Replacing an earlier scanned photo with a better version 15-Jun-17 (DeNoise AI 19-Sep-22)

 

Yellow 'Super Resort Express' livery.

 

This aircraft was delivered to JAL Japan Airlines as JA8110 in Mar-72. It was sold to a lessor in Oct-93 and leased back to JAL. In Nov-95 it was sold to JAZ Japan Air Charter and leased back to JAL until it was returned to JALways in Dec-99.

 

It was sold to The Gulf Falcon Group (United Arab Emirates) the following day and leased to Air Gulf Falcon as P4-GFE (Aruba - flag of convenience!). The aircraft was registered 3C-GFE (Equatorial Guinea) in Mar-00 and re-registered again in Jul-00 in 5Y-GFE (Kenya).

 

It was leased to Spirit of Africa Airlines as ST-AQL (Sudan) in Feb-01 for a Haj Pilgrimage operation and returned to Air Gulf Falcon in May-01. In Jul-01 it was re-registered again, as 3D-PAF (Swaziland) and leased to Sky Aviation the following month.

 

In Jul-02 it was re-registered 3D-PAJ, still with Sky Aviation. It returned to the Gulf Falcon Group in Nov-02. In Jan-03 it was leased to Spirit of Africa Airlines again as ST-AQL for another Haj Pilgrimage and returned to the Gulf Falcon Group in Dec-03 and was stored at Sharjah, UAE.

 

It was ferried to Jakarta - CGK in early 2004 where it was permanently retired. The aircraft was sold to Blue Nile Leasing in 2006 and sold shortly after to the NAT Group. It was last noted still stored at Jakarta - CGK in Sep-13. Updated 19-Sep-22.

 

Note: It's interesting that despite all the registration changes in countries with dubious Civil Aviation Authorities, this aircraft actually spent most of its time sitting on the ground at Sharjah, UAE.

Replacing an earlier scanned photo with a better version 04-Dec-21, plus DeNoise AI 10-Dec-22.

 

Swissair Express, op by Flightline

 

This aircraft was delivered to Pacific Southwest Airlines (USA) as N365PS in Dec-85. It was sold to lessor on delivery and leased back to Pacific Southwest.

 

It was re-registered N189US in Dec-87 prior to being merged into US Air in Apr-88. The aircraft was withdrawn from use and stored at Mojave, CA, USA in May-91. US Air was renamed US Airways in Feb-97.

 

The aircraft was leased to Flightline (UK) as G-FLTA in Feb-98. It was wet-leased to Jersey European Airways between Oct-98/Mar-99, to Swissair Express between Mar-99/Apr-00, to Croatia Airlines between Apr/Jun-00 and to IAC Integrated Aviation Consortium between Apr-02/2008.

 

Flightline ceased operations in Dec-08, the aircraft was stored at Southend (UK) and returned to Westall Aviation in Apr-09.

It was sold to the Aircraft Holding Network (USA) as N174FF in Jul-12. It was due to be sold to Neptune Aviation Services for water-bomber conversion but the sale was cancelled.

 

The aircraft was sold to TAM Bolivia (the airline of the Bolivian Air Force) as FAB-106 in Nov-13. It was permanently retired at La Paz, Bolivia in 2017. Updated 10-Dec-12.

Replacing an earlier scanned photo with a better version 24-Nov-21 (DeNoise AI).

 

The tiny titles under the 'British' say 'Part of Walker Aviation'...

 

British European was renamed FlyBe Airlines in Jul-02. This aircraft was still in the original Jersey European livery with British European titles and 'www.flybe.com' titles on the engines.

 

First flown with the Bombardier test registration C-FDHZ, this aircraft was delivered to a lessor and leased to British European Airways (not the BEA which had become part of British Airways) as G-JEDJ in Jan-02.

 

British European was renamed FlyBe Airlines in Jul-02. The aircraft was returned to the lessor in Jan-12 and stored at Exeter, UK. It was ferried to Toronto (Canada) in Aug-12 and returned to Bombardier Inc as C-GSVY.

 

It was sold to Nordic Aviation Capital A/S and leased to Eznis Airways (Mongolia) as JU-9917 in Feb-13. The aircraft was repossessed when Eznis ceased operations in May-14 and stored at Billund, Denmark.

 

In Nov-14 it was re-registered OY-YAG and repainted all white. It was leased to US Bangla Airlines (Bangladesh) as S2-AGW in Jun-15. US Bangla bought it in Sep-15. The aircraft was withdrawn from use and stored at Dhaka, Bangladesh in May-19. Permanently retired? Updated 21-Dec-23.

Stagecoach 21415 running a limited, 30, Aviemore Adventurer service to Glenmore after replacing 54210 due to technical defects.

Replacing an earlier scanned photo with a better version 30-Dec-14.

 

This aircraft was delivered to South African Airways as ZX-CDW in Jan-59. It was due to be re-registered ZS-SBW but that wasn't taken up. Sold to BMA British Midland Airways in Jan-72 it became G-AZLT. It was wet-leased to Cyprus Airways in Feb-75 returning to British Midland in Nov-75. The aircraft was badly damaged when it aquaplaned on landing at Leeds/Bradford in heavy rain in Oct-80. It was dismantled and taken to East Midlands by road in Feb-81 where it was repaired. The wings were replaced with those off Viscount G-BAPD (c/n 340) which had been withdrawn from use in Sep-78 and stored at East Midlands. The hybrid aircraft returned to service as G-BMAT in Mar-81. It was sold to British Aerospace in May-86 and leased back to British Midland. It was returned to British Aerospace in Dec-86 and stored at Coventry. It was sold to Baltic Airlines in Mar-88. In Feb-89 it was transferred to Hot Air as G-OHOT and leased to BAF British Air Ferries in Nov-89. British Air Berries was renamed British World Airlines in Apr-93. Sadly, the aircraft was lost when it crashed while en-route Edinburgh / Coventry on 25-Feb-94.

 

Note: The aircraft was en-route from Edinburgh to Coventry in severe icing conditions when the no. 2 engine failed and the prop auto feathered. The no. 3 engine also ran down. The crew, at that moment descending from 15,000 feet, were cleared for an immediate descent to 7,000 and then to 5,000. The crew elected to divert to Birmingham since the engines wouldn't restart. The crew managed to restart the no. 2 engine a little later, but then the no. 4 engine failed. Just a few minutes short of Birmingham radio and intercom were lost. The Viscount struck trees and broke up near Uttoxeter, Staffordshire, UK.

Replacing an earlier digital photo with a better version 23-Nov-21 (DeNoise AI).

 

A very early A330 (c/n 087), first flown with the Airbus test registration F-WWKF, this aircraft was delivered to LTU Lufttransport Unternemen as D-AERH in Mar-95. The airline was renamed LTU International Airways in Nov-97.

 

It was sold to ILFC International Lease Finance Corporation in May-00 and leased back to LTU. The aircraft was returned to ILFC in Nov-02 and immediately leased to Skyservice Canada as C-FRAP. It was operated by Skyservice on behalf of 'ConQuest Vacations'.

 

The aircraft returned to the lessor at the end of Jun-03 and was leased to Air Luxor (Portugal) as CS-TQF the following day. It was wet-leased to Ariana Afghan Airlines in Apr-05, returning to Air Luxor around Mar-06. It was returned to the lessor in Apr-06 and stored at Lake Charles Regional, LA, USA.

 

In May-07 the aircraft was leased to Vietnam Airlines as VN-A368, returning to the lessor in Jul-11. It was immediately leased to Onur Air (Turkey) as TC-OCD.

 

In Sep-11 it went on a long-term wet-lease to Saudia Saudi Arabian Airlines. It returned to Onur Air in Jan-16. The aircraft was returned to the lessor in Mar-16 and permanently retired at San Bernardino, CA, USA.

This new arrival replaces ex Jackie's coaches Plaxton Premiere.

This is the view of the inside of former Amtrak steam heater car #673 as it was being scrapped at Streigel's Metal Recycling in Baltimore MD on February 9, 1991. This is the cab portion which has been separated at this point from the rest of the unit and is resting on it's left side.

The 673 was originally built for the Pennsy as an E8 numbered 5810 in January 1951 by EMD. It was renumbered just prior to the Penn Central merger (2/1/1968) to 4310. On May 1, 1971 it was conveyed to Amtrak becoming their 316. Sometime in the mid 1970's it was converted to a steam heat car and renumbered 673 where it managed to outlast it's E8 and E9 siblings after the EMD F40s replaced those units.

Nikon N8008, Fujifilm 400 color negative.

SD-F01 Ren Kizaki

Replacing an earlier scanned slide with a better version 17-Jul-15, plus Topaz De Noise AI 17-Nov-23.

 

Taken during a quick stop at Toronto en-route from Vancouver to Manchester (empty ferry on a Caledonian B707-320C connecting to a Caledonian Airways charter Toronto/Manchester).

 

Fleet No : "7549".

 

Delivered to United Air Lines as N7049U in Dec-65, the aircraft was sold to Bank of America after delivery and leased back. It was returned to Bank of America in Dec-78 and sold to Allegheny Airlines in Jan-79.

 

Allegheny was merged into US Air in Oct-79. The aircraft was sold to Key Airlines in Sep-83 and re-registered N31KA in Sep-84.

 

It was sold to AVENSA in Feb-86 as YV-90C and transferred to the AVENSA Aircraft Leasing Corp two months later as N300AA. It was immediately leased to Gulf Air Inc (not the Bahrain Gulf Air) and returned to AVENSA Aircraft Leasing a year later in Apr-87.

 

In May-87 it was leased to LACSA Costa Rica as TI-LRC. Sadly, it was destroyed when it crashed on take-off from San Jose, Costa Rica on 23-May-88.

 

Note: The aircraft failed to rotate on take-off. It overran the runway, collided with a fence, crossed a ditch, struck a small hill and caught fire. It appears there was too much weight in the forward cargo hold and it was out of trim. The 16 passengers & 8 crew survived.

Replacing an earlier digital photo with a better version 14-Jun-20, plus Topaz DeNoise AI 18-Feb-24.

 

First flown in Mar-88 with the Fairchild Aircraft test registration N27185, this aircraft was leased to Air Metro (UK) as G-BUKA in Jul-88. It was repossessed by Fairchild Aircraft in Mar-90, re-registered N27185 and stored.

 

It was transferred to Fairchild Acquisition Inc and leased to Air Nelson (New Zealand) as ZK-NSQ in Sep-90. It was returned to Fairchild Acquisitions Inc in Apr-92 and sold to Air Atlantique as G-BUKA later the same month.

 

The aircraft was wet-leased to Air Corbiere (France) between Jun-92/Jan-93 and again between May/Oct-93. Air Atlantique was renamed Atlantic Airways in Sep-95 and renamed Atlantic Airlines in Jan-98. It was transferred to Atlantic Express in Aug-02.

 

The aircraft was sold to Bearskin Airlines (Canada) as C-GYRL in Sep-05. It was sold to Perimeter Airlines (Canada) in Jan-18.

Now 36 years old, it's assumed to be still operational. Updated 04-Aug-24.

Replacing an earlier scanned photo with a better version 23-Jan-22 (DeNoise AI).

