country from the ransom which it had to pay to this monster. It is the sacrifice of himself for the good of humanity. Between these groups tortoises throw jets of water. The fountain is electrically illuminated and floodlighted at night.

"It depicts Apollo, representing beauty and the arts, on a central column holding out his right arm as a sign of protection over all nature. On the three plinths radiating from the central column there are figures representing Diana, the goddess of purity; a group representing the good things of the earth; Theseus slaying a Minotaur, representing the sacrifice for the good of humanity."

The fountain was unveiled on 14 March 1932

Hyde Park, the oldest public parkland in Australia, is a 16.2-hectare (40 acres) park in the central business district of Sydney, New South Wales.

Hyde Park is on the eastern side of the Sydney city centre. It is the southernmost of a chain of parkland that extends north to the shore of Sydney Harbour via The Domain and Sydney's Royal Botanic Gardens. Hyde Park is approximately rectangular in shape, being squared at the southern end and rounded at the northern end.

The centrepiece of Hyde Park is the Archibald Fountain. The fountain was designed by François-Léon Sicard and donated by J.F. Archibald in 1932 in honour of Australia's contribution to World War I in France. Also at the northern end are the Nagoya Gardens featuring a giant outdoor chess set and the entrance to the underground St James railway station.

Wikipedia

The lid of my old kettle, which I bought in 2015, is not opening properly – though it is still working. I ordered a new one from ao.com at eleven o'clock yesterday morning and it was delivered to my house just after eight o'clock this morning 😀

I like the Russell Hobbs glass kettles - this is the fifth one I've bought. The first lasted several years but stopped working properly in 2010. Subsequently purchased kettles have also developed faults: 2010, 2012, 2015. This new one is guaranteed for three years – hey ho 😳

A Sikh is a follower of Sikhism, a monotheistic religion which originated during the 15th century in the Punjab region. The term "Sikh" has its origin in the Sanskrit words शिष्य (śiṣya; disciple, student) or शिक्ष (śikṣa; instruction). A Sikh is a disciple of a guru. According to Article I of the Sikh Rehat Maryada (the Sikh code of conduct), a Sikh is "any human being who faithfully believes in One Immortal Being; ten Gurus, from Guru Nanak to Guru Gobind Singh; Guru Granth Sahib; the teachings of the ten Gurus and the baptism bequeathed by the tenth Guru". "Sikh" properly refers to adherents of Sikhism as a religion, not an ethnic group. However, because Sikhs often share strong ethno-religious ties, many countries, such as the U.K., recognize Sikh as a designated ethnicity on their censuses. The American non-profit organization United Sikhs has fought to have Sikh included on the U.S. census as well, arguing that Sikhs "self-identify as an 'ethnic minority'" and believe "that they are more than just a religion".

Male Sikhs usually have "Singh" (Lion), and female Sikhs have "Kaur" (Princess) as their middle or last name. Sikhs who have undergone the khanḍe-kī-pahul (the Sikh initiation ceremony) may also be recognized by the five Ks: uncut hair (kesh); an iron or steel bracelet (kara); a kirpan (a sword tucked into a gatra strap); kachehra, a cotton undergarment, and kanga, a small wooden comb. Baptized male Sikhs must cover their hair with a turban, which is optional for baptized female Sikhs. The greater Punjab region is the historic homeland of the Sikhs, although significant communities exist around the world.

HISTORY

Sikh political history may be said to begin with the death of the fifth Sikh guru, Guru Arjan Dev, in 1606. Guru Nanak was a religious leader and social reformer in the 15th-century Punjab. Religious practices were formalized by Guru Gobind Singh on 30 March 1699. Singh baptized five people from a variety of social backgrounds, known as the Panj Piare (the five beloved ones) to form the Khalsa, or collective body of initiated Sikhs. Sikhism has generally had amicable relations with other religions, except for the period of Mughal rule in India (1556–1707). Several Sikh gurus were killed by the Mughals for opposing their persecution of minority religious communities including Sikhs. Sikhs subsequently militarized to oppose Mughal rule. The emergence of the Sikh Confederacy under Ranjit Singh was characterized by religious tolerance and pluralism, with Christians, Muslims and Hindus in positions of power. The confederacy is considered the zenith of political Sikhism, encompassing Kashmir, Ladakh and Peshawar. Hari Singh Nalwa, the commander-in-chief of the Sikh army in the North West Frontier, expanded the confederacy to the Khyber Pass. Its secular administration implemented military, economic and governmental reforms. The months leading up to the partition of India in 1947 were marked by conflict in the Punjab between Sikhs and Muslims. This caused the religious migration of Punjabi Sikhs and Hindus from West Punjab, mirroring a similar religious migration of Punjabi Muslims from East Punjab.

