The Journey so far.

 

New Model Army played their first gig in Bradford on October 23rd 1980. Its founding members were Justin Sullivan, Stuart Morrow and Phil Tompkins. The threesome had already been together for a couple of years in a number of Bradford bands with other musicians and singers but in the Autumn of 1980, they decided to form a stripped-down three-piece, their music drawing on a wide collection of influences and fuelled by their passions for Punk Rock and Northern Soul. Within a few months drummer Phil Tomkins had left to be replaced by Rob Waddington. The band slowly built up a local following and created a unique style based on Justin's song-writing and Stuart's virtuosity on lead-bass.

 

In Summer 1982, whispers about this band reached London and they were invited to perform at a couple of showcases. But in a scene hungry for "the next big thing" (the coming "New Romantics"), NMA's fearsome music and northern style did not win over the Major Record Companies and they returned to Bradford empty-handed. Rob Waddington left to be replaced by Robert Heaton, who had been working as a drum tech and occasional drummer for the band ‘Hawkwind‘. Undeterred by the indifference of the Music Business, NMA began to perform more and more around the country and frequently featured as opening act on a series of all-day concerts at the London Lyceum which heralded many of the "Post-Punk" bands. Although this meant traveling for several hours to play a twenty-five minute set for no money, the band embraced the opportunity and their reputation as a live act grew. A first small-label independent single "Bittersweet" was released in the summer of 1983, followed by "Great Expectations" on Abstract Records that autumn, both played frequently on late night radio by John Peel. Suddenly the band had a "Following", people who would travel to every concert around the country to see them.

 

Early in 1984, the producer of "The Tube", the most important live music show on TV, had seen NMA in concert and invited them to fill the ‘unknown' slot on the programme. Having originally asked the band to perform their provocative anti-anthem, "Vengeance", the TV Company suddenly got cold feet about the song's lyrics minutes before broadcast and asked the band to change songs. It made no difference. Somehow twenty to thirty followers had managed to get into the TV studio and when NMA began with "Christian Militia" the crowd went wild and an electric atmosphere was transmitted around the country. Suddenly NMA were underground news. Their first mini-album, "Vengeance" knocked "The Smiths" from the top of the Independent Charts and the major record companies, who had rejected them less than two years earlier, were now begging to sign the band.

 

The autumn of 1984 was a time of political turmoil in Britain. After five years of Mrs Thatcher's right-wing government, which had already fuelled so much of NMA's early fury, a final showdown with the National Union of Mineworkers (the strike that had begun in March and had split the country), entered a critical phase and much of Northern England began to resemble a Police State. NMA's last Independent EP "The Price" also featured "1984" a song written directly about the strike and, with their declared left-wing views, NMA's concerts became increasingly intense.

     

At the end of the year, NMA signed a contract of "complete artist control" with EMI (which included EMI giving a donation to a miners fund). The move surprised many people but the band were already looking beyond the confines of Britain and considered the deal to be the right one. In the Spring of 1985 the album "No Rest For The Wicked" and the single "No Rest" both reached the national top 40, but this success and now relative financial security had done little to soften NMA's confrontational attitude. They appeared on Top Of The Pops wearing T-shirts with a motif reading "Only Stupid Bastards Use Heroin" (a reaction against the fashionable drug of the time).

 

Then, halfway through the "No Rest" tour, the day after their hometown gig, Stuart Morrow decided to leave the band for personal reasons. Frantic negotiations were made (by a strange unhappy co-incidence, on the very same day as the Bradford City fire disaster killed 56 people at a football match), but to no avail. As a result, Justin and Robert decided to follow up the success of "No Rest" with an acoustic song from the album "Better Than Them" which had not involved Stuart and accompanied it with three specially recorded acoustic tracks, a move of principle which dumbfounded EMI. By the summer, Stuart had been replaced by 17 year-old Jason 'Moose' Harris, whose first gig was at a benefit for the families of the fire tragedy, and the "No Rest" tour continued.

 

Thatcher's victory over the miners, and by extension over all organised opposition, marked a new political reality. This, coupled with the shock of Stuarts's departure and increasing media hostility, resulted in the band taking an ever more defiant posture, exemplified by a typically fiery performance at the Glastonbury Festival. Then, despite being signed to Capitol Records in North America, all attempts to tour there were prevented when the band were refused visas. Many people, on both sides of the Atlantic, believed that this was for political reasons although this was never possible to prove. Instead, that autumn NMA set out on their first long tour of the European mainland, which unlike many UK acts, they found much to their liking, and later a trip to Japan. The year ended with yet another UK tour in support of a newly recorded EP: "Brave New World", a savage portrait of the Thatcher's Britain and "RIP", an equally furious study of the band's history thus far.