 

This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Solomon Airways as H4-SOL in Apr-92. It was transferred to QANTAS Airways as VH-TJV in Jun-94 and returned to ILFC in Feb-04.

 

In Mar-04 it was leased to Sky Airlines (Turkey) as TC-SKE. It was wet-leased to SAMA Airways (Afghanistan) in Nov-08 returning to Sky Airlines the following month. It was stored at Antalya, Turkey in Oct-12 and returned to ILFC in Apr-13 when it ferried to Goodyear, AZ, USA for further storage.

 

The aircraft was sold to Aergo Cargo Conversions Ltd in Jun-13 as N350AT, it remained in storage at Goodyear awaiting freighter conversion. The aircraft was converted into a freighter with a main deck cargo door at Tampa, FL, USA in Sep-13.

 

In Oct-13 it was due to be leased to Rio Linhas Aereas (Brasil) as PP-WSB but the lease was cancelled. In Feb-14 it was due to be leased to Swiftair Cargo (Spain) but that didn't happen either.

 

It was leased to Air Ghana as 9G-AGL in Apr-14 and is operated on behalf of DHL. Now 30 years old it continues in service. Current, updated 23-Jan-22.

Following on to a rash of disappearing nudes, reported previously on this very stream, there has been a new report of ‘The Venus of Urbino’ being replaced by a supine, decently 'embalmed' (even), MÈRE UBU. Police are currently looking into this incident, and keeping an eye on other ‘stripped’ (denuded) masterpieces.

 

PÈRE UBU denied categorically that this incident had anything to do with the upcoming Coronation of himself and his beloved Consort, in 4 days time. He also protested the non-involvement of the newly formed 'League of Decency' led by his beloved wife, whilst simultaneously scattering the "fake news" sobriquet willy nilly, as if it were cheap confetti.

Replacing the original digital photo with a better version, plus Topaz DeNoise AI 02-May-26.

 

First flown with the Boeing test registration N1786B, this aircraft was delivered to GECAS and leased to Travel Service Airlines, Czech Republic as OK-TVT in Jan-12.

 

It was regularly wet-leased to Sunwing Airlines, Canada, between Feb/May-12, Oct-12/May-13, Dec-14/May-15 and Dec-15/May-16. On its return in May-16 the aircraft was retro fitted with 'Split Scimitar' winglets.

 

In Jul-16 it was wet-leased to El Al Israel Airlines and returned to Travel Service Airlines in Sep-16. It was wet-leased to Mega Global Air Services, Maldives in late Sep-16 and returned in Mar-17.

 

The aircraft was wet-leased to Swift Air, USA in Dec-17 and returned to Travel Service in Apr-18. It was transferred to Travel Service subsidiary SmartWings Airlines in Dec-18. In early Jan-20 it was leased to Sunwing Airlines again, however, the COVID-19 Pandemic hit the world in Mar-20 and the aircraft was returned to SmartWings early.

 

It ferried from Toronto to Roatan, Honduras to repatriate passengers to Czechia. It returned via Cancun, Mexico; Halifax, NS, Canada and Keflavik, Iceland into Prague. At the end of Mar-20 it made another trans Atlantic trip to Lima, Peru to repatriate more passengers back to Prague via Cancun and the same routing as the previous journey.

 

The aircraft was due for wet-lease to SpiceJet India in 2021 but that was cancelled. In Apr-24 it was wet-leased to Eurowings, Germany for the summer season, returning to SmartWings in Oct-24. The wet-lease to Eurowings was repeated in Apr-25 and the aircraft is due to return to SmartWings in Oct-25. Updated 17-Jun-25,

Replace 13 descriptions

The statue of Pike, a Confederate general in the Civil War, was toppled in June 2020 and not replaced.

Since replacing this with an older version, I am not at all sure the last version actually had something spilled upon it. There seems to be an artifact of the painting or printing process...

  

“Through Fairy Halls of My Book House” edited by Olive Beaupre Miller, who copyrighted in 1920, 1928, 1937, and 1950. Published by The Book House for Children of Chicago.

Replacing an earlier scanned photo with a better version 26-Aug-16, plus Topaz DeNoise AI 12-Nov-24.

 

This is what you call 'a history'... Delivered to British Airways as G-BHBR in May-81, this aircraft was immediately leased to British Airways' charter subsidiary, British Airtours, for the summer season, returning to British Airways in Dec-81.

 

It was leased to British Airtours again between May/Sep-85. The aircraft was wet-leased to Kuwait Airways in Jun-92 and returned to British Airways in Oct-92 when it was stored at Cambridge, UK.

 

Marshall's of Cambridge Aerospace bought it in Jul-94 and sold it to Kalitta American International Airways the same day as N103CK. It underwent it's freighter conversion with Marshalls (who also converted all the Tristars bought by the UK Royal Air Force) and was delivered to Kalitta in Oct-95.

 

American International Airways was renamed Kitty Hawk International in Feb-99 and the aircraft was stored at Mojave, CA, USA in May-00. In Sep-01 the aircraft was sold to Triland 1 Inc and moved to Victorville, CA, USA for further storage.

 

It was re-registered V2-LFQ (Antigua) in Apr-02 and leased to Caribjet in Oct-02. It was returned to Triland 1 Inc in Mar-03 and was stored at Dusseldorf, Germany. In Oct-03 the aircraft was sold to Star Air and re-registered in Sierra Leone as 9L-LDZ.

 

In Jan-05 it was sold to Sky Eyes Cargo and stored at U-Tapao, Thailand. It was re-registered HS-SEC in Jan-06 and remained stored. The aircraft appears to have spent more time in storage than it did flying between 2006/2008. It was impounded at Sharjah, UAE in Oct-08.

 

In May-09 it was sold to a Swiss company, Air One Corporation and ferried along the coast to Ras Al Khaimah the same month. As far as I'm aware, it never flew again. It was seen stored at Ras Al Khaimah in Nov-11 with the red part of the above livery painted blue with a red/blue tail and large 'Cargo' titles.

 

I understand it was sold to Sky Star FZC of the UAE in Jan-13 and re-registered N212AR in Mar-13. I'm assuming it ended it's days at Ras Al Khaimah soon after 2013. According to the FAA Register, N212AR was cancelled in Dec-14 with the reason for cancellation given as 'Exported to Kyrgyzstan' !!!

Replacing an earlier scanned photo with a better version 22-May-16, plus Topaz DeNoise AI 19-Mar-24

 

'British Airways Express' titles, operated by Brymon Airways.

 

Named: "Somerset".

 

First flown with the deHavilland Canada test registration C-GEOA, this aircraft was leased to Brymon Airways as G-BRYJ in Mar-92.

 

Brymon merged with Birmingham UK based BEA (not the BEA which became British Airways!) and was renamed Brymon European Airways in Nov-02. However, the merger wasn't a success and the airlines separated in May-93 with Brymon becoming Brymon Airways again.

 

In Aug-93 Brymon became a British Airways franchise partner and started flying as British Airways Express. In Mar-02 Brymon was merged into another British Airways franchise, CityFlyer Express, operations for British Airways continued until the aircraft was returned to Bombardier in Apr-05 as C-FEXZ.

 

It was converted to Dash 8-314 standard in Jul-05 and was leased to Voyageur Airways in May-06. The aircraft was sub-leased to the United Nations in Jan-07 for operation in the Horn of Africa, returning in 2009.

 

It was leased to the UN again in Aug-10 and continued as part of UN World Food Programme operations. It was damaged at North Bay, ON, Canada after returning for overhaul in Nov-20. It was hit by a British Antarctic Survey DHC Dash 7 which had suffered an engine runaway while taxiing.

 

The aircraft remained at North Bay for 18 months before returning to Voyageur Airways in May-22 when the operation for the United Nations continued. It continues in service and is currently operating in east and central Africa. it's now 32 years old. Updated 19-Mar-24.

The lighthouse, constructed in 1903, replaced the original light at the north entrance to the Sturgeon Bay Ship Canal at Lake Michigan, which was built in 1882. The cast iron cylindrical tower is an integral part of the concrete square house, projecting through the lakeside portion of the hipped roof.

 

Replacing an earlier digital photo with a better version 17-Sep-21.

 

Right side, English titles.

 

First flown with the McDonnell Douglas test registration N19B, this aircraft was re-registered N54652 the following week for further test flights. The aircraft was delivered to JAL Japan Air Lines (as a 'domestic' DC-10-40D - see note below) as JA8533 in May-76.

 

It served with JAL for 22 years before being sold to Ten Forty Inc in Apr-98 as N610TF. The aircraft was converted to freighter configuration as a DC-10-40(F) in Oct/Nov-98, with a main deck cargo door. On completion it was leased to CAC Challenge Air Cargo. It was re-registered N141WE in Apr-99. By late 2000 Challenge Air Cargo had financial problems and the aircraft was stored at Greenwood, MS, USA in Jan-01.

 

In Aug-01 it was transferred to a new company, Centurion Air Cargo. It was returned to the lessor in Aug-03. The aircraft was leased to Aeroflot Russian Airlines as VP-BDG the following month. In Mar-07 the aircraft was transferred to their new cargo division, Aeroflot Cargo. It was returned to the lessor in Apr-08 as N141WE and stored at Miami.

 

In Jul-08 the aircraft was leased to Arrow Air Cargo. At the age of 33 it was retired and stored at Orlando-Sanford, FL, USA in Aug-09. It was ferried to Marana, AZ, USA in Aug-12 for further storage and was last noted still stored there in Apr-16, complete and with everything 'taped up'. Permanently retired.

 

Note: Japan Air Lines operated two types of DC-10-40, the DC-10-40D used on Japanese domestic services and the DC-10-40I which was used mainly on international services. They were basically the same aircraft, however the DC-10-40D had the centre main undercarriage leg and the centre fuel tank locked out and could be operated at the lower maximum take-off and landing weights of the DC-10-10.

 

Aircraft landing charges are based on the maximum take-off weight of the aircraft (I know that sounds weird, having the landing charge based on the MTOW but that's how it works world-wide!) and using the aircraft as a DC-10-10 gave JAL a considerable saving on landing fees. Some of JAL's DC-10-40D's were converted to 'I' standard during their time with the company and all of the aircraft which were later converted to freighters became DC-10-40(F)'s.

The current route 223 is the second use of the route number in London. The original route 223 was withdrawn in 1993 at which time it ran from Uxbridge to Heathrow. It was largely replaced by route U3.

 

The number was re-used in 1995 to create this route, running from Harrow Bus Station to Wembley Central originally using MA class Mercedes Benz midibuses. It served some areas that were not served before and replaced part of route 224.

 

It has run from Alperton Garage since its creation, and now operates with Alexander Dennis Enviro 200s.

  

Replaced the scheduled ATR 72 on that day... shot on ISO 800 film

A recent eBay find, this is a Model Bus Company Transit van kit modified with the County 4x4 conversion and fitted out as a fire tender. It was finished in Cornwall County Fire Brigade livery although there is no evidence they ever had one, so the North Riding brigade have supposedly bought it second-hand from Cornwall, refurbished it and allocated it to the Aidensfield volunteers to replace their ageing Land Rover.