The 1960s saw growing animosity between Sikhs and Hindus in India, with the Sikhs demanding the creation of a Punjab state on a linguistic basis similar to other states in India. This was promised to Sikh leader Master Tara Singh by Jawaharlal Nehru, in return for Sikh political support during negotiations for Indian independence. Although the Sikhs obtained the Punjab, they lost Hindi-speaking areas to Himachal Pradesh, Haryana and Rajasthan. Chandigarh was made a union territory and the capital of Haryana and Punjab on 1 November 1966.

Tensions arose again during the late 1970s, fueled by Sikh claims of discrimination and marginalisation by the Hindu-dominated Indian National Congress party and tactics adopted by the Prime Minister Indira Gandhi.

According to Katherine Frank, Indira Gandhi's assumption of emergency powers in 1975 resulted in the weakening of the "legitimate and impartial machinery of government", and her increasing "paranoia" about opposing political groups led her to institute a "despotic policy of playing castes, religions and political groups against each other for political advantage". Sikh leader Jarnail Singh Bhindranwale articulated Sikh demands for justice, and this triggered violence in the Punjab. The prime minister's 1984 defeat of Bhindranwale led to an attack on the Golden Temple in Operation Blue Star and to her assassination by her Sikh bodyguards. Gandhi's assassination resulted in an explosion of violence against Sikh communities and the killing of thousands of Sikhs throughout India. Khushwant Singh described the riots as a Sikh pogrom; he "felt like a refugee in my country. In fact, I felt like a Jew in Nazi Germany". Since 1984, relations between Sikhs and Hindus have moved toward a rapprochement aided by economic prosperity. However, a 2002 claim by the Hindu right-wing Rashtriya Swayamsevak Sangh (RSS) that "Sikhs are Hindus" disturbed Sikh sensibilities. The Khalistan movement campaigns for justice for the victims of the violence, and for the political and economic needs of the Punjab.

In 1996, United Nations Commission on Human Rights Freedom of Religion or Belief Special Rapporteur Abdelfattah Amor (Tunisia, 1993–2004) visited India to report on religious discrimination. The following year Amor concluded, "In India it appears that the situation of the Sikhs in the religious field is satisfactory, but that difficulties are arising in the political (foreign interference, terrorism, etc.), economic (in particular with regard to sharing of water supplies) and even occupational fields. Information received from nongovernment (sic) sources indicates that discrimination does exist in certain sectors of the public administration; examples include the decline in the number of Sikhs in the police force and the military, and the absence of Sikhs in personal bodyguard units since the murder of Indira Gandhi".

Although Sikhs comprise 10 to 15 percent of all ranks of the Indian Army and 20 percent of its officers, they make up 1.87 percent of the Indian population.

During the 1999 Vaisakhi, Sikhs worldwide celebrated the 300th anniversary of the creation of the Khalsa. Canada Post honoured Sikh Canadians with a commemorative stamp in conjunction with the 300th anniversary of Vaisakhi. On April 9, 1999, Indian president K.R. Narayanan issued a stamp commemorating the 300th anniversary of the Khalsa.

DEFINITION

According to Guru Granth Sahib:

One who calls himself a Sikh of the Guru, the True Guru, shall rise in the early morning hours and meditate on the Lord's Name. Upon arising early in the morning, the Sikh is to bathe, and cleanse himself in the pool of nectar. Following the Instructions of the Guru, the Sikh is to chant the Name of the Lord, Har. All sins, misdeeds and negativity shall be erased. Then, at the rising of the sun, the Sikh is to sing Gurbani; whether sitting down or standing up, the Sikh is to meditate on the Lord's Name. One who meditates on my Lord, Har, with every breath and every morsel of food – that Gursikh becomes pleasing to the Guru's Mind. That person, unto whom my Lord and Master is kind and compassionate – upon that Gursikh, the Guru's Teachings are bestowed. Servant Nanak begs for the dust of the feet of that Gursikh, who himself chants the Naam, and inspires others to chant it.