 

If 1985 had been a traumatic year, then 1986 saw one of the band's many resurrections, with the legendary Glyn Johns agreeing to produce their third album. Though relations between band and producer were often difficult, Justin recalls the sessions as "the biggest musical learning curve of my life". "The Ghost Of Cain" was well received by the critics and audience and many people began to see a band that were capable of developing and changing and adjusting to new realities while still staying true to their own principles; this was a band that were now pursuing their own musical agenda, completely unmoved by the whims of the music industry or the expectations of fans. Outside Britain, their name was slowly becoming known and in December of 1986, they finally made a first short tour of America.

 

1987 was a year of full bloom. In January, Justin and Robert recorded an album with the poet Joolz Denby. Joolz had been the band's first manager and has remained as a driving force and responsible for all of the band's artwork from the beginning to the present day. She had previously made spoken word albums and a series of EPs with Jah Wobble but it was inevitable that she would collaborate with NMA. The album "Hex" was recorded at the very special Sawmills Studio, a unique place in Cornwall, only reachable at high tide by boat. Although the studio is now well known, at that time it was infrequently used and accommodation was in primitive cabins deep in the woods. From this new setting, and freed from the pressures of "being New Model Army", Justin and Robert were able to explore all kinds of ideas and musical avenues that their experience with Glyn Johns had opened up. Later, they both considered "Hex" to have been one of the creative highlights of their musical partnership, with its strong, romantic soundscapes acting as the perfect accompaniment to Joolz' poetry.

 

Much of the writing of "Hex" had been done using samplers and the use of this new tool continued to take the band in unexpected directions. That summer they recorded the "Whitecoats" EP with its ecological lyric and mystical atmosphere. An interest in mysticism and spirituality had been becoming more and more apparent in Justin's lyrics (though this was no surprise to those who knew of his family's Quaker roots). The same summer, Red Sky Coven was born out of a group of friends who shared these interests and ideas. It included Justin, Joolz, singer-songwriter and storyteller Rev Hammer and musician Brett Selby. Together, the foursome decided to create a performance based on this friendship, a unique show which continues to tour on an occasional basis.

 

1987 also saw plenty more NMA concerts, including Reading Festival, a gig with David Bowie in front of the Reichstag in Berlin and a show-stopping performance at the Bizarre Festival at Lorelei in Germany. From time to time, the band added their friend Ricky Warwick as a second guitarist and also enlisted Mark Feltham, the legendary harmonica player who had graced "The Ghost Of Cain" and "Hex" to join them. At the very end of the year and the beginning of 1988, they returned to the Sawmills for two more inspired writing sessions, which laid the foundations for "Thunder and Consolation".

 

The following months, though, were far more difficult, while NMA chose a producer, another music legend - Tom Dowd - and set about recording the album. It was a long drawn-out process and relationships between band members became increasingly strained, only really maintained by the knowledge that they were making something truly special. "Thunder and Consolation" was finally released early in 1989, striking a perfect balance between the band's fascinations with rock, folk and soul music and Justin's lyrical interest in spirituality, politics and family relationships. The album brought critical praise and new levels of commercial success and the band toured Europe and North America, joined by Ed Alleyne Johnson playing electric violin and keyboards and Chris Mclaughlin on guitar. However, despite the success, relationships at the heart of the band had not really mended and even after Jason Harris left that summer, stresses remained.

 

By autumn Justin and Robert were back in the Sawmills working towards another album and, in the new year, they were joined by a new (and still current) bass player, Nelson, previously of a number of East Anglian cult bands, and a new second guitarist, Adrian Portas from Sheffield. The new musicians brought a stronger atmosphere to the touring band while, in the studio, Justin and Robert continued to explore different musical ideas. Partly self-produced, "Impurity" was finally finished and mixed by Pat Collier in the summer of 1990. Still featuring Ed Alleyne Johnson' violin, the album was more eclectic than "Thunder" but continued to win new fans and the world-wide tour that followed its release lasted the best part of a year, culminating in a rolling Festival in Germany involving David Bowie, Midnight Oil, The Pixies and NMA.

 

In mid-1991, "Raw Melody Men", a live album from the tour, was put together and released. It was to be NMA's last album for EMI. Unusually, given the history of the music business, the relationship between band and record company had always remained cordial but had now simply grown stale. There were minor dissatisfactions on both sides and, after lengthy negotiations, it was agreed to simply terminate the contract. NMA's own Management Company also imploded at this time and new management was drawn up. The band was not short of new record company offers and eventually chose Epic, for reasons to do with support in the US.

 

Although Mrs Thatcher had been ousted by her own Party in 1990 (a memorable night coinciding with NMA's first visit to Rome), the Conservative monolith that had ruled the country for so long remained in power and, against all expectations, won a further election in 1992. Outside Britain though, much was changed: there was recession and instability and a so-called "New World Order" in the wake of the collapse of Soviet Communism and the 1st Gulf War. Already the band was embarked upon a very dark album, driven equally by personal traumas, including Justin's near-death electrocution on stage in Switzerland and the changes in the world around them. Produced by Niko Bolas and mixed by Bob Clearmountain, "The Love Of Hopeless Causes" was not what anyone was expecting. Just as folk-rock, pioneered and inspired in part by NMA, became a fashionable and commercial sound, the band made a deliberate move away from it and straight and into guitar-driven rock music.