Replacing a photo from 19-Jun-16 with a better version 26-Jun-16.

 

Named: "St. Eugene / Eoghan".

 

First flown with the Airbus test registration F-WWIU, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to Aer Lingus as EI-DEP in Oct-05.

 

It was withdrawn from service and stored at Cork, Ireland in Mar-20 as a consequence of the COVID-19 Pandemic and returned to service 29-Jun-20. Current, updated 11-Oct-24.

The Memorial service and dedication of the war memorial cross at St Matthew's Church Thorpe Hamlet, took place on the September 25th 1921, including roll of honour. I assume this was at the old St Matthews, down off Riverside Road, and that the Cross has subsequently been re-located.

 

The new church was built in 1982 to replace the old Victorian church (built 1851 and now converted to offices) on St Matthew's Rd and St Leonards 'Chapel of Ease' on Ketts Hill (built 1907, demolished in 1981)

www.thorpehamlet.free-online.co.uk/page_st_matthews.htm

 

*****Panel 3*****

 

H H Rose

 

Name: ROSE, HENRY HAMMOND

Rank: Private

Regiment: Norfolk Regiment

Unit Text: 10th Bn.

Age: 21

Date of Death: 09/03/1915

Service No: 16353

Additional information: Son of Henry Hammond Rose and Rosa Ann Rose, of 26, Kerrison Rd., Thorpe, Norwich.

Cemetery: FELIXSTOWE (WALTON) CEMETERY

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=397225

 

The 7 year old Henry, born Trowse, is recorded on the 1901 census at 13 School Terrace, Trowse,

Norfolk. This is the household of his parents, Henry, (aged 40 and a Fitter in Electrical Works from Trowse) and Rosa, (aged 43 and from Eyke, Suffolk). Their other children are:-

Agnes……………aged 12.…………..born Yarmouth, Norfolk

Edward…………..aged 2.……………born Trowse

Ellen……………..aged 12.…………..born Yarmouth

Ethel……………..aged 9.……………born Trowse

Gladys……………aged 5.……………born Trowse

 

10th (Reserve) Battalion

Formed in Walton on the Naze in October 1914 as Service battalion, part of K4.

November 1914 : attached to 94th Brigade, original 31st Division.

10 April 1915 : became a Reserve battalion.

www.1914-1918.net/norfolks.htm

 

The death of Henry H., aged 21, was recorded in the Woodbridge, Suffolk District in the January to March 1915 quarter.

 

(see April 2017 comment below for update)

 

M Rowe

 

No obvious match on CWGC, Norlink or Military Genealogy.

 

Military Genealogy has two James Rowe’s who were born Norwich.

 

No obvious match on the 1901 or 1911 censuses.

 

A W Ryder

 

Military Genealogy has an Archibald Walter, born St Thomas’s Norwich.

 

Name: RYDER, ARCHIBALD WALTER

Rank: Private

Regiment: Norfolk Regiment

Unit Text: 9th Bn.

Date of Death: 26/09/1915

Service No: 3/10213

Grave/Memorial Reference: Panel 30 and 31. Memorial: LOOS MEMORIAL

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=1768339

 

Archibald can be seen here

norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...

 

Additional Norlink notes

Private Ryder was born in Norwich on 15th January 1893. He enlisted on 14th December 1914, and was killed on 26th September 1915

 

Archibald is recorded as aged 11 on the 1901 census, which doesn’t tie in with the Date of Birth given on Norlink, however he is the only Archibald shown with a Norwich connection. He was born Norwich, and recorded at 7 Cardiff Road, in the Parish of St Thomas’s. This is the household of his parents, Thomas (aged 63 and a Pensioner from Cambridge, noted as paralysed) and Ellen, aged 39 and a Laundress from Shemley Green, Surrey. Their other children are:-

Ernest C…………..aged 7.………….born Norwich

Frederick………….aged 17.………..born Norwich……Grocers Errand Boy

Mabel……………..aged 14.………..born Norwich

Rosa M……………aged 2.…………born Norwich

 

The 9th (Service) Battalion was formed at Norwich in September 1914 as part of K3, Kitcheners Third Army. In September 1914 it was attached to the 71st Brigade, 24th Division. The Battalion was assembled around Shoreham during September 1914 and it then spent 11 months in training after formation. Uniforms, equipment and blankets were slow in arriving and they initially wore emergency blue uniforms and carried dummy weapons. The battalion crossed to France between 28th August and 4th September 1915 where they joined X1 Corps and were sent up the line for the developing Battle of Loos. They disembarked at Boulogne almost 1000 strong, but 8 days later were reduced to 16 officers and 555 other ranks. The battalion lost a total of 1,019 men killed during the First World War. It marched from Montcarrel on the 21st September reaching Bethune on the 25th, before moving up to Lonely Tree Hill south of the La Basée Canal. They formed up for an attack in support of 11th Essex but were not engaged. At 03:30 on 26th September orders were received to assist 2nd Brigade on an attack on quarries west of Hulluch. At 05:30 the Battalion were in what had, the day before, been the German front trenches. The attack was launched at 06:45 under heavy fire, especially from snipers, after a full night of marching on empty stomachs and little or no progress was made before the Norfolks sought cover in the trenches. At 16:00 2nd Battalion of the Worcestershire Regiment passed through to attack. At 19:00 the Germans opened fire and the Norfolks were forced to fall back to trenches in the rear to take cover before being relieved by the Grenadier Guards whereupon they returned to Lonely Tree Hill. They had lost 5 officers killed and 9 wounded, with 39 other ranks killed, 122 wounded and 34 missing, a total of 209 casualties sustained in their first action

 

forum.planetalk.net/viewtopic.php?t=4844&sid=b3e7614b...

 

C E Ryder

 

Norlink has a picture of Charles Ernest Ryder, stated to be of the 1st/4th Northumberland Fusiliers.

norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...

 

His cap badge in the picture however appears to be that of the Norfolk Regiment.

 

The accompanying notes are that the picture was taken in 1916 and that Private Ryder was born in Norwich on 13th September 1895. He enlisted on 22nd August 1915, and was killed on 26th October 1917

 

The relevant individual on the CWGC database appears to be this one

Name: RYDER, CHARLES

Rank: Private

Regiment: Northumberland Fusiliers

Unit Text: 1st/4th Bn.

Date of Death: 26/10/1917

Service No: 202125

Grave/Memorial Reference: Panel 19 to 23 and 162. Memorial: TYNE COT MEMORIAL

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=828511

 

Looking at the Census details, in the 1901 census there is no Charles recorded with a Norwich connection, but there is an Ernest - the brother of Archibald, born Norwich circa 1894. On the 1911 census there is a Charles, born circa 1894, but no Ernest. I only have access to a high-level search for the 1911 census, but that Charles is recorded as living in the same household as an “Archibold” Ryder and an Ellen Ryder.

 

26th Oct 1917

At 3am heavy rain began to fall again and at 4.05am the 4th Bn reported it was in position for the attack.

At zero hour, 5.40am, the barrage opened up and began to creep forward at a rate of one hundred yards every eight minutes. The fusiliers of the149th Bde rose to their feet to advance behind it, with the 4th & 5th Bn Loyal North Lancashires (57th Divn) on the right flank and the 35th Divn on the left. Had the 'going' been good, the troops who lay close up under the barrage (so close indeed that several casualties were suffered) waiting for the first "lift", would not have had a problem advancing at the rate of the creeping barrage.

'The rain had, however, done its deadly work, for all the gallant fellows could do was to drag themselves along through the thick clinging mud and water at a much slower pace than the barrage, which soon got ahead'. Then form "pill box" and shell hole murderous fire was poured upon them. Many fell dead; some of the wounded fell into the gaping holes of water and were drowned; fortunate were those who escaped, but on went the survivors' (Wyrell. p.244).

The allied barrage consisted entirely of shrapnel and was therefore quite useless against the first objective, which consisted of concrete huts. To make matters worse the rain continued to fall heavily and the condition of mud and water were perfectly appalling.

Bn HQ received a wire from the Bde Major at 8.50am stating that a wounded Forward Observation Officer had reported that the first objective had been taken and the men were advancing well to the second objective. This information proved incorrect because 2nd Lt Wood subsequently returned wounded and reported that casualties were heavy and the attack was held up in front of the Huts. The attack had actually ground to a halt about eighty yards west of the line of huts. The machine gun fire and sniping was so severe that any further advance was quite impossible and reporting the situation back to HQ extremely difficult. Two runners were sent to the front line to try and gather information but they both failed to return.

 

At 11am, 2nd Lt Burton was sent forward to reconnoitre and he confirmed that the attack was held up about one hundred yards short of the Huts. At 1pm Sgt Thompson returned from the front line and confirmed 2nd Lt Burtons’ report stating that casualties were very heavy. Similar news was brought down later by Capt J.V. Gregory. This information was relayed to Bde HQ by pigeon and signalled by Lucas Lamp. Several messages were sent during the afternoon. Two platoons from the Reserve Company, under the command of 2nd Lts Peddie and Scott, were sent forward at 6pm to consolidate the original line held before the attack.

 

The Bn was relieved about midnight by the 4th Bn East Yorks and proceeded, via the duckboard track known as Railway Street, to Rose Crossroads camp. The 6th Bn DLI organised straggler posts in likely places to round up men returning from the front line and to guide them to camp.

 

Roll call revealed the appalling casualties suffered by the 4th Bn. 2nd Lts D.A.Smith, and W.Ruddy had been killed in action with 2nd Lt R.A.A Simpson later dying of wounds. 2nd Lts G.R.Charlewood, A.W.P.Leary, H.B.Bell, J.R.Ruddock and R.Wood were wounded, and 2nd Lt R.G.Rayner and H Stobbs were missing. Thirty-six fusiliers had been killed, one hundred and fifty-six wounded and sixty four were still missing. A total of two hundred and fifty six, more than fifty percent of those that had gone into action.

 

Casualties

Records show that at least 100 fusiliers from the 4th Bn were actually killed in action or died of wounds between the 25th and 27th of Oct 1917.

 

© Neil Storey 2004.

www.4thbnnf.com/45_171024_171026_ 2nd_passchendaele.html

 

A C Savage

 

Name: SAVAGE, ALFRED CHARLES

Rank: Second Lieutenant

Regiment: Suffolk Regiment

Unit Text: 8th Bn.

Age: 24

Date of Death: 31/07/1917

Additional information: Son of William W. and Annie Savage, of 13, Chalk Hill Rd., Norwich.

Grave/Memorial Reference: Panel 21. Memorial: YPRES (MENIN GATE) MEMORIAL

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=921423

 

Alfred Charles can be seen here

norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...

 

The picture was taken in 1917, so presumably shortly after he was commissioned in May, (it was taken at Coe’s Studios in Norwich) as he then travelled to France and was dead by July. Sobering thought.

 

Additional notes from Norlink

Second Lieutenant Savage was the son of William W. Savage of Norwich. On release from business he joined the 10th Norfolks in February 1916, held an Aldershot certificate as instructor and received his commission on May 1917. He was educated at Norwich Secondary School. Killed in action 31st July 1917 at Hooge.