Simran of the Lord's name is a recurring theme of Guru Granth Sahib, and Sukhmani Sahib were composed to allow a devotee to recite Nam throughout the day. Rising at Amrit Velā (before sunrise) is a common Sikh practice. Sikhism considers the spiritual and secular lives to be intertwined: "In the Sikh Weltanschauung ... the temporal world is part of the Infinite and partakes of its characteristics." According to Guru Nanak, living an "active, creative, and practical life" of "truthfulness, fidelity, self-control and purity" is superior to a purely contemplative life.

FIVE Ks

The five Ks (panj kakaar) are five articles of faith which all baptized Sikhs (Amritdhari Sikhs) are obliged to wear. The symbols represent the ideals of Sikhism: honesty, equality, fidelity, meditating on God and never bowing to tyranny. The five symbols are:

- Kesh: Uncut hair, usually tied and wrapped in a Dastar

- Kanga: A wooden comb, usually worn under a Dastar

- Katchera: Cotton undergarments, historically appropriate in battle due to increased mobility when compared to a dhoti. Worn by both sexes, the katchera is a symbol of chastity.

- Kara: An iron bracelet, a weapon and a symbol of eternity

- Kirpan: An iron dagger in different sizes. In the UK Sikhs can wear a small dagger, but in the Punjab they might wear a traditional curved sword from one to three feet in length.

MUSIC & INSTRUMENTS

The Sikhs have a number of musical instruments: the rebab, dilruba, taus, jori and sarinda. Playing the sarangi was encouraged in Guru Har Gobind. The rubab was first played by Bhai Mardana as he accompanied Guru Nanak on his journeys. The jori and sarinda were designed by Guru Arjan. The taus was made by Guru Hargobind, who supposedly heard a peacock singing and wanted to create an instrument mimicking its sounds (taus is the Persian word for peacock). The dilruba was made by Guru Gobind Singh at the request of his followers, who wanted a smaller instrument than the taus. After Japji Sahib, all of the shabda in the Guru Granth Sahib were composed as ragas. This type of singing is known as Gurmat Sangeet.

When they marched into battle, the Sikhs would play a Ranjit Nagara (victory drum) to boost morale. Nagaras (usually two to three feet in diameter, although some were up to five feet in diameter) are played with two sticks. The beat of the large drums, and the raising of the Nishan Sahib, meant that the singhs were on their way.

DISTRIBUTION

Numbering about 27 million worldwide, Sikhs make up 0.39 percent of the world population; approximately 83 percent live in India. About 76 percent of all Sikhs live in the north Indian State of Punjab, where they form a majority (about two-thirds) of the population. Substantial communities of Sikhs (more than 200,000) live in the Indian states or union territories of Haryana (more than 1.1 million), Rajasthan, West Bengal, Uttar Pradesh, Delhi, Maharashtra, Uttarakhand, Madhya Pradesh Assam and Jammu and Kashmir.

Sikh migration from British India began in earnest during the second half of the 19th century, when the British completed their annexation of the Punjab. The British Raj recruited Sikhs for the Indian Civil Service (particularly the British Indian Army), which led to Sikh migration throughout India and the British Empire. During the Raj, semiskilled Sikh artisans were transported from the Punjab to British East Africa to help build railroads. Sikhs emigrated from India and Pakistan after World War II, most going to the United Kingdom but many to North America. Some Sikhs who had settled in eastern Africa were expelled by Ugandan dictator Idi Amin in 1972. Economics is a major factor in Sikh migration, and significant communities exist in the United Kingdom, Canada, the United States, Malaysia, East Africa, Australia and Thailand.

Although the rate of Sikh migration from the Punjab has remained high, traditional patterns of Sikh migration favouring English-speaking countries (particularly the United Kingdom) have changed during the past decade due to stricter immigration laws. Moliner (2006) wrote that as a consequence of Sikh migration to the UK "becom[ing] virtually impossible since the late 1970s", migration patterns evolved to continental Europe. Italy is a rapidly growing destination for Sikh migration, with Reggio Emilia and Vicenza having significant Sikh population clusters. Italian Sikhs are generally involved in agriculture, agricultural processing, the manufacture of machine tools and horticulture.