 

Replacing Adrian with Dave Blomberg on guitar, they embarked on the album tour and the European section featured their most successful concerts yet. However NMA's relationship with their new record company quickly deteriorated. Worse still, they found themselves caught in corporate dispute between London and New York, which was in no way related to them. By June, the band found themselves on an exhaustive US tour, in which they had invested much of their own money, with no support of any kind from Epic or any other source. The tour featured many outstanding concerts but it was a bittersweet experience. By the end of the summer, it had been agreed that there should be a year off for everyone to rest and consider the future, while the contract with Epic was quickly terminated.

 

Justin used 1993-4 to produce other artists (a second collaboration with Joolz entitled "Weird Sister", Rev Hammer's "Bishop Of Buffalo" album and also the unusual Berlin combo, The Inchtabokatables), tour with Red Sky Coven and create another way of performing NMA songs - in a duo with new guitarist Dave Blomberg. Together they went back to Justin's first love - small club touring - and eventually released an album of the live show entitled "Big Guitars in Little Europe", an album, which has proved enduringly popular. Robert's main wish was to spend more time at home with his family, which he was now able to do and Nelson formed a new band "Nelson's Column" which toured England. Ed Alleyne Johnson followed up his first solo album "The Purple Electric Violin Concerto" which had been so successful with a second entitled "Ultraviolet".

 

After the year was up, Justin and Robert tentatively began work on a new project and in December 1994, the band (with Dean White on keyboards replacing Ed Alleyne Johnson) reassembled to play a short series of concerts. However, the next two years were lost while Justin and Robert, plagued by ill health and personal-life distractions tried unsuccessfully to pin down hundreds of new musical ideas into an album. It became increasingly obvious to both of them (and everyone else in and around the band) that they were now on very different musical paths. In 1997, Tommy Tee who had been the band's Tour Manager in the 1980s returned to take control of the band's drifting affairs. He enlisted producer Simon Dawson to help finish the project and by the autumn "Strange Brotherhood" was completed. Unsurprisingly, it's an album full to the brim with different and contrasting musical ideas while the lyrics range from the politics of the British Road Protest movement (in which Sullivan had been actively involved during 1996) to the deeply personal and sometimes unusually obscure. During the mixing, it was agreed that Justin and Robert would go their separate ways after the tour.

 

Then, suddenly Robert was diagnosed as having a brain tumour, and though the operation to remove it was successful, any prospect of touring was impossible. So he suggested that his place be taken by Michael Dean, a young drummer who had been working as his technician since 1993. Having watched Robert for some years, Michael was immediately comfortable with the role of drummer and with all other aspects of the band. The "Strange Brotherhood" tour began in the spring of 1998 and, happy to be back on the road at last, for the first couple of months, the band embarked on an ambitious programme of doing two sets each night, a 50 minute acoustic set followed by a full 90 minute rock. The tour continued on and off through to the end of the year.

 

By now Justin and Tommy Tee had restructured New Model Army's set-up to take account of the changes that the Internet was bringing to the whole music industry. This included making sure that the band owned every aspect of their work, and included their own record label (Attack Attack) to be distributed by different companies in different territories. 1999 began with a review of live shows recorded the previous year and their amalgamation into a live double album entitled "New Model Army and Nobody Else". After this Justin (assisted by Michael) began to write new songs for the next album. This was done quickly and easily for the first time since "Thunder", with Justin claiming to be "reborn as a song-writer." To keep up the momentum, it was decided to self-produce and to record the album in the band's own studio. Again this was done quickly with mostly Justin, Michael and Dean at the controls. (Living 250 and 300 miles from Bradford meant that Nelson and Dave were more occasional contributors for purely geographical reasons). The whole process was very much a reaction to the slow progress of "Strange Brotherhood", with the album given the simple name "Eight" to go with its whole stripped-down approach. It was released in the Spring of 2000 and was followed by more touring.

 

On October 23rd 2000, the band celebrated their 20th anniversary by playing another two set marathon at Rock City in Nottingham and then three months later, further special concerts in London and Koln which featured four completely different sets spread over two nights - a 57 song marathon in each city attended by over 7000 people.

 

One of the legacies of the lost years of the mid 1990s was a lot of unfinished material and next, Justin, Michael and Dean worked to finish and assemble this into accessible form, a double album "Lost Songs" released in 2002. Another ‘unfinished' project was Justin's long promised solo album and it was at this moment that he decided to pursue it. Meant to take just a few weeks to record and tour, "Navigating By The Stars" became another marathon. Hooking up with film and TV music producer, Ty Unwin, the first week of working coincided with ‘9/11'. Rather than making a political or angry response to unfolding events, the album's purpose was to ‘make something beautiful in an increasingly ugly World'. The album came out in 2003 to surprised and favourable reaction. At first touring alone with Dean (including a long awaited return to America), Justin was then joined by Michael playing percussion and the threesome bought a large mobile home and set off across Europe. The live album "Tales of the Road", released in 2004 captures their unique sound and stripped-down rearrangements of some of NMA's lesser known songs.