 

The 8 year old Alfred C, born Norwich, is recorded on the 1901 census at 16 Ella Road, in the Parish of St Matthews. This is the household of his parents, William W, (aged 38 and a Shoe Manufacturer from Norwich) and Annie, (aged 33 and from Aldershot in Hampshire). Their other children are:-

Bertram J…………….aged 10.……………born Norwich

Donald J……………..aged 6.……………..born Norwich (see below)

Dorothy………………aged 1.……………..born Norwich

Wallace……………..aged 5.………………born Norwich

William H…………..aged 11.……………..born Norwich..(see below)

 

There is a likely Medal Index Card for a Alfred Savage which shows him as a Lance Sergeant (TR/A/263) in a Training Battalion before becoming a Lieutenant in the Suffolk Regiment .

 

The Battle of Passchendaele

 

18th Division

 

53 Bde

 

53 Bde’s task was to leapfrog 30th Div once Glencorse Wood had been taken.

 

8th Bn, Suffolk Regt arrived in Jackdaw Trench at 8.10am to find Glencorse Wood stille in enemy hands despite reports to the contrary. They dug in near Clapham Junction. Meanwhile 6th Bn, Berkshire Regt bogged down on the Menin Road also under fire from Glencorse Wood. With the help of 79 Coy, RE they destroyed some pill boxes between road and wood. Five tanks sent to assist bogged down in mud and were destroyed by shell-fire. By 10am they had dug in at the cross roads north west of Glencorse Wood.

forum.irishmilitaryonline.com/showthread.php?t=11535

 

The Suffolks lost 59 dead on this day according to the entries on the CWGC database.

 

D J Savage

 

Name: SAVAGE Initials: D J

Rank: Private

Regiment: Norfolk Regiment

Unit Text: 1st/4th Bn.

Date of Death: 19/04/1917

Service No: 200425

Grave/Memorial Reference: XXIII. F. 2. Cemetery: GAZA WAR CEMETERY

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=651255

 

There is a picture of Donald John Savage of the 1st/4th Norfolks who was posted missing after the Battle of Gaza on the 19th April 1917, on Norlink.

norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...

 

Norlink notes Private Savage lived at 13, Chalk Hill Road, Norwich. He enlisted in September 1914, and was reported missing at Gaza on 19th April 1917

 

This would make him the brother of Alfred Charles listed above and William Harry below.

 

19th April 1917 During the 2nd Battle of Gaza,

 

Facing the Tank Redoubt was the 161st Brigade of the 54th Division. To their right were the two Australian battalions (1st and 3rd) of the Imperial Camel Corps Brigade who had dismounted about 4,000 yards from their objective. As the infantry went in to attack at 7.30am they were joined by a single tank called "The Nutty" which attracted a lot of shell fire. The tank followed a wayward path towards the redoubt on the summit of a knoll where it was fired on point blank by four field guns until it was stopped and set alight in the middle of the position.

The infantry and the 1st Camel Battalion, having suffered heavy casualties on their approach, now made a bayonet charge against the trenches. About 30 "Camels" and 20 of the British infantry (soldiers of the 5th (territorial Battalion of the Norfolk Regiment) reached the redoubt, then occupied by around 600 Turks who immediately broke and fled towards their second line of defences to the rear.

The British and Australians held on unsupported for about two hours by which time most had been wounded. With no reinforcements at hand and a Turkish counter-attack imminent, the survivors endeavoured to escape back to their own lines.

To the right (west) of Tank Redoubt, the 3rd Camel Battalion, advancing in the gap between two redoubts, actually made the furthest advance of the battle, crossing the Gaza-Beersheba Road and occupying a pair of low hills (dubbed "Jack" and "Jill"). As the advances on their flanks faltered, the "Camels" were forced to retreat to avoid being isolated.

en.wikipedia.org/wiki/Second_Battle_of_Gaza

 

More than a thousand one hundred of the men of the 54th posted killed wounded or missing were from the two Norfolk regiment battalions, equating to 75% of their strength. Eastern Daily Press "Sunday" section May 5, 2007

en.wikipedia.org/wiki/Second_Battle_of_Gaza

 

On 19th April the Norfolks took part in a disastrous attempt to take Gaza. In this action casualties for the battalion were 478 (55 killed, 323 wounded and 100 missing).

www.oldbuckenham-pri.norfolk.procms.co.uk/pages/viewpage....

 

W H Savage

 

Name: SAVAGE, WILLIAM HARRY

Rank: Serjeant

Regiment: South Staffordshire Regiment

Unit Text: 1st Bn.

Age: 28

Date of Death: 26/10/1917

Service No: 41669

Additional information: Son of William W. and Annie Savage, of 13, Chalk Hill Rd., Norwich.

Memorial Reference: Panel 90 to 92 and 162 to 162A. Memorial: TYNE COT MEMORIAL

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=828742

 

There is a picture of William Harry here

norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...

 

The picture title includes the information that he was 10th “Royal” Norfolks before transferring to the 1st South Staffs.

 

Additional Norlink notes: Sergeant Savage lived at 13, Chalk Hill Road, Norwich. He enlisted in September 1914, and was killed in action or died of wounds on 26th October 1917

 

William was a brother of Alfred Charles and Donald John - see above.

 

Friday 26th October 1917 - Day 82

 

Rainfall 8 mm

 

Today marks the start of the Second Battle of Passchendaele. Zero Hour was 5.40 am.

 

91 Bde

 

91 Bde attacked with 1st Bn, South Staffordshire Regt, 21st Bn, Manchester Regt and 2nd Bn, Queen’s Regt with 20th Manchesters in Support.

 

The Queen’s attempted to take Lewis House but were driven bck to the Start Line by MG fire as were the Manchesters. The South Staffs started well as they were in dead ground and they took a mound southwest of Hamp Farm. From here D Coy attempted to take the farm itself and C Coy attacked Berry Cottage. Both attacks were unsuccessful with the two companies suffering heavily from MG fire.

forum.irishmilitaryonline.com/showthread.php?t=11535&...

  

A Semmence

 

Name: SEMMENCE, ALBERT DAVEY

Rank: Regimental Serjeant Major

Regiment: Norfolk Regiment

Unit Text: 2nd Bn.

Age: 40

Date of Death: 14/04/1915

Service No: 3326

Additional information: Son of Mr. and Mrs. George Semmence, of Wymondham, Norfolk; husband of Daisy Gillies Semmence, of 6, Belsize Rd., Norwich.

Grave/Memorial Reference: III. E. 7. Cemetery: BASRA WAR CEMETERY

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=631465

 

Albert can be seen here

norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...

 

The additional Norlink notes are:

Regimental Sergeant Major Semmence was born in Wymondham on 29th November 1874, and educated at Wymondham Grammar School. He enlisted as a Private on 3rd October 1892, and was killed in action at Shaiba, Mesopotamia, on 14th April 1915

 

Albert is also remembered on the Wymondham Town War Memorial.

 

In due course the Turks initiated their offensive with simultaneous preliminary bombardments of Shaiba and Qurna on 11 April 1915. In the latter case the bombardment of the British 6th (Poona) Division progressed for three days while periodic attempts at piercing the town's defences were unsuccessfully attempted; eventually a counter-attack by the 2nd Dorsets and 24th Punjabis routed the Turks with heavy losses.

 

However the Turks' main effort was launched at Shaiba.

On 13 April, two days after the bombardment of the town started, Turkish troops attempted to outflank the British across the floods that separated Shaiba from Basra, while Turk cavalry prepared for a frontal assault.

However the timely intervention of two British Infantry battalions served to rapidly disperse the Turk cavalry, resulting in a full withdrawal by the latter into woods nearby. Possession of these were in turn secured by the British following an infantry battle throughout 14 April.

Casualties during the woodland battle were heavy: the Turks incurred around 2,400 casualties, and the British around half that number. Some 5,000 troops on each side were involved in the fighting in all.

www.firstworldwar.com/battles/shaiba.htm

 

On April 12th 1915 after some days of probing assaults a force of some 12,000 Turks and 10,000 Arabs attacked Shaiba where the Norfolks were located. They did not take the town but retired to dig in about 1500 yards from our lines to continue their assaults. Reinforcements were sent for from Basra but the floods hindered them. The following is from the Hunts Post dated 28th May 1915 and it tells a little of the action at Shaiba during those few days in April.

"Sgt and Mrs Dighton of Spaldwick have received several interesting letters from their eldest son Pte Whit Dighton of the 2nd Norfolks who has been on active service in the Persian Gulf since last November and is possibly the only representative from the Huntingdon district out there, .......... Pte Dighton says the country in which he is now located is a desert, miles away from any town, with blinding sandstorms which are far worse than rain. After four days terrific fighting against a superior body of Turks, "suddenly we received the order to charge. We fixed bayonets and put all the strength into it we could. The Turks were completely taken by surprise, and we were upon them in a flash. Their confusion was indescribable. They ran for their lives, thousands of them, and we quickly occupied their trenches, and simply potted them over like ninepins. As they ran some threw away their arms and surrendered. Our artillery completed their rout. Their losses totalled some thousands ....... I cannot speak too highly of our officers; they are bricks - every one of them. One gave me his last drop of water from his bottle, or I don't think I should have been left to tell the tale."

On the 13th April the Norfolks had broken out to rush the Turkish front line trenches and took them at bayonet point. They did not immediately pursue the enemy to the second line but rested up. They had been under harassment for some days and directly under arms for 36 hours continuously. On the 14th April an attack on the Turkish second line entrenchments began at noon with White 18th Brigade on the right of the line and the 16th Brigade on the left. This developed into a stationary firefight, in the heat of the midday sun. At 4 pm a last British effort was made and the Turkish rear lines fell.

www.roll-of-honour.com/Huntingdonshire/SpaldwickDighton.html

 

E M Sendall

 

Name: SENDALL, EDMUND MATHIAS

Rank: Private

Regiment: Norfolk Regiment

Unit Text: 1st/4th Bn.

Age: 28

Date of Death: 19/08/1915

Service No: 4368

Additional information: Husband of the late Ellen E. Sendall.

Memorial Reference: Panel 42 to 44. Memorial: HELLES MEMORIAL

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=682013

 

No match on Norlink

 

The 11 year Edmund, born Norwich, is recorded on the 1901 census at 40 Carrow Road, in the Parish of St Matthews. This is the household of his parents, Alfred, (aged 53 and a Boot Maker from Norwich) and Mary A. (aged 48 and from Norwich). Their other children are:-

Alfred………..aged 18.………born Norwich….General Labourer

Charles……….aged 16.………born Norwich…..Houseboy Domestic

Ethel………….aged 7.………..born Norwich

Mary A……….aged 9.………..born Norwich

Sarah A……….aged 17.………born Norwich…..Bootmaker

 

An Edmund M Sendall married an Eleanor R Palmer in the April to June 1915 quarter in the Wayland District of Norfolk.

 

1/4th Battalion

August 1914 : in Norwich. Part of Norfolk and Suffolk Brigade, East Anglian Division.

May 1915 : the formation was retitled as 163rd Brigade, 54th (East Anglian) Division.