Primarily for socio-economic reasons, Indian Sikhs have the lowest adjusted growth rate of any major religious group in India, at 16.9 percent per decade (estimated from 1991 to 2001). Johnson and Barrett (2004) estimate that the global Sikh population increases annually by 392,633 (1.7 percent per year, based on 2004 figures); this percentage includes births, deaths and conversions.

REPRESENTATION

Sikhs have been represented in Indian politics by former Indian prime minister Manmohan Singh and the deputy chairman of the Indian Planning Commission, Montek Singh Ahluwalia. Punjab Chief Minister Parkash Singh Badal is also a Sikh. Past Sikh politicians in India include former president Giani Zail Singh, Sardar Swaran Singh (India's first foreign minister), Speaker of Parliament Gurdial Singh Dhillon and former Chief Minister of Punjab Pratap Singh Kairon.

Politicians from the Sikh diaspora include the first Asian American member of the United States Congress, Dalip Singh Saund, British MPs Piara Khabra, Parmjit Dhanda and Paul Uppal, the first couple to sit together in a Commonwealth parliament (Gurmant Grewal and Nina Grewal, who requested a Canadian government apology for the Komagata Maru incident), former Canadian Shadow Social Development Minister Ruby Dhalla, Canadian Minister of State for Sport Baljit Singh Gosal and Legislative Assembly of Ontario members Vic Dhillon and Jagmeet Singh. Ujjal Dosanjh was the New Democratic Party Premier of British Columbia from July 2004 to February 2005, and was later a Liberal frontbench MP in Ottawa. In Malaysia, two Sikhs were elected MPs in the 2008 general elections: Karpal Singh (Bukit Gelugor) and his son, Gobind Singh Deo (Puchong). Two Sikhs were elected assemblymen: Jagdeep Singh Deo (Datuk Keramat) and Keshvinder Singh (Malim Nawar).

Sikhs comprise 10 to 15 percent of all ranks in the Indian Army and 20 percent of its officers, while making up 1.87 percent of the Indian population. The Sikh Regiment is one of the most-decorated regiments in the army, with 73 Battle Honours, 14 Victoria Crosses, 21 first-class Indian Orders of Merit (equivalent to the Victoria Cross), 15 Theatre Honours, five COAS Unit Citations, two Param Vir Chakras, 14 Maha Vir Chakras, five Kirti Chakras, 67 Vir Chakras and 1,596 other awards. The highest-ranking general in the history of the Indian Air Force is a Punjabi Sikh, Marshal of the Air Force Arjan Singh. Plans by the United Kingdom Ministry of Defence for a Sikh infantry regiment were scrapped in June 2007.

Historically, most Indians have been farmers and 66 percent of the Indian population are engaged in agriculture. Indian Sikhs are employed in agriculture to a lesser extent; India's 2001 census found 39 percent of the working population of the Punjab employed in this sector. The success of the 1960s Green Revolution, in which India went from "famine to plenty, from humiliation to dignity", was based in the Punjab (which became known as "the breadbasket of India"). The Punjab is the wealthiest Indian state per capita, with the average Punjabi income three times the national average. The Green Revolution centred on Indian farmers adopting more intensive and mechanised agricultural methods, aided by the electrification of the Punjab, cooperative credit, consolidation of small holdings and the existing, British Raj-developed canal system. According to Swedish political scientist Ishtiaq Ahmad, a factor in the success of the Indian green revolution was the "Sikh cultivator, often the Jat, whose courage, perseverance, spirit of enterprise and muscle prowess proved crucial". However, not all aspects of the green revolution were beneficial. Indian physicist Vandana Shiva wrote that the green revolution made the "negative and destructive impacts of science [i.e. the green revolution] on nature and society" invisible, and was a catalyst for Punjabi Sikh and Hindu tensions despite a growth in material wealth.

Punjabi Sikhs are engaged in a number of professions which include science, engineering and medicine. Notable examples are nuclear scientist Piara Singh Gill (who worked on the Manhattan Project), fibre-optics pioneer Narinder Singh Kapany and physicist, science writer and broadcaster Simon Singh.