 

In 2004, an exhibition of all Joolz' artwork for the band plus collected memorabilia was assembled for a touring exhibition. Entitled ‘One Family, One Tribe' it has been on display in art galleries in Otley, York, Bradford and Hamm in Germany and there are plans for more future showings. Meanwhile, the band work began work on a new NMA album, at first focused around Michael's increasing creativity as a drummer. "Carnival" was recorded with producer Chris Tsangerides and mixed by Nat Chan. It's lyrical subjects and musical roots were as usual very eclectic but included many people's favourite NMA track, "Fireworks Night", Justin's emotional response to the sudden and unexpected death of Robert that Autumn. "Carnival" was released in September 2005, but when it came to the tour, Dave Blomberg was unable to participate for family reasons and his place was taken by Marshall Gill, a blues guitarist from Ashton Under Lyne, completing the band's current line-up in what Sullivan calls “the best version of NMA since 1985”.

 

The Carnival Tour marked another dynamic new beginning for the band, with Nelson sometimes playing as a second drummer, Dean sometimes as third guitarist and Michael and Marshall's energy much in evidence. Such was the sense of momentum and togetherness that for the first time in years, NMA moved quickly on to making another album with major contributions from all members. "High" was written and recorded in five months at the beginning of 2007, produced by old friend (and another production star, Chris Kimsey) and was ‘angrier' than any releases for a while and lyrically very much in tune with current realities.

 

The "High" tour rolled through 4 continents with the new line up now firmly in tune with itself and Marshall bringing a tougher edge to the band's sound - even managing to re-arrange the classic violin led anthem "Vagabonds" into a guitar led version. This and 16 other songs were released on a new live album, "Fuck Texas, Sing For Us", in November 2008 (the title taken from a chant at the band's New Orleans show that serves as the intro to the album).

 

The year ended with tours in Scandinavia, Eastern Europe and the customary December run of London, Paris, Amsterdam, and Koln with the band playing a fiery set of recent material. Remarkably, the band’s main 17 song set featured only two pre-2000 songs, as well as brand new material, a sure sign of the band’s forward momentum - and with their ticket sales up everywhere. Then, at Christmas, manager Tommy Tee died suddenly and unexpectedly. This was a major shock to everyone in and around the band, not only because as he ran all aspects of the band's affairs but also as a major part of the NMA family and history since 1982.

 

It took a while before the band could refocus but by Spring 2009, they were back in the studio working on their eleventh studio album, “Today Is A Good Day”. Mostly written in the wake of the 2008 Wall Street Collapse (an event celebrated in the white-hot opening title track), it was recorded in the band’s own studio in Bradford with Chris Kimsey once more at the controls. Chris wrote “the NMA 'family business' is back in full swing. The boys sound brave & united.” The album was hailed as one of their very best and the album tour began with a month in North America and went on for a further six months ending with a triumphant return to Glastonbury and other Festivals in the summer.

 

In the Autumn of 2010, the band celebrated their 30th Anniversary with the release of boxsets, books, DVDs and a full set of retrospective material and set out on the curious and challenging schedule. Promising to play a minimum of four songs from each of their 13 albums (including the two B-sides compilations) over two nights, they performed this marathon in different cities on four continents every weekend from September until Christmas. The final weekend in London was recorded and released in full as a five hour DVD.

 

After such a hectic year, 2011 was always going to be relatively quiet with the band concentrating on writing material for their next project. Consciously looking for something new after two convincing great rock band recorded live in a studio albums. this is a work in progress interrupted only by a handful of full band shows and rather more of the semi-acoustic Justin and Dean duo concerts. But then, as the year ended, disaster once again struck with a fire, started in the next door furniture outlet, raging through the band's Bradford base destroying pretty their whole studio set-up. No one was injured and the band have remarkably been able to salvage some of their touring gear from inside flight-cases. However, while remaining characteristically upbeat about the future, the band acknowledge that the loss of so much gear and a place to work will delay their plans for 2012. Meanwhile, in the background, BBC/Channel Four diector, Matt Reid, has been putting together a documentary film about the group for release sometime this year.

 

This is a remarkable band - as hungry and focused as ever, with a continually regenerating audience and insatiable creative ambition.

 

. . . sadly Non-Hindus are not allowed inside the temple complex

__________________________________________

 

The Jagannath Temple of Puri (Odia: ଜଗନ୍ନାଥ ମନ୍ଦିର) is a famous, sacred Hindu temple dedicated to Jagannath and located on the eastern coast of India, at Puri in the state of Odisha.

 

The temple is an important pilgrimage destination for many Hindu traditions, particularly worshippers of god Krishna and god Vishnu, and part of the Char Dham pilgrimages that a Hindu is expected to make in one's lifetime.