29 July 1915 : embarked at Liverpool and moved to Gallipoli via Mudros. Landed at Suvla Bay on 10 August 1915.

www.1914-1918.net/norfolks.htm

 

Between the 10th and the 19th, the 1st/4ths were continuously losing men, including a number on the 12th when the 1st/5th advanced into the scrub and pretty much “disappeared”, leaving the 1st/4ths covering the line and providing covering fire for the few stragglers that returned. Many of the wounded and sick were treated offshore on Hospital Ships. Unable to leave position and overwhelmed by the numbers, many of the dead were simply “buried at sea” and subsequently commemorated on the Helles Memorial.

 

Captain Montgomerie's diary of events in the 1/4th Battalion whilst in the neighbourhood of Jephson's Post on this day is as follows

19th. - All. quiet during day. Worked hard all night fetching food, water, etc., and improving the trenches.

user.online.be/~snelders/sand.htm

 

A Senior

 

Military Genealogy has an Alfred born Thorpe Hamlet, but there is no obvious match from the 12 possibles on the CWGC database and there is no match on Norlink. CWGC does have an Lance Corporal A Senior from the 7th Battalion, Norfolk Regiment, but there is no age of any other additional information that might connect him.

www.cwgc.org/search/casualty_details.aspx?casualty=250638

 

However the Great War Roll of Honour does confirm he was an Alfred.

 

The 1901 census has a 9 year old Alfred R, born Norwich, who is recorded at 87 Quebec Road East, in the Parish of St Matthews. This is the household of his parents, Alfred N. (aged 48 and a Wheelwright from Gloucester) and Kate G, (aged 47 and from Norwich). Their other children are:-

Arthur E…………..aged 18.………………..born Norwich………….Gardener (Domestic) - see below

Ernest M………….aged 6.…………………born Norwich - see below

Eva A……………..aged 23.………………..born Norwich…………Tailoress

Frank W…………..aged 14.……………….born Norwich………Blacksmith (Beer Making)

Horace W…………aged 16.……………….born Norwich………Wheelwright

Nellie M…………..aged 21.……………….born Norwich…….Drapers Shop Assistant

Richard P………….aged 20.……………….born Norwich……Engine Fitter

Stanley G………….aged 11.……………….born Norwich

 

Like his brother Arthur, Alfred was awarded the Military Medal.

 

A E Senior

 

Military Genealogy has an Arthur Ernest born and resident Norwich. The most likely possible is

 

Name: SENIOR, ARTHUR ERNEST

Rank: Serjeant

Regiment: Rifle Brigade

Unit Text: 1st Bn.

Date of Death: 23/10/1916

Service No: 750

Awards: M M

Memorial Reference: Pier and Face 16 B and 16 C. Memorial: THIEPVAL MEMORIAL

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=812024

 

No match on Norlink

 

The only Arthur listed on the 1901 census with a Norwich connection is the brother of Alfred above and Ernest below. (See Alfred for family details).

 

26th October 1916

 

Lesboeufs

 

4th Div attacked here with two brigades, 12 Bde on the left and 11 Bde on the right.

 

In 11 Bde, 1st Hampshires were halted by fire from Boritska Trench, as were the French on their right flank. 1st Rifle Brigade came up in support but were only able to establish posts short of the objective.

forum.irishmilitaryonline.com/showthread.php?t=9058&p...

 

E M Senior

 

Name: SENIOR, ERNEST MONTAGUE

Rank: Lance Corporal

Regiment: The Queen's (Royal West Surrey Regiment)

Unit Text: 6th Bn.

Age: 22

Date of Death: 10/04/1917

Service No: 40097 Additional information: Son of Alfred Henry and Kate Gertrude Senior; husband of Hannah Maria Senior, of 63, Cohens Rd., Thorpe, Norwich.

Grave/Memorial Reference: I. P. 8. Cemetery: DUISANS BRITISH CEMETERY, ETRUN

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=41199

 

I suspect that should be Cozens Road.

 

No match on Norlink.

 

See brother Alfred above for family details.

 

The 12th Division, of which the 6th The Queens were part, (as was the 7th Norfolks) were heavily engaged in the opening two days of the Battle of Arras, and were part of the initial Allied success.

 

J Sexton

 

Name: SEXTON, JAMES HORACE

Rank: Private

Regiment: The Queen's (Royal West Surrey Regiment)

Unit Text: 6th Bn.

Age: 19

Date of Death: 04/07/1918

Service No: 63691

Additional information: Son of Herbert and Jane Sexton, of 7, St. Matthew's Rd., Thorpe Hamlet, Norwich.

Grave/Memorial Reference: I. N. 22. Cemetery: GEZAINCOURT COMMUNAL CEMETERY EXTENSION

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=35619

 

No match on Norlink

 

The 2 year old James, born Norwich, was recorded on the 1901 census at 7 St Matthews Road, in the Parish of St Matthews. This was the household of his parents, Herbert J. (aged 34 and a Wheelwright from Norwich) and Jane, (aged 31 and from Thornham, Norfolk). Their other children are:-

Gladys J………….aged 3.…………..born Norwich

Herbert…………..aged 11.………….born Norwich

Montague………..aged 8.…………..born Norwich

 

The Battalion had been engaged in a successful attack on the 30th June, but they and fellow Brigade unit’s the Bedfords and the Royal West Kents, were subject to repeated counter-attacks on the 1st. Contact was lost with the Bedfords and the West Surreys were forced back to what had been the old German Front line trench. They were relieved about 5 am on the 2nd and moved back to the Reserve line. The 3rd was reported as very quiet, and on the 4th they were pulled out of the line altogether.

 

J R Shingles

 

Name: SHINGLES, JOHN

Rank: Private

Regiment: Essex Regiment

Unit Text: 1st Bn.

Secondary Regiment: Norfolk Regiment

Secondary Unit Text: formerly (16864),

Age: 28

Date of Death: 12/10/1916

Service No: 20977

Additional information: Son of George and Sarah Anne Shingles, of 167 Albert Rd., Quebec Rd., Norwich.

Memorial Reference: Pier and Face 10 D. Memorial: THIEPVAL MEMORIAL

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=1552573

 

No match on Norlink

 

The Great War Roll of Honour has John down as serving in the Essex Regiment at his time of death., Private 20977. Strangely his Medal Index Card, (which only lists him as J.Shingles) appears to have no reference to him being in the Norfolks.

 

The 11 year old John, born Norwich, is recorded on the 1901 census at 12 Albert Place, Gas Hill in the Parish of St Matthews. This is the household of his parents, George, (aged 49 and a Carter from Burlingham, Norfolk) and Sarah A, (aged 45 and from Burlingham) Their other children are:-

Alice…………..aged 16.………..born Thorpe St.Andrews…………General Domestic Servant

George…………aged 19.……….born Great Plumstead

Gerty………….aged 10.…………born Norwich

Kate …………..aged 14.………..born Thorpe St Andrews………….General Domestic Servant

Mabel…………aged 3.………….born Norwich

May……………aged 7.…………born Norwich

Samuel………..aged 22.…………born Great Plumstead……………Road Labourer

Stephen……….aged 6.…………..born Norwich

 

After having spent 10 weeks in the Ypres Salient the 88th Brigade, the brigade in which the Royal Newfoundland Regiment was serving, was temporarily attached to the British 12th Division, which was holding Gueudecourt. By nightfall on October 10, the regiment was manning a 450-metre section of the trench on the northern outskirts of the village.

The attack began at 2:05 pm on 12 October 1916. The regiment advanced in line with the 1st Essex Battalion on their left. The men kept so close to the supporting artillery barrage that several became casualties from the shrapnel of their own supporting guns. Likewise, the Germans were compelled by the shelling to remain under cover and as a result were quickly engaged in hand-to-hand fighting. By 2:30 p.m. both assaulting battalions of the 88th Brigade had secured their initial objective, Hilt Trench in the German front line.

As the Newfoundlanders advanced to their final objective, Grease Trench some 750 metres from their starting line, heavy machine-gun fire coming from the front and the right flank forced the regiment back to Hilt Trench. On their left flank, a German counter-attack drove the 1st Essex Battalion back to the outskirts of Gueudecourt, leaving the Newfoundlanders with an open flank. Newfoundland bombing parties cleared and secured the vacated portion of Hilt Trench and as a result doubled the length of the regiment's front line. All ranks began digging in the hard chalk to construct a new firing step and parapet and reverse the former German position.

en.wikipedia.org/wiki/Gueudecourt_(Newfoundland)_Memorial

 

A R Shreeve

 

Name: SHREEVE, ALAN ROBERT

Rank: Lance Serjeant

Regiment: Gloucestershire Regiment

Unit Text: 2nd/6th Bn.

Age: 23

Date of Death: 19/07/1916

Service No: 367208

Additional information: Son of Charles Robert and Alice Shreeve, of 36, Plumstead Rd., Norwich.

Memorial Reference: Panel 60 to 64. Memorial: LOOS MEMORIAL

CWGC www.cwgc.org/search/casualty_details.aspx?casualty=1768924

 

Alan can be seen here

norlink.norfolk.gov.uk/02_Catalogue/02_013_PictureTitleIn...

 

Norlink notes include that he was formerly of the 1st/6th Norfolks.

 

19 July 1916

Whilst the Battle of the Somme was raging, the British Commander in Chief General Sir Douglas Haig decided to open a more modest battle in the area of Armentières near the Belgian border.

Part of his reasoning was that the German Army was moving men south away from this area in an effort to shore up their defences on the Somme. An attack here towards Lille would put them in a dilemma as to whether or not they could thin out this sector any further.

Fromelles is a small village on the Aubers Ridge to the south of Armentières. Most of the area that was held by the Allies is very flat with a number of water features and streams.

Behind Fromelles and Aubers lies the ridge which easily overlooks the battlefield.

The Battle

The objectives of the Australian 5th Division and the British 61st Division on their right were to capture the village and the ridge.

The attack was centred around a point known as the Sugarloaf and at 1100 hours on 19 July 1916 the British artillery put down a bombardment on the German front line as the infantry made their way up to their jumping off points.

From their vantage point and on a bright summers day the Germans could see the attack preparing and launched a counter bombardment onto the communication trenches as the men were making their way to the front.

The German bombardment wreaked havoc on the Australian's lines. As men were trying to get forward, wounded were trying to push their way back to the Aid Posts adding to the chaos.

The two bombardments continued until at 1800 hours the infantry finally launched their assault.

On the left of the Australian line, the 8th and 14th Brigades swiftly took the German front line and started to consolidate their positions. The 15th Brigade next to the British in the centre however was struggling across wide open ground in the teeth of fierce machine gun fire.

On the right of Sugar Loaf the 61st Division had also been halted by uncut wire. In a scene familiar to those on the Somme not three weeks earlier, the Allied bombardment had failed in its objective of cutting the wire and destroying the German positions.

An attempt to organise a truce with the Germans to bring in the wounded was refused by the Allied Commanders, despite having been agreed to by the German Commander.