In business, the UK-based clothing retailers New Look and the Thai-based Jaspal were founded by Sikhs. India's largest pharmaceutical company, Ranbaxy Laboratories, is headed by Sikhs. UK Sikhs have the highest percentage of home ownership (82 percent) of any religious community. UK Sikhs are the second-wealthiest (after the Jewish community) religious group in the UK, with a median total household wealth of £229,000. In Singapore Kartar Singh Thakral expanded his family's trading business, Thakral Holdings, into total assets of almost $1.4 billion and is Singapore's 25th-richest person. Sikh Bob Singh Dhillon is the first Indo-Canadian billionaire. The Sikh diaspora has been most successful in North America, especially in California’s fertile Central Valley. American Sikh farmers such as Harbhajan Singh Samra and Didar Singh Bains dominate California agriculture, with Samra specialising in okra and Bains in peaches.

Sikh intellectuals, sportsmen and artists include writer Khushwant Singh, England cricketer Monty Panesar, former 400m runner Milkha Singh, Indian wrestler and actor Dara Singh, former Indian hockey team captains Ajitpal Singh and Balbir Singh Sr., former Indian cricket captain Bishen Singh Bedi, Harbhajan Singh (India's most successful off spin cricket bowler), Bollywood actress Neetu Singh, Sunny Leone, actors Parminder Nagra, Neha Dhupia, Gul Panag, Mona Singh, Namrata Singh Gujral, Archie Panjabi and director Gurinder Chadha.

Sikhs have migrated worldwide, with a variety of occupations. The Sikh Gurus preached ethnic and social harmony, and Sikhs comprise a number of ethnic groups. Those with over 1,000 members include the Ahluwalia, Arain, Arora, Bhatra, Bairagi, Bania, Basith, Bawaria, Bazigar, Bhabra, Chamar, Chhimba, Darzi, Dhobi, Gujar, Jatt, Jhinwar, Kahar, Kalal, Kamboj, Khatri, Kumhar, Labana, Lohar, Mahtam, Mazhabi, Megh, Mirasi, Mochi, Nai, Rajput, Ramgarhia, Saini, Sarera, Sikligar, Sunar, Sudh, Tarkhan and Zargar.

An order of Punjabi Sikhs, the Nihang or the Akalis, was formed during Ranjit Singh's time. Under their leader, Akali Phula Singh, they won many battles for the Sikh Confederacy during the early 19th century.

IN THE INDIAN & BRITISH ARMIES

Sikhs supported the British during the Indian Rebellion of 1857. By the beginning of World War I, Sikhs in the British Indian Army totaled over 100,000 (20 percent of the force). Until 1945 fourteen Victoria Crosses were awarded to Sikhs, a per-capita regimental record. In 2002 the names of all Sikh VC and George Cross recipients were inscribed on the monument of the Memorial Gates on Constitution Hill, next to Buckingham Palace. Chanan Singh Dhillon was instrumental in campaigning for the memorial.

During World War I, Sikh battalions fought in Egypt, Palestine, Mesopotamia, Gallipoli and France. Six battalions of the Sikh Regiment were raised during World War II, serving in the Second Battle of El Alamein, the Burma and Italian campaigns and in Iraq and receiving 27 battle honours. Around the world, Sikhs are commemorated in Commonwealth cemeteries.

In the last two world wars 83,005 turban wearing Sikh soldiers were killed and 109,045 were wounded. They all died or were wounded for the freedom of Britain and the world, and during shell fire, with no other protection but the turban, the symbol of their faith.

—General Sir Frank Messervy

British people are highly indebted and obliged to Sikhs for a long time. I know that within this century we needed their help twice [in two world wars] and they did help us very well. As a result of their timely help, we are today able to live with honour, dignity, and independence. In the war, they fought and died for us, wearing the turbans.

—Sir Winston Churchill

IN THE WEST

During the late 19th and early 20th centuries, Sikhs began to emigrate to East Africa, the Far East, Canada, the United States and the United Kingdom. In 1907 the Khalsa Diwan Society was established in Vancouver, and four years later the first gurdwara was established in London. In 1912 the first gurdwara in the United States was founded in Stockton, California.