 

Even though most Hindu deities that are worshiped are made out of stone or metal, the image of Jagannath is wooden. Every twelve or nineteen years these wooden figures are ceremoniously replaced by using sacred trees, that have to be carved as an exact replica. The reason behind this ceremonial tradition is the highly secret Navakalevara ('New Body' or 'New Embodiment') ceremony, an intricate set of rituals that accompany the renewal of the wooden statues.

 

The temple was built in the 12th century atop its ruins by the progenitor of the Eastern Ganga dynasty, King Anantavarman Chodaganga Deva. The temple is famous for its annual Rath Yatra, or chariot festival, in which the three main temple deities are hauled on huge and elaborately decorated temple cars. Since medieval times, it is also associated with intense religious fervour.

 

The temple is sacred to the Vaishnava traditions and saint Ramananda who was closely associated with the temple. It is also of particular significance to the followers of the Gaudiya Vaishnavism whose founder, Chaitanya Mahaprabhu, was attracted to the deity, Jagannath, and lived in Puri for many years.

 

DEITIES

The central forms of Jagannath, Balabhadra and the goddess Subhadra constitute the trinity of deities sitting on the bejewelled platform or the Ratnabedi in the inner sanctum. The Sudarshan Chakra, deities of Madanmohan, Sridevi and Vishwadhatri are also placed on the Ratnavedi. The deities of Jagannath, Balabhadra, Subhadra and Sudarshan Chakra are made from sacred Neem logs known as Daru Brahma. Depending on the season the deities are adorned in different garbs and jewels. Worship of the deities pre-date the temple structure and may have originated in an ancient tribal shrine.

 

ORIGINS OF THE TEMPLE

According to the recently discovered copper plates from the Ganga dynasty, the construction of the current Jagannath temple was initiated by the ruler of Kalinga, Anantavarman Chodaganga Dev. The Jaga mohan and the Vimana portions of the temple were built during his reign (1078 - 1148 CE). However, it was only in the year 1174 CE that the Oriya ruler Ananga Bhima Deva rebuilt the temple to give a shape in which it stands today.

 

Jagannath worship in the temple continued until 1558, when Odisha was attacked by the Afghan general Kalapahad. Subsequently, when Ramachandra Deb established an independent kingdom at Khurda in Orissa, the temple was consecrated and the deities reinstalled.

 

LEGENDS

Legendary account as found in the Skanda-Purana, Brahma Purana and other Puranas and later Oriya works state that Lord Jagannath was originally worshipped as Lord Neela Madhaba by a Savar king (tribal chief) named Viswavasu. Having heard about the deity, King Indradyumna sent a Brahmin priest, Vidyapati to locate the deity, who was worshipped secretly in a dense forest by Viswavasu. Vidyapati tried his best but could not locate the place. But at last he managed to marry Viswavasu's daughter Lalita. At repeated request of Vidyapti, Viswavasu took his son-in-law blind folded to a cave where Lord Neela Madhaba was worshipped.

 

Vidyapati was very intelligent. He dropped mustard seeds on the ground on the way. The seeds germinated after a few days, which enabled him to find out the cave later on. On hearing from him, King Indradyumna proceeded immediately to Odra desha Orissa on a pilgrimage to see and worship the Deity. But the deity had disappeared. The king was disappointed. The Deity was hidden in sand. The king was determined not to return without having a darshan of the deity and observed fast unto death at Mount Neela, Then a celestial voice cried 'thou shalt see him.' Afterwards the king performed a horse sacrifice and built a magnificent temple for Vishnu. Sri Narasimha Murti brought by Narada was installed in the temple. During sleep, the king had a vision of Lord Jagannath. Also an astral voice directed him to receive the fragrant tree on the seashore and make idols out of it. Accordingly, the king got the image of Lord Jagannath, Balabhadra, Subhadra and Chakra Sudarshan made out of the wood of the divine tree and installed them in the temple.

 

INDRADYUMNA´S PRAYER TO LORD BRAHMA

King Indradyumna put up for Jagannath the tallest monument of the world. It was 1,000 cubits high. He invited Lord Brahma, the cosmic creator, consecrate the temple and the images. Brahma came all the way from Heaven for this purpose. Seeing the temple he was immensely pleased with him. Brahma asked Indradyumna as to in what way can he (Brahma) fulfill the king's desire, since was very much pleased with him for his having put the most beautiful Temple for Lord Vishnu. With folded hands, Indradyumna said, "My Lord if you are really pleased with me, kindly bless me with one thing, and it is that I should be issueless and that I should be the last member of my family." In case anybody left alive after him, he would only take pride as the owner of the temple and would not work for the society.