The battle had been a complete disaster.

www.webmatters.net/france/ww1_fromelles.htm

 

Alan is also remembered on the Roll of Honour at The United Reform Church at Princes Street in the City

Plaxton replaced the long running Paramount coach range in October 1991, when it launched the Premiere and Excalibur. The new Plaxton coach range cost £3.5 million to design and develope and were the first coaches to meet the new European R66 safety legiaslation, regarding roll over protection. The Paramount 4000 was the only version of the Paramount to remain in production. The Premiere was available in two heights: 320 (3.2-metres) and 350 (3.5-metres). The Premiere was built on Volvo, Dennis, DAF and Scania chassis. The Excalibur was Plaxton's flagship coach, available in one height: 3.5-metres and one length: 12-metres. At first the Excalibur could only be built the Volvo B10M, later it was built on the rear-engined Volvo B12T chassis and Dennis Javelin GX chassis. The Excalibur featured a raked back front windsreen, with the rest of the body structure was based on the Premiere. Some people say, that there was a hint of Duple styling about the Excalibur, this came about after Plaxton had bought the rights to Duple's coach range in 1989. Both the Premiere and Excalibur suffered from water leaks and other problems. Park's of Hamilton and Wallace Arnold had both taken the early production Premiere and Excalibur coaches and never bought any more for a number of years, in the case of Park's it was not until the latter part of the 90s that they purchased any more Plaxton coaches. In October 1999 Plaxton launched a new coach range the Paragon and Panther, thus replacing the Premiere and Excalibur, although both models did stay in production for a few more months, plus the Prima, based on the Premiere 320 stayed in production, until the Profile replaced. I was at Lymm Truck Stop yesterday and photographed this stunning Plaxton Excalibur Volvo B10M, owned by Coach Services of Gatley, Cheadle in Cheshire. The coach was new to Elcock Reisen of Telford, before Coach Services purchased it, Bullock's Coaches of Cheadle had owned it. The chassis is the MkIV B10M, this being the final version of the B10M. I got low down, to get this dramatic view of the Excalibur. It just shows what a nice livery, wheel trims and after market rear view mirrors can do for a coach. The owner told me, the coach had cost him £50,000 and looks the part, when parked alongside new £200,000 coaches.

Replacing an earlier scanned slide with a better version 23-Feb-15. I've never been good at night photography...

 

This aircraft was a post-war built DC-4 which was delivered new to Northwest Airlines as N6402 in Mar-46. It was sold to Trek Airways (South Africa) in Apr-58 as ZS-CIH and sold on to Luxair 3 years later in Dec-61.

 

In May-64 it was sold to Universal Trading Corp and leased to Shannon Air as EI-ANL. It was sub-leased to Alitalia Cargo in Oct-65 and repainted in full Alitalia livery.

 

It was impounded at London-Heathrow in Feb-66 for non-payment of landing fees and handling charges and was repossessed and stored by Universal Trading the following month.

 

In Dec-66 it was re-registered EI-APK and sold to another Irish Air Cargo company, Aer Turas. In Jun-69 it was sold to International Aviation Development as N6304D and was sold again to ATC Inc in Sep-69. In 1970 it was leased to the Pan American UAR Oil Company and operated in Libya between Tripoli and outlying oil drilling sites.

 

It was returned to ATC Inc in 1971 . It was retired and stored at Hal-Far Airfield, Malta in Feb-77. Transferred to the airfield fire service to practice on in 1983 it was finally broken up around 1985.

Replacing an earlier digital photo with a better version 27-Dec-24.

 

It was the first visit of this aircraft, on its delivery flight en-route from Seattle-Everett to Karachi, Pakistan.

 

This was the B777-200LR development aircraft which had a ceremonial roll-out on 15-Feb-05 in 'Dreamliner' style livery. It first flew as N60659 on 08-Mar-05 and took part in the 'LR' development programme.

 

It was later re-registered N5022E and delivered to PIA Pakistan International Airlines as AP-BGY in Feb-06. The aircraft was withdrawn from service and stored at Karachi, Pakistan in May-24. Stored, updated 27-Dec-24.

Replacing an earlier photo from Mar-19 with a better version.

 

Named: "Freising".

 

First flown with the Airbus test registration D-AVVA, this aircraft was delivered to Lufthansa in Aug-18. Current, updated 12-Apr-25.

The 32 lever Lancashire & Yorkshire Railway Company Tappet frame in Baguley Fold Junction signal box. Sunday 14th August 1994

 

Baguley Fold Junction signal box was located to the east of bridge 8 (Ten Acres Lane) in Manchester at the end of the four track section from Miles Platting railway station and was a Railway Signal Company Standard Limited standard design opened in 1890 fitted with a 28 lever Railway Signal Company Limited frame for the Lancashire & Yorkshire Railway Company. In 1903 the signal box was extended at the non steps end to accommodate a replacement 48 lever Lancashire & Yorkshire Railway Company Tappet frame probably in connection with the construction of sidings to feed the private branch line to the new Stuart Street power station. The lever frame was reduced to 32 levers in 1973 and was replaced by a Tew Engineering Limited SM48 individual function switch panel commissioned on 15th September 1998. The signal box closed and was replaced by signalling controlled from the Manchester Rail Operating Centre’s Manchester North workstation on 2nd June 2022

 

Ref no 13868

Replacing an earlier scanned photo with a better version 23-Jul-17.

 

First flown using the Dutch temporary registration PH-EZT, the aircraft was delivered to Linjeflyg as SE-DGU in Aug-87. It was sold to SCL Aero Service Company Ltd the following month and leased back to Linjeflyg. They were merged into SAS Scandinavian Airlines System in Mar-93. The aircraft continued in service with SAS until it was stored at Woensdrecht, Netherlands in Sep-99. In Oct-99 it was sub-leased to Air Botnia and operated on behalf of SAS until it was returned to SAS in Sep-01 and returned to storage at Woensdrecht. It was sold to SAS in Sep-02 and remained in storage until it was sold to Shanike Investments No:6 (Pty) Ltd, South Africa, as ZS-OPS in Mar-03 and immediately leased to Airquarius Aviation. It was sub-leased to IRS Airlines (Nigeria) later the same month and returned to Airquarius in Jun-03. The aircraft was sold to IRS Airlines in Sep-04 as 5N-NCZ. It was retired and stored at Lagos, Nigeria, in mid 2010 and was noted stored there in Dec-10. No further information.

Trent Barton replaced the E200MMCs allocated to the high frequency Mickleover service in the summer of 2024 with six new E200MMCs carrying a darker shade of pink. A BSIP-funded frequency uplift and associated PVR increase in March 2025 means that the new(er) vehicles are currently being supplemented by two of the older vehicles which have been repainted into the revised livery. The Mon-Sat daytime timetable now offers a bus every seven or eight minutes, restoring a frequency which had fallen back to every ten minutes a few years prior, with two of the original MMCs moving to Kinchbus as a result.

 

YY24HCG (319) is seen passing Royal Derby Hospital on the 11:45 trip from Derby City Centre, this showing the code 'blue' on the side blind to denote it will follow an anti-clockwise route around Mickleover.

I have very mixed feelings about the end of deep coal mining in the UK. Environmentally its probably a good thing, but the damage done to communities has been devastating. Widespread unemployment, and almost total collapse in moral. Replacing skilled well paid jobs with minimal wage jobs is criminal, yet it has been an almost daily occurrence in Great Britain for the best part of 40 years.

Replacing an earlier digital photo with a better version 27-Oct-19.

 

Named: "Ashkelon", later "Eilat Red Sea" (Feb-11).

 

First flown with the Boeing test registration N1786B, this aircraft was delivered to El Al Israel Airlines as 4X-EKD in Aug-99.

 

It was withdrawn from service in Jan-16, sold to Capstar Aviation as N259CS and permanently retired at Tucson, AZ, USA later the same month. It was subsequently broken up.

Replaced photo

Replacing an earlier scanned slide with a better version 28-Oct-15.

 

Delivered new to Kuwait Airways as 9K-ACA in Jan-63, the aircraft was wet-leased to MEA Middle East Airlines in Dec-68, returning to Kuwait Airways in Jun-69. It was sold to Dan-Air London in Mar-71 and became G-AYWX the following month. It was retired at Dan-Air's engineering base at Lasham, UK, in May-78 and was broken up there in Oct-79.

As a night fighter, the Meteor NF11 was the RAF's first jet to perform the role, replacing the de Havilland Mosquito. In its long nose was fitted an airborne intercept radar. Successive marks, up to the NF14, served into the 1960s, though by then the Meteor was somewhat outmoded.

 

Meteor NF.11 WM167 was built under licence by Armstrong Whitworth at Baginton in 1952. It entered RAF service with 228 OCU (Operational Conversion Unit) at Leeming, remaining there until 1960. Modified to TT.20 target towing configuration in 1961 and allocated to A&AEE Boscombe Down; the aircraft was used for target towing trials. It was then delivered to Flight Refuelling Ltd., and under an MoD contract it was used for towing targets at Tarrant Rushton and Llanbedr. Declared surplus to requirements in 1975, it was purchased by a private collector and converted back to NF.11 configuration

 

Replacing an earlier scanned photo with a better version 21-Jan-20.

 

Named: "Rolf Viking".

 

This aircraft was delivered to SAS Scandinavian Airlines as OY-KGF in Mar-69. It was wet-leased to Itavia (Italy) between Jul/Oct-80. It was sold to a lessor in Feb-98 and leased back to SAS. The aircraft was returned to the lessor in Nov-00, after almost 32 years in service, and sold the same day to Thomson Detxis as F-WTVH for use as an electronics/avionics testbed based at Bordeaux, France. It was re-registered F-WGRV in Mar-03. Thomson Detxis was renamed Thales Systems Aeroportes SA in Apr-03 and the aircraft was re-registered F-GVTH. It was permanently retired at Bordeaux in early 2010 and the registration was cancelled in Sep-10.

St Peter at the Waterfront, St Peter's Street, Ipswich

 

In 2008, I wrote: St Peter is a landmark church on the north side of Stoke Bridge, overlooking a busy junction. When the church was built, the river was wider, and this must have been a waterside church. It is the first of a line of three medieval dockside churches about 150m each apart. Its fine west tower makes it seem much bigger than it actually is, and the great view when approaching from the south or west is a modern, unfamiliar one; until 20 years ago, this church was surrounded by urban clutter. St Peter's tower has not been seen from a distance like this for hundreds of years, and perhaps never, because this has always been an urban, industrial parish. Indeed, because this is the oldest part of Ipswich, and Ipswich is England's longest continually occupied town, this is perhaps England's longest continually occupied urban parish.

 

Views from the east, however, are dismal and more typical. After this church was declared redundant in the early 1970s, it fell into a terrible state, at the time the most pitiful of all Ipswich churches. When St Peter was made redundant this was a far less busy area, and it was easy for vandals to break in and cause damage. This church was important enough for George Gilbert Scott to have been responsible for the considerable 1870s restoration of the nave and chancel, but this Victorian work seemed to be nearing the end of its structural life. The land here is very soft, and although St Peter doesn't suffer the problems that caused the closure of adjacent St Mary at Quay, there were cracks in the nave walls that have had to be urgently addressed.