Since Sikhs (like Middle Eastern men) wear turbans, some in Western countries have been mistaken for Muslim or Arabic men since the September 11 attacks and the Iraq War. Several days after the 9/11 attacks Sikh Balbir Singh Sodhi was murdered by Frank Roque, who thought Sodhi was connected with al-Qaeda. CNN suggested an increase in hate crimes against Sikh men in the United States and the UK after the 9/11 attacks.

Since Sikhism has never actively sought converts, the Sikhs have remained a relatively homogeneous ethnic group. The Kundalini Yoga-based activities of Harbhajan Singh Yogi in his 3HO (Happy, Healthy, Holy) organisation claim to have inspired a moderate growth in non-Indian adherents of Sikhism. In 1998 an estimated 7,800 3HO Sikhs, known colloquially as ‘gora’ (ਗੋਰਾ) or ‘white’ Sikhs, were mainly centred around Española, New Mexico and Los Angeles, California. Sikhs and the Sikh American Legal Defense and Education Fund overturned a 1925 Oregon law banning the wearing of turbans by teachers and government officials.

In an attempt to foster Sikh leaders in the Western world, youth initiatives by a number of organisations have begun. The Sikh Youth Alliance of North America sponsors an annual Sikh Youth Symposium, a public-speaking and debate competition held in gurdwaras throughout the U.S. and Canada.

ART & CULTURE

Sikh art and culture are nearly synonymous with that of the Punjab, and Sikhs are easily recognised by their distinctive turban (Dastar). The Punjab has been called India’s melting pot, due to the confluence of invading cultures (Greek, Mughal and Persian) from the rivers from which the region gets its name. Sikh culture is therefore a synthesis of cultures. Sikhism has forged a unique architecture, which S. S. Bhatti described as "inspired by Guru Nanak’s creative mysticism" and "is a mute harbinger of holistic humanism based on pragmatic spirituality".

During the Mughal and Afghan persecution of the Sikhs during the 17th and 18th centuries, the latter were concerned with preserving their religion and gave little thought to art and culture. With the rise of Ranjit Singh and the Sikh Raj in Lahore and Delhi, there was a change in the landscape of art and culture in the Punjab; Hindus and Sikhs could build decorated shrines without the fear of destruction or looting.

The Sikh Confederacy was the catalyst for a uniquely Sikh form of expression, with Ranjit Singh commissioning forts, palaces, bungas (residential places) and colleges in a Sikh style. Sikh architecture is characterised by gilded fluted domes, cupolas, kiosks, stone lanterns, ornate balusters and square roofs. A pinnacle of Sikh style is Harmandir Sahib (also known as the Golden Temple) in Amritsar.

Sikh culture is influenced by militaristic motifs (with the Khanda the most obvious), and most Sikh artifacts - except for the relics of the Gurus - have a military theme. This theme is evident in the Sikh festivals of Hola Mohalla and Vaisakhi, which feature marching and displays of valor.

Although the art and culture of the Sikh diaspora have merged with that of other Indo-immigrant groups into categories like "British Asian", "Indo-Canadian" and "Desi-Culture", a minor cultural phenomenon which can be described as "political Sikh" has arisen. The art of diaspora Sikhs like Amarjeet Kaur Nandhra and Amrit and Rabindra Kaur Singh (the "Singh Twins") is influenced by their Sikhism and current affairs in the Punjab.

Bhangra and Giddha are two forms of Punjabi folk dancing which have been adapted and pioneered by Sikhs. Punjabi Sikhs have championed these forms of expression worldwide, resulting in Sikh culture becoming linked to Bhangra (although "Bhangra is not a Sikh institution but a Punjabi one").

PAINTING

Sikh painting is a direct offshoot of the Kangra school of painting. In 1810, Ranjeet Singh (1780–1839) occupied Kangra Fort and appointed Sardar Desa Singh Majithia his governor of the Punjab hills. In 1813 the Sikh army occupied Guler State, and Raja Bhup Singh became a vassal of the Sikhs. With the Sikh kingdom of Lahore becoming the paramount power, some of the Pahari painters from Guler migrated to Lahore for the patronage of Maharaja Ranjeet Singh and his Sardars.

The Sikh school adapted Kangra painting to Sikh needs and ideals. Its main subjects are the ten Sikh gurus and stories from Guru Nanak's Janamsakhis. The tenth Guru, Gobind Singh, left a deep impression on the followers of the new faith because of his courage and sacrifices. Hunting scenes and portraits are also common in Sikh painting.