 

THE EPISODE OF THE LORD´S GRACE DURING A WAR WITH KANCHI

At one time, a king of Kanchi in the down south remarked that the king of Orissa was a chandala (a man of very low caste or status) because, he performs the duties of a sweeper during the Car Festival. When this news reached the ears of the king of Orissa, he led an expedition to Kanchi. Before that, he implored the mercy of Lord Jagannath. The soldiers of Orissa marched towards Kanchi from Cuttack (earlier capital city of Orissa, located on the banks of Mahanadi, at a distance of 30 km from Bhubaneswar. It so happened that when the soldiers, headed by the king Purusottam Dev, reached a place near the Chilika lake, a lady, who was selling curd (yogurt) met him (the king) and presented a golden ring studded with precious gems and submitted. "My Lord, kindly listen to me. A little earlier, two soldiers riding over two horses (white and black in colour), approached me and said we are thirsty give us curds to drink.' I gave them curds. Instead of giving me money, they gave me this ring and said,'the king of Orissa will come here, after some time, on his way to Kanchi. You present it to him and he will pay you the money.' So my Lord, you take it and give me my dues.

 

It took no time for the king to know that the ring belongs to Lord Jagannath. He was convinced that Jagannath and Balabhadra were proceeding to the battle field ahead of him to help him there. To perpetuate the memory of this great incident, the king founded a village in the Chilika lake area. As the name of the lady was Manika, the name given to the village was Manika Patana. Even to this day, the curds of this village are famous.

 

LEGEND SURROUNDING THE TEMPLE ORIGIN

The traditional story concerning the origins of the Lord Jagannath temple is that here the original image of Jagannath (a deity form of Vishnu) at the end of Treta yuga manifested near a banyan tree, near seashore in the form of an Indranila nilamani or the Blue Jewel. It was so dazzling that it could grant instant moksha, so the god Dharma or Yama wanted to hide it in the earth, and was successful. In Dvapara Yuga King Indradyumna of Malwa wanted to find that mysterious image and to do so he performed harsh penances to obtain his goal. Vishnu then instructed him to go to the Puri seashore and find a floating log to make an image from its trunk.

 

The King found the log of wood. He did a yajna from which god Yajna Nrisimha appeared and instructed that Narayana should be made as fourfold expansion, i.e. Paramatma as Vasudeva, his Vyuha as Samkarshana, Yogamaya as Subhadra, and his Vibhava asSudarsana. Vishwakarma appeared in the form of artist and prepared images of Jagannath, Balabhadra and Subhadra from the tree. When this log, radiant with light was seen floating in the sea, Narada told the king to make three idols out of it and place them in a pavilion. Indradyumna got Visvakarma, the architect of Gods, to build a magnificent temple to house the idols and Vishnu himself appeared in the guise of a carpenter to make the idols on condition that he was to be left undisturbed until he finished the work.

 

But just after two weeks, the Queen became very anxious. She took the carpenter to be dead as no sound came from the temple. Therefore, she requested the king to open the door. Thus, they went to see Vishnu at work at which the latter abandoned his work leaving the idols unfinished. The idol was devoid of any hands. But a divine voice told Indradyumana to install them in the temple. It has also been widely believed that in spite of the idol being without hands, it can watch over the world and be its lord. Thus the idiom.

 

INVASIONS AND DESECRATIONS OF THE TEMPLE

The temple annals, the Madala Panji records that the Jagannath temple at Puri has been invaded and plundered eighteen times. The invasion by Raktabahu has been considered the first invasion on the temple by the Madalapanji.

 

RANJIT SINGH´S WILL

Sikh ruler Maharaja Ranjit Singh, had donated massive amounts of gold to the Jagannath temple. In his last will, he also ordered that Koh-i-noor, the most precious and greatest diamond in the world, to be donated to this temple, but the diamond could never actually make its way to the temple because the British, by that time, had annexed the Punjab and all its royal possessions. Thus, claiming that the Koh-i-noor was theirs. It is currently a part of British crown jewels and is located in the Tower of London.

 

ENTRY AND DARSHAN

Temple has 4 entrances in all directions.Temple security is selective regarding who is allowed entry. Practicing Hindus of non-Indian descent are excluded from premises, as are Hindus of non-Indian origin. Visitors not allowed entry may view the precincts from the roof of the nearby Raghunandan Library and pay their respects to the image of God Jagannath known as Patitapavana at the main entrance to the temple. There is some evidence that this came into force following a series of invasions by foreigners into the temple and surrounding area. Buddhist, and Jain groups are allowed into the temple compound if they are able to prove their Indian ancestry. The temple has slowly started allowing Hindus of non-Indian origin into the area, after an incident in which 3 Balinese Hindus were denied entry, even though Bali is 90% Hindu.

 

The temple remains open from 5 am to 12 midnight. Unlike many other temples devotees can go behind the idols(go round the idols).All devotees are allowed to go right up to the deities during the Sahana Mela without paying any fees . The Sahana mela or the public darshan is usually following the abakasha puja between around 7 to 8 am in the morning. Special darshan or Parimanik darshan is when devotees on paying 50 Rupees are allowed right up to the deities. Parimanik darshan happens after the dhupa pujas at around 10 am, 1 pm and 8 pm . At all other times devotees can view the deities from some distance for free. The rathyatra occurs every year some time in the month of July. 2 or 6 weeks before Rathyatra (depending upon the year) there is a ritual of Lord undergoing "Bhukaar" (sick) hence the idols are not on "Darshan". Devotees to make a note of this before they plan to visit the lord.