 

As at St Stephen and St Lawrence, the main entrance is from the west, and there are elaborate niches flanking the doorway. This view has benefited greatly from the late 1990s restoration, of which more in a moment. To the east, the factory has been demolished, and this whole area is now part of Ipswich's biggest regeneration programme since the 1960s, the Waterside development. Soon, St Peter's neighbours will include an apartment block more than 20 storeys high, and the dockside silos and factories are being replaced by designer flats, bars and hotels. The wet dock itself is now a large marina. One day, this may well be a wonderful setting for the church. For now, it is still a bit of a building site.

 

Coming here in 2006 was a slightly distressing experience. Inside, the damage caused by vandalism, settlement and weather were readily apparent. The east window was still partly boarded up (at one time, they all were) and the paint had peeled from the walls. Virtually all the fixtures had gone, and so there was a poignancy about the way the altar and pulpit were dressed. But when I had first seen it, in the early 1990s, it had been much worse than this. The Ipswich Historic Churches Trust, which took over the care of St Peter, allowed it to be used by a model railway club for nearly 20 years. The nave was tightly packed with model train layouts, the arcades draped with electric cables, making a proper appreciation of the integrity of the interior impossible. This church was terribly uncared for, and it all seemed a shame.

 

This church was only open on the Historic Churches bike ride day, (unless, of course, you joined the model railway club), but a visit was always desirable, because St Peter has one great treasure. It has the finest black Tournai marble font in England. There are only 9 others, including St Peter's near-twin in Lincoln Cathedral. It is a mystery why the Anglican diocese allowed this to remain in such a vulnerable building when so much else - organ, benches, fittings - had been removed.

 

When a church falls redundant, the font is often the first thing to go, pressed into service at some other church. But here, the massive black square block remained, brooding, with its primitive carvings of lions. Once seen, this 12th century art treasure is never forgotten. And yet, for 364 days a year, the town's most important early-medieval artifact was locked away with the train-sets and the damp. Few decisions could have been more short-sighted. But it survived, of course, and has no doubt survived much worse over the centuries, and sits just to the east of the soaring tower arch.

 

St Peter's other treasure is the so-called 'Wolsey's gateway', a watergate which is all that remains of the school planned by Cardinal Wolsey as a feeder to his Oxford college. The school was never completed, its stone taken for use elsewhere in the town. The gateway itself, built into St Peter's south churchyard wall, is of mild interest, I suppose, its crest and brickwork eaten away by acidic fumes from the thousands of cars that pass within a few feet everyday. I don't suppose the Victorian factory fumes did it much good either.

 

The five medieval churches of Ipswich town centre which were declared redundant in the 1970s and 1980s were handed to the Borough Council, who established the Ipswich Historic Churches Trust to look after them. It was something of a poisoned chalice for those who became the churches' stewards, for there was little money available to be spent on them. Indeed, it sometimes appeared as if the financial problem was deliberately intended as a spur for the Trust to find fully commercial uses for the buildings.

 

In 1999, there was a chance of a business use for St Peter. Acorn Office Supplies, an established office equipment firm out on one of the industrial estates, were looking for a town centre showroom. The model railway club were sent packing, and the building was given an extensive (and essential) programme of restoration, revealing superb exterior flintwork, as bubbly as lace. Planning permission was obtained to convert St Peter into offices and a showroom for Acorn.

 

The firm was full of promises about allowing access to the font, which would have been a great thing for the town. Unfortunately, when John Blatchly of the Ipswich Historic Churches Trust wrote to me in November 2001 it was to say that Acorn Office Equipment had withdrawn. This is a great disappointment to us, he wrote, for the public were to have had access to much of the building during office hours, there would have been no permanent changes to the fabric of the building, and significant improvements would have been made to the building’s facilities and decorative state.

 

There had never been a satisfactory commercial reuse of a medieval church in Ipswich, and it wasn't going to happen this time. Chastened perhaps by the possible ultimate cost of the conversion, Acorn remained on their industrial estate. And, of course, they were correct to do so, because nowadays who in their right mind would go into a town centre to look at office furniture, when there is a perfectly good supplier on the edge of town?

 

And therein lies the problem. As planning laws have loosened, and buildings can be constructed swiftly with cheaper materials, no commercial organisation in its right mind was going to spend the seven figure sum required to bring a redundant medieval building up to standard. The early years of the new millennium really were dark days for the redundant town centre churches, because it really looked as if a quarter of a century's neglect might lead to their ultimate demise.

 

When I last wrote about this church in 2006, I asked a simple question. What should happen to St Peter? In this redevelopment area, everything was up for grabs; a borough that can give planning permission for a 23 storey block beside a medieval church is presumably capable of doing more or less anything to the church itself. St Peter's tower has become a landmark, an essential part of the townscape, and the font is a national treasure. I suggested then that perhaps the best way forward was to primarily consider the conservation of these two features, perhaps by demolishing the rest of the structure and turning it into a garden, perhaps entered through Wolsey's gateway. The font could then be enclosed beneath the tower by a glass atrium to east of the elegant tower arch. This may have sounded radical, but this is an area where radical ideas were being enthusiastically implemented, andwas in any case no more radical than the Brooke Report of the 1960s, which advised that redundant medieval churches should be demolished and the land sold.

 

There are many differences between the Britain of thirty years ago, when St Peter became redundant, and the Britain of today. Primarily, of course, we are now a rich country, and can afford the luxury of maintaining our priceless heritage more than we could then - unless we plan to cash in the family silver and spend the proceeds on the bombing of Middle Eastern countries, of course.

 

Secondly, a vast heritage industry has grown up in that time; people are now obsessed with the past, and historically themed villages and electronically enhanced 'experiences' cater for their hunger. There's nothing we like so much these days as a wander through a Viking town, or watching a medieval cobbler at work, or various troops of the Civil War beating seven shades out of each other.

 

Thirdly, there is a hunger for a sense of the numinous; people are searching for something that they didn't seem to want thirty years ago. Sometimes this is satisfied by New Age mysticism, but the Churches still have a lot to offer - the Church of England seems to have at last begun to grasp that most people don't want to attend Sunday services, but they may still want to wander into a church and look around, and to sit and to meditate. People go into a church when they want to pray or if they only want a good cry. They won't necessarily come back on Sunday - although, of course, they might - but the church building itself offers them a spiritual shelter, at least if it is open during the day, which most in Ipswich town centre are.

 

Fourthly, there is a huge passion in North America and Australia for tracing ancestral roots. Look at the visitors book in any East Anglian village church; a large proportion of the names will be of people returning to the village that their ancestors left perhaps centuries ago. They always make for the church. This wasn't the case thirty years ago.

 

Fifthly, television and books have created a fascination with art and architecture that most people did not tap into before. Programmes about churches and castles have unbelievably large followings. People can tell you what a clerestory is and what a hammerbeam was for in a way that they couldn't in the past.

 

It seemed to me that all these points needed to be taken into account when considering the future of redundant medieval churches. At the time I wrote that, the Ipswich Historic Churches Trust still seemed stuck in the 1980s, pursuing commercial solutions to the problem of finding new uses for its empty churches. But as a member of the IHCT committee confided in me, this is not going to happen; not at St Peter, and not at most of the other redundant churches. No business is going to pour cash into old buildings with poor service access, when there are now so few restrictions on building afresh on brownfield and even greenfield sites.

 

I finished my 2006 polemic by stating what I firmly believed to be true: there will never be a commercial use for this building. But I also believed that the future for St Peter, if it exists, must be a sustainable one. I asked what could be done to make people actually want to go to St Peter, and to persuade us that it is worth paying for, through our taxes or even through our pockets?

 

Even as I was typing that, plans were afoot to actually do something about St Peter. Now, I hope it doesn't sound too immodest of me to point out that my suggested future for the redundant nearby church of St Lawrence has come almost exactly true, so I am happy to report that here, at St Peter, the planners did not take me up on my suggestion of demolishing the nave and chancel. However, once it became clear that there was no possible commercial future for the building, people with energy started getting clever, and finding out about grant-funding and public sector finance. This was a sea-change in thinking, and an extremely important one, because today in England, only the public sector can afford to take on projects of this type. Here at St Peter, the church has been transformed into a concert space which will be home to the Ipswich Hospital Band, one of the best of its kind in the country.

 

The transformation has been a gentle one. A raked stage has been built up within the chancel, the floor has been replaced, the walls have been decorated, and the stained glass restored. It is simply and pleasingly done, and cost a good deal less than the £1.2 million required at St Lawrence. The Ipswich Millennium Tapestries are on permanent display, there is a local history exhibit, and the building is open every day for visitors.

 

At the turn of the Millennium, only one of the five churches had any sustainable future. Now, all five of them have a secure life ahead, and four of them are already in use - only St Clement waits to see what the Waterfront will make of it. For anyone who knew these churches twenty years ago, it is a most heart-warming experience to visit them now.

Replaced.. decided the tones were too yellow. Was bugging me!

Replacing an earlier scanned 6"x4" print with a better version 22-Mar-22 (DeNoise AI).

 

This aircraft was delivered to AWAS Ansett Worldwide Aviation Services and leased to Royal Brunei Airlines as V8-RBF in Feb-92. It was wet-leased to Vietnam Airlines in Apr-96 (although it's still in full Royal Brunei livery in this photo taken in Jun-96!) and returned to Royal Brunei in Jan-98.

 

It was returned to the lessor in Aug-11 and fitted with blended winglets before being sold to Aerosvit (Ukraine) as UR-AAI later the same month. Aerosvit ceased operations in Feb-13 and the aircraft was stored at Kiev-Borispil, Ukraine.

 

It was bought by Ukraine International Airways in Jul-13 and after maintenance and painting at Budapest (Hungary), it was re-registered UR-GEB before entering service in Oct-13. The aircraft was permanently retired at Kiev-Borispil, Ukraine in Oct-19. Updated 22-Mar-22.

Replacing an earlier digital photo with a better version 01-Mar-21.

 

Looking very much in need of a good wash!

 

First flown with the Airbus test registration D-AVZQ, this aircraft was delivered to MyTravel Airways A/S as OY-VKB in Feb-03. It was sold to Debis Airfinance BV on delivery and leased back to MyTravel A/S.

 

MyTravel Airways was merged into the Thomas Gook Group in May-08, becoming Thomas Cook Airlines Scandinavia. The aircraft was transferred to Thomas Cook Airlines UK as G-TCDW in Dec-14. The aircraft was sub-leased to Air Transat (Canada) as C-FTXW in Nov-18, returning to Thomas Cook as G-TCDW in Apr-19.

 

The Thomas Cook Group UK ceased operations on 23-Sep-19, and Thomas Cook Airlines UK went down with them. The aircraft was impounded at London-Gatwick and returned to the lessor at the end of Oct-19.

 

It was stored at Castellon de la Plana - Costa Azahar, Spain in early Nov-19. In Feb-20 it was re-registered F-WTAH and moved to Montpellier, France for further storage. The aircraft was leased to Air Senegal as 6V-AMD in Feb-21.

 

It was withdrawn from service and stored at Dakar, Senegal in Nov-23. In Sep-24 it was ferried to Chateauroux, France for further storage. Updated 11-Jun-25.

 

Note: The registration OY-VKB was re-used on a Sunclass Airlines A321-251NX in Apr-24.

Replacing an earlier scanned photo with a better version.