WIKIPEDIA

Properly known as The Queen's South Africa Medal.

The QSA was awarded to military personnel who served in the Boer War in South Africa between 11 October 1899 and 31 May 1902 (the South African War or Second Boer War). Units from the British Army, Royal Navy, colonial forces who took part (Australia, Canada, New Zealand, India and South Africa), civilians employed in official capacity and war correspondents. The QSA (without bar) was also awarded to troops who guarded Boer prisoners of war at the POW camp on the island of St. Helena. Troops on the Mediterranean islands were awarded the Queen's Mediterranean Medal, and some personnel on troopships got the Transport Medal.

The QSA was the medal issued to all who served in South Africa up to the end of the war in May 1902. This included those such as the New Zealand 10th Contingent who arrived in Durban in May 1902, and did not fight. The requirements for the King's South Africa Medal meant that few were issued.

Clasps

There are twenty-six different clasps for the QSA medal indicating each action and campaign of the Second Boer War. A “state” clasp was issued for service within that state when no “battle” clasp was issued to the recipient for a specific action within the same state. This meant a QSA medal could not carry both a “state” clasp and a “battle” clasp for actions within the same state. (However, grandfather's medal goes against this, as it has two Natal '“battle”' clasps and the Natal '“state”' clasp.) The "Cape Colony" clasp was not issued to recipients of the "Natal" clasp, nor "Rhodesia" with the "Relief of Mafeking". Recipients could not get both the "Defence" and "Relief" clasps for Mafeking, Kimberley or Ladysmith.

State Clasps

CAPE COLONY - 11 October 1899 - 31 May 1902

NATAL - 11 October 1899 and 11 June 1900

RHODESIA - 11 October 1899 - 17 May 1900

ORANGE FREE STATE - 28 February 1900 - 31 May 1902

TRANSVAAL - 24 May 1900 and 31 May 1902

SOUTH AFRICA 1901 - Awarded to those not eligible for the King's Medal although they had served at the front between 1 January and 31 December 1901.

SOUTH AFRICA 1902 - Awarded to those not eligible for the King's Medal although they had served at the front between 1 January and 31 May 1902.

Battle Clasps showing which 'state' the battle was in

DEFENCE OF MAFEKING 13 October 1899 - 17 May 1900 (CC)

DEFENCE OF KIMBERLEY 15 October 1899 - 15 February 1900 (CC)

TALANA 20 October 1899 (Natal)

ELANDS-LAAGTE 21 October 1899 (Natal)

DEFENCE OF LADYSMITH 3 November 1899 - 28 February 1900 (Natal)

BELMONT 23 November 1899 (CC)

MODDER RIVER 28 November 1899 (CC)

RELIEF OF LADYSMITH 15 December 1899 - 28 February 1900 (Natal)

TUGELA HEIGHTS 12-27 February 1900 (Natal)

RELIEF OF KIMBERLEY 15 February 1900 (CC)

PAARDEBERG 17-26 February 1900 (OFS)

DRIEFONTEIN 10 March 1900 - Awarded to troops serving with Army Headquarters and LtGen French's column which advanced from Popular Grove on 10 March 1900 (OFS)

WEPENER 9-25 April 1900 (OFS)

RELIEF OF MAFEKING 17 May 1900 (CC)

JOHANNESBURG - Awarded to those troops who, on 29 May 1900, were north of an east and west line through Klip River Station and east of a north and south line through Krugersdorp Station (Transvaal)

DIAMOND HILL 11-12 June 1900 (Transvaal)

WITTEBERGEN 1-29 July 1900 (OFS)

BELFAST - Awarded to troops who, on 26 or 27 August 1900, were east of a north and south line drawn through Wonderfontein, and west of a north and south line through Dalmanutha Station, and north of an east and west line drawn through Carolina (Transvaal)

LAING'S NEK 12 June 1900 (Natal)

Description

A circular, silver medal, 1,52 inches (39 mm) in diameter. The obverse shows a crowned and veiled effigy of Queen Victoria, facing left, with the legend VICTORIA REGINA ET IMPERATRIX.

The reverse has Britannia depicted holding the Union Flag in her left hand and a laurel wreath in her right hand. In the right background are troops marching to the coast and in the left background are two men-of-war. Around the top are the words SOUTH AFRICA.