 

CULTURAL INTEGRITY

Shrikshetra of Puri Jagannath, as is commonly known, can verily be said to be a truthful replica of Indian culture. To understand this culture, one has to have some idea of the history of this land, which again is different from that of other countries of the world.

 

Starting from Lord Jagannath himself, history has it that he was a tribal deity, adorned by the Sabar people, as a symbol of Narayan. Another legend claims him to be Nilamadhava, an image of Narayana made of blue stone and worshipped by the aboriginals. He was brought to Nilagiri (blue mountain) or Nilachala and installed there as Shri Jagannath in company with Balabhadra and Subhadra. The images made of wood are also claimed to have their distant linkage with the aboriginal system of worshipping wooden poles. To cap it all the Daitapatis, who have a fair share of responsibilities to perform rituals of the Temple, are claimed to be descendants of the aboriginals or hill tribes of Orissa. So we may safely claim that the beginning of the cultural history of Shrikshetra is found in the fusion of Hindu and Tribal Cultures. This has been accepted as a facet of our proud heritage. The three deities came to be claimed as the symbols of Samyak Darshan, Samyak Jnana and Samyak Charita usually regarded as Triratha (of the Jain cult), an assimilation of which leads to Moksha (salvation) or the ultimate bliss...

 

Jagannath is worshipped as Vishnu or Narayana or Krishna and Lord Balabhadra as Shesha. Simultaneously, the deities are regarded as the bhairava with Vimala (the devi or the consort of Shiva) installed in the campus of the temple. So ultimately we find a fusion of Saivism, Shaktism and Vaishnavism of the Hindu religion with Jainism and up to an extent Buddhism in the culture of Jagannath and the cultural tradition so reverently held together in Shrikshetra.

 

ACHARYAS AND JAGANNATHA PURI

All of the renowned acharyas including Madhvacharya have been known to visit this kshetra. Adi Shankara established his Govardhana matha here. There is also evidence that Guru Nanak, Kabir, Tulsidas, Ramanujacharya, and Nimbarkacharya had visited this place. Sri Chaitanya Mahaprabhu of Gaudiya Vaishnavism stayed here for 24 years, establishing that the love of god can be spread by chanting the Hare Krishna mantra. Srimad Vallabhacharya visited Jagannath Puri and performed a 7-day recitation of Srimad Bhagvat. His sitting place is still famous as "baithakji." It confirms his visit to Puri. A famous incident took place when Vallabhachrya visited. There was a discourse being held between the Brahmins and 4 questions were asked. Who is the highest of Gods, What is the highest of mantras, What is the highest scripture and What is the highest service. The discourse went on for many days with many schools of thought. Finally Shri Vallabh said to ask Lord Jagannath to confirm Shri Vallabh's answers. A pen and paper were left in the inner sanctum. After some time, the doors were opened and 4 answers were written. 1) The Son of Devaki (Krishna) is the God of Gods 2) His name is the highest of mantras 3) His song is the highest scripture (Bhagavat Geeta) 4) Service to Him is the Highest service. The king was shocked and declared Shri Vallabh the winner of the discourse. Some of the pandits who participated became jealous of Shri Vallabh and wanted to test Him. The next day was Ekadashi, a fasting day where one must fast from grains. The pandits gave Shri Vallabh rice Prasad of Shri Jagannathji (The temple is famous for this). If Shri Vallabh ate it, He would break His vow of fasting but if He did not take it, He would disrespect Lord Jagannath. Shri Vallabh accepted the prasad in his hand and spent the rest of the day and night explaining slokas of the greatness of Prasad and ate the rice the next morning.

 

CHAR DHAM

The temple is one of the holiest Hindu Char Dham (four divine sites) sites comprising Rameswaram, Badrinath, Puri and Dwarka. Though the origins are not clearly known, the Advaita school of Hinduism propagated by Sankaracharya, who created Hindu monastic institutions across India, attributes the origin of Char Dham to the seer. The four monasteries lie across the four corners of India and their attendant temples are Badrinath Temple at Badrinath in the North, Jagannath Temple at Puri in the East, Dwarakadheesh Temple at Dwarka in the West and Ramanathaswamy Temple at Rameswaram in the South. Though ideologically the temples are divided between the sects of Hinduism, namely Saivism and Vaishnavism, the Char Dham pilgrimage is an all Hindu affair. There are four abodes in Himalayas called Chota Char Dham (Chota meaning small): Badrinath, Kedarnath, Gangotri and Yamunotri - all of these lie at the foot hills of Himalayas The name Chota was added during the mid of 20th century to differentiate the original Char Dhams. The journey across the four cardinal points in India is considered sacred by Hindus who aspire to visit these temples once in their lifetime. Traditionally the trip starts at the eastern end from Puri, proceeding in clockwise direction in a manner typically followed for circumambulation in Hindu temples.