 

Delivered new to KLM Royal Dutch Airlines in Jul-68, it operated for 16 years until it was sold to a leasing company in Mar-84 and leased to Icelandair as TF-FLU. It returned to the lessor in Mar-89 as N820TC and was leased to Trans Continental Airlines two months later. It was returned to the lessor in Dec-90 and stored as N863E. It was converted to freight configuration in Apr-91 and leased to Southern World Airlines in Jul-91. They didn’t have it long and in Oct-91 it returned to the lessor and was leased to American International Airways (Kalitta!). It was re-registered N787AL in Aug-92 but returned to the lessor 2 months later and was immediately leased to ATI Air Transport International. It was re-registered N788AL in May-94 and continued in service with ATI. On return to the lessor in Feb-97 the aircraft was sold to Airborne Express and re-registered N828AX in Nov-97. Airborne Express were renamed ABX Air in Aug-03 and the aircraft continued in service until it was stored at Cincinnati (CVG), OH, USA in Dec-07 . It was sold in Jul-09 to Meridian Airways, Ghana, as 9G-AXC. Meridian Airways ceased operations in 2010.

Replacing an earlier scanned photo with a better version 19-Dec-14..

 

Built as a Tristar 1, this aircraft was delivered to Delta Air Lines in May-74 as N707DA. Ten years later, in Mar-84, Delta traded it in to the Boeing Company. It was stored for a while and converted to Tristar 50 standard in Dec-84 before being sold to ATA American Trans Air in Jan-85. It was re-registered N187AT in Apr-85. The aircraft continued in service with ATA for another 16 years until it was withdrawn from use at Victorville, CA, USA. It was broken up at Victorville in 2002.

a7 + Sonnar T* FE55mm F1.8 ZA

 

WEBコンテンツへの無断使用＆転載を禁じます。

British postcard by Film Weekly, London.

 

With his smooth, boyish good looks, American actor Richard Cromwell (1910-1960) had the makings of a Hollywood star in the early 1930s. The handsome actor became well known with The Lives of a Bengal Lancer (1935), sharing top billing with Gary Cooper and Franchot Tone. His film career reached its pinnacle with Jezebel (1938) with Bette Davis and Henry Fonda and John Ford's Young Mr. Lincoln (1939) also with Fonda. But soon after that, his meteoric career crashed and burned.

 

Richard Cromwell was born LeRoy Melvin Radabaugh in Long Beach, California, in 1910. he was the second of five children of Fay B. (née Stocking) and Ralph R. Radabaugh, who was an inventor. In 1918, when Radabaugh was still in grade school, his father died of the Spanish flu. Roy earnestly delivered morning newspapers to help out the family's budget crisis. on a scholarship, he attended the Chouinard Art Institute in Los Angeles, a precursor to the California Institute of the Arts. He continued to work part-time as a maintenance man, custodian and soda jerk. He set up a small art shop in Hollywood in the late 1920s and made masks and oil paintings there. He sold pictures, made lampshades, and designed colour schemes for houses. The handsome Cromwell made contacts with film stars of the time such as Anna Q. Nilsson, Colleen Moore, Beatrice Lillie, Greta Garbo, Joan Crawford and Tallulah Bankhead, some of whom he also immortalised in his paintings and masks. He painted scenery for community theatre productions and eventually took on acting roles. His first film appearance was an extra role in King of Jazz (John Murray Anderson, Walter Lantz, 1930), along with the film's star, Paul Whiteman and his orchestra. On a whim, his friends encouraged him to audition for the lead role in a Columbia remake of D.W. Griffith's silent classic Tol'able David (1921) starring Richard Barthelmess. Radabaugh won the role over thousands of hopefuls. In storybook fashion, studio mogul Harry Cohn gave him his screen name Richard Cromwell and launched his career. Cromwell earned $75 per week for his work on Tol'able David (John G. Blystone, 1930), which co-starred Noah Beery Sr. and John Carradine. Gary Brumburgh at IMDb: "the studio publicity machines worked overtime to promote both the film and their new leading man. Richard lived up to all the hype once the reviews came out, giving a terrific debut performance in a very difficult role. As the rather weak-willed young boy who finds the strength and courage to right the injustice done to him, he hit overnight stardom". Amid the flurry of publicity, Cromwell toured the country and was even invited to the White House to meet President Herbert Hoover. Cohn signed Cromwell to a multi-year contract based on the strength of his performance and the success at the box office of his debut. In the following years, Richard played several leading roles in smaller films, often in youthful, somewhat sensitive roles. Leslie Halliwell later described him in his Filmgoer's Companion as the "friendly hero of the early talkies". Cromwell maintained a deep friendship with Marie Dressler, which continued until her death from cancer in 1934. Dressler personally insisted that her studio bosses cast Cromwell on a loan-out in the lead opposite her in Emma (Clarence Brown, 1932), also with Myrna Loy. Dressler was nominated for a second Best Actress award for her portrayal of the title role in Emma. This was another break that helped sustain Cromwell's rising status in Hollywood. He was now much in demand and his next roles were in The Age of Consent (Gregory La Cava, 1932) co-starring Arline Judge and Eric Linden, Tom Brown of Culver (William Wyler, 1932), and Hoopla (Frank Lloyd, 1933), where he is seduced by Clara Bow, in her final film. He made an early standout performance as the leader of the youth gang in Cecil B. DeMille's unusual cult-favourite, This Day and Age (1933). To ensure that Cromwell's character used the right slang, DeMille asked high school student Horace Hahn to read the script and comment. Cromwell then starred with Jean Arthur in Most Precious Thing in Life (Lambert Hillyer, 1934). He had his definitive breakthrough when he co-starred with Gary Cooper and Franchot Tone in the adventure film The Lives of a Bengal Lancer (Henry Hathaway, 1935), which was nominated for seven Oscars. Cromwell played the son of a senior officer who is tortured by insurgents. His father refuses to rescue him in order to demonstrate his impartiality. After this promising start, Cromwell's career received a bump when he wanted more artistic independence.

 

Richard Cromwell's next pictures at Columbia Pictures and elsewhere were mostly inconsequential. Cromwell starred with Will Rogers in Life Begins at 40 (1935) and appeared in Poppy (1936) as the suitor of W.C. Fields' daughter, Rochelle Hudson. In 1937, he portrayed the young bank robber in love with Helen Mack and on the lam from Lionel Atwill in The Wrong Road (James Cruze, 1937). A challenge was his lead role in The Road Back (James Whale, 1937), a sequel to the classic All Quiet on the Western Front (Lewis Milestone, 1930). The film chronicled the story of young German soldiers readjusting to civilian life after WWI. Fearful that this film would not do well in Germany, the new regime at Universal Pictures severely edited the film before release, removing much of the strongly anti-Nazi slant that author Erich Maria Remarque included in the original novel, and which director James Whale had intended to retain in the film version. The resulting film was not well-received. Richard Cromwell took a detour in his career to Broadway for the chance to star as an evil cadet in an original play by Joseph Viertel, 'So Proudly We Hail!'. The military drama was directed by future film director Charles Walters, co-starred Edward Andrews and Eddie Bracken, and opened to much fanfare. The New York Herald Tribune called Cromwell's acting "a striking portrayal" and The New York Times said that he "ran the gamut of emotions" in the play. Cromwell had shed his restrictive Columbia contract and pursued acting work as a freelancer in other media. Cromwell guest-starred on the radio in 'The Royal Gelatin Hour' (1937) hosted by Rudy Vallee, in a dramatic skit opposite Fay Wray. Enjoying the experience, Cromwell acted in the role of Kit Marshall on the radio soap opera Those We Love, which ran from 1938 until 1942. On-screen, Cromwell appeared in Storm Over Bengal (Sidney Salkow, 1938), for Republic Pictures, in order to capitalise on his success in The Lives of a Bengal Lancer. He stood out in supporting roles as Henry Fonda's brother, who kills a man in a duel of honour, in the romantic drama Jezebel (William Wyler, 1938) starring Bette Davis and as defendant Matt Clay to Henry Fonda's title performance in Young Mr. Lincoln (John Ford, 1939). In 1939, Cromwell again tried his luck on stage in a regional production of Sutton Vane's play 'Outward Bound', co-starring Dorothy Jordan. Cromwell drifted into secondary features. He enjoyed an active social Hollywood life with friends including Barbara Stanwyck, Joan Crawford, Franchot Tone, George Cukor, Cole Porter and William Haines. For Universal Pictures, Cromwell starred as a draftsman who thwarts the Nazis in Enemy Agent. He went on to appear in marginal but still watchable fare such as Baby Face Morgan (Arthur Dreifuss, 1942), with Mary Carlisle. Cromwell enjoyed a career boost with Cosmo Jones, Crime Smasher (1943), the film adaptation of the hit radio serial. However, he was next up at Monogram Pictures, where he was cast as a doctor working covertly for a police department to catch mobsters in the forgettable though endearing Riot Squad.

 

During the last two years of World War II, Richard Cromwell served with the United States Coast Guard. Upon returning to California following the war's end, he acted in local theatre productions. He also signed on for live performances in summer stock in the East during this period. Cromwell's break from films due to his stint in the Service meant that he was not much in demand after the War's end. He failed to make a comeback as a film actor with a role in the Film Noir Bungalow 13 (Edward L. Cahn, 1948) and he retired from the film industry. All told, Cromwell's film career spanned 39 films. In the 1950s, he returned to his artistic roots and studied ceramics. He built a pottery studio on his property, becoming especially known and admired for his creative tile designs. Returning to the name Roy Radabaugh, Cromwell also wrote extensively, producing several published stories and an unfinished novel in the 1950s. Cromwell was married once, briefly (1945–1946), to actress Angela Lansbury, when she was 19 and Cromwell was 35. They were married in a small civil ceremony in Independence, California. Lansbury later stated in a 1966 interview that her first marriage was a mistake because Cromwell was gay. His homosexuality had been kept secret from the public and Lansbury had not known about it before the marriage. However, Cromwell and Lansbury remained friends until his death in 1960. She later described him as "charming with a good knowledge of jazz music". In 1960 he tried a second comeback in the film business. In July 1960, Cromwell signed with producer Maury Dexter for 20th Century Fox's planned production of The Little Shepherd of Kingdom Come (Andrew V. McLaglen, 1961), starring singer Jimmie Rogers. Diagnosed with liver cancer shortly thereafter, he was forced to withdraw and Chill Wills replaced Cromwell in the film. Richard Cromwell was a heavy smoker for many years and at times advertised Lucky Strike. He died on 11 October 1960 in Hollywood, at the age of 50. He is interred at Fairhaven Memorial Park in Santa Ana, California. For his services to the film industry, Cromwell has a star on the Hollywood Walk of Fame (1627 Vine Street). Cromwell's legacy is preserved today by his nephew Dan Putnam and his cousin Bill Keane IV. In 2005, Keane donated materials relating to Cromwell's radio performances to the Thousand Oaks Library's Special Collection, "The American Radio Archive". In 2007, Keane donated memorabilia relating to Cromwell's film career and ceramics work to the AMPAS Margaret Herrick Library in Beverly Hills.

 

Sources: Gary Brumburgh (IMDb), Leslie Halliwell (Filmgoer's Companion), Wikipedia (English and German) and IMDb.

 

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