The first medals, awarded to Strathcona's Horse, bore the dates 1899–1900. The dates were removed from subsequent medals because the war continued beyond 1900. Some medals, including grandfather's, still show a 'ghost' of 1899–1900.

The ribbon is 1,25 inches (32 mm) wide, and consists of five stripes: red (5 mm), dark blue (5 mm), orange centre, dark blue (5 mm), and red (5 mm).

Gunner Clarke's medal

Inscribed on the rim:

82156 GNR. A. E. CLARKE 14TH BTY., R.F.A.

Grandfather was wounded in the Colenso action, which is not surprising. What is surprising is that he survived. The injury was enough to ensure his return to England, presumably from Durban, on the SS Canada of the White Star - Dominion Line (see pic below). He wrote home on 23 December 1899. His brother Walter wrote back on 22 January, saying he'd read in the papers 'you was all shot down and not a man left and we have been in a great worry and dear Brother you can imagine what a relief it was this morning when we got your letter.'

Walter also saw in the papers 'the transport Canada arrived at Southampton this morning with 20 invalids and then left by train for Netley Hospital so I am thinking you are one of the number as I am going to address this letter there.'

From the above facts, it is hard to understand why the medal includes the Tugela Heights clasp; clearly he was in England at the time of the battle. Nevertheless, the clasp is there, as you can see.

Grandfather had been employed in Regents Park from 1899-05-09 to 1899-10-14, when he rejoined his RFA battery and went off to war. His injuries must have been light, since he was back in the employ of Regents Park on 1900-02-13. In June, on the 13th, he was recalled to the RFA.

(Thanks to Gillian for the contents of the letter from Walter.)

"Peterborough Cathedral, properly the Cathedral Church of St Peter, St Paul and St Andrew – also known as Saint Peter's Cathedral in the United Kingdom – is the seat of the Anglican Bishop of Peterborough, dedicated to Saint Peter, Saint Paul and Saint Andrew, whose statues look down from the three high gables of the famous West Front. Although it was founded in the Anglo-Saxon period, its architecture is mainly Norman, following a rebuilding in the 12th century. With Durham and Ely cathedrals, it is one of the most important 12th-century buildings in England to have remained largely intact, despite extensions and restoration.

Peterborough Cathedral is known for its imposing Early English Gothic West Front (façade) which, with its three enormous arches, is without architectural precedent and with no direct successor. The appearance is slightly asymmetrical, as one of the two towers that rise from behind the façade was never completed (the tower on the right as one faces the building), but this is only visible from a distance.

Peterborough is a cathedral city in Cambridgeshire, England, with a population of 202,110 in 2017. Historically part of Northamptonshire, it is 76 miles (122 km) north of London, on the River Nene which flows into the North Sea 30 miles (48 km) to the north-east. The railway station is an important stop on the East Coast Main Line between London and Edinburgh. The city is also 70 miles (110 km) east of Birmingham, 38 miles (61 km) east of Leicester, 81 miles (130 km) south of Kingston upon Hull and 65 miles (105 km) west of Norwich.

The local topography is flat, and in some places the land lies below sea level, for example in parts of the Fens to the east of Peterborough. Human settlement in the area began before the Bronze Age, as can be seen at the Flag Fen archaeological site to the east of the current city centre, also with evidence of Roman occupation. The Anglo-Saxon period saw the establishment of a monastery, Medeshamstede, which later became Peterborough Cathedral.

The population grew rapidly after the railways arrived in the 19th century, and Peterborough became an industrial centre, particularly known for its brick manufacture. After the Second World War, growth was limited until designation as a New Town in the 1960s. Housing and population are expanding and a £1 billion regeneration of the city centre and immediately surrounding area is under way. Industrial employment has fallen since then, a significant proportion of new jobs being in financial services and distribution." - info from Wikipedia.

Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.

Now on Instagram.

Properly cooked, but at this price, of course it is. Too bad it's somewhat bland.

Danny's Steakhouse 教父牛排

台北市樂群三路58號

No.58, Lequn 3rd Road, Taipei City

+886-2-8501-1838

All fourteen days is the collection old paper here. But they only take it along if it properly bundled.

Love the comb lines at her temple

I can't properly pronounce "with".