 

STRUCTURE

The huge temple complex covers an area of over 37,000 m2, and is surrounded by a high fortified wall. This 6.1 m high wall is known as Meghanada Pacheri. Another wall known as kurma bedha surrounds the main temple. It contains at least 120 temples and shrines. With its sculptural richness and fluidity of the Oriya style of temple architecture, it is one of the most magnificent monuments of India. The temple has four distinct sectional structures, namely -

 

- Deula, Vimana or Garba griha (Sanctum sanctorum) where the triad deities are lodged on the ratnavedi (Throne of Pearls). In Rekha Deula style;

- Mukhashala (Frontal porch);

- Nata mandir/Natamandapa, which is also known as the Jagamohan (Audience Hall/Dancing Hall), and

- Bhoga Mandapa (Offerings Hall).

 

The main temple is a curvilinear temple and crowning the top is the 'srichakra' (an eight spoked wheel) of Vishnu. Also known as the "Nilachakra", it is made out of Ashtadhatu and is considered sacrosanct. Among the existing temples in Orissa, the temple of Shri Jagannath is the highest. The temple tower was built on a raised platform of stone and, rising to 65 m above the inner sanctum where the deities reside, dominates the surrounding landscape. The pyramidal roofs of the surrounding temples and adjoining halls, or mandapas, rise in steps toward the tower like a ridge of mountain peaks.

 

NILA CHAKRA

The Nila Chakra (Blue Discus) is the discus mounted on the top shikhar of the Jagannath Temple. As per custom, everyday a different flag is waved on the Nila Chakra. The flag hoisted on the Nila Cakra is called the Patita Pavana (Purifier of the Fallen) and is equivalent to the image of the deities placed in the sanctum sanctorum .

 

The Nila Chakra is a disc with eight Navagunjaras carved on the outer circumference, with all facing towards the flagpost above. It is made of alloy of eight metals (Asta-dhatu) and is 3.5 Metres high with a circumference of about 11 metres. During the year 2010, the Nila Chakra was repaired and restored by the Archaeological Survey of India.

 

The Nila Chakra is distinct from the Sudarshana chakra which has been placed with the deities in the inner sanctorum.

 

Nila Chakra is the most revered iconic symbol in the Jagannath cult. The Nila Chakra is the only physical object whose markings are used as sacrament and considered sacred in Jagannath worship. It symbolizes protection by Shri Jagannath.

 

THE SINGHADWARA

The Singahdwara, which in Sanskrit means The Lion Gate, is one of the four gates to the temple and forms the Main entrance. The Singhadwara is so named because two huge statues of crouching lions exist on either side of the entrance. The gate faces east opening on to the Bada Danda or the Grand Road. The Baisi Pahacha or the flight of twenty two steps leads into the temple complex. An idol of Jagannath known as Patitapavana, which in Sanskrit, means the "Saviour of the downtrodden and the fallen" is painted on the right side of the entrance. In ancient times when untouchables were not allowed inside the temple, they could pray to Patita Pavana. The statues of the two guards to the temple Jaya and Vijaya stand on either side of the doorway. Just before the commencement of the Rath Yatra the idols of Jagannath, Balabhadra and Subhadra are taken out of the temple through this gate. On their return from the Gundicha Temple they have to ceremonially placate Goddess Mahalakshmi, whose statue is carved atop the door, for neglecting to take her with them on the Yatra. Only then the Goddess allows them permission to enter the temple. A magnificent sixteen-sided monolithic pillar known as the Arun stambha stands in front of the main gate. This pillar has an idol of Arun, the charioteer of the Sun God Surya, on its top. One significant thing about Arun stambha is that prior it was located in the Konark Sun temple, later, the Maratha guru Brahmachari Gosain brought this pillar from Konark. The Puri Jagannath Temple was also saved by Maratha emperor Shivaji from being plundered at his times from the Mughals.

 

OTHER ENTRANCES

Apart from the Singhadwara, which is the main entrance to the temple, there are three other entrances facing north, south and west. They are named after the sculptures of animals guarding them. The other entrances are the Hathidwara or the Elephant Gate, the Vyaghradwara or the Tiger Gate and the Ashwadwara or the Horse Gate.

 

MINOR TEMPLES

There are numerous smaller temples and shrines within the Temple complex where active worship is regularly conducted. The Vimala Temple (Bimala Temple) is considered one of the most important of the Shaktipeeths marks the spot where the goddess Sati's feet fell. It is located near Rohini Kund in the temple complex. Until food offered to Jagannath is offered to Goddess Vimala it is not considered Mahaprasad.

 

The temple of Mahalakshmi has an important role in rituals of the main temple. It is said that preparation of naivedya as offering for Jagannath is supervised by Mahalakshmi. The Kanchi Ganesh Temple is dedicated to Uchchhishta Ganapati. Tradition says the King of Kanchipuram (Kanchi) in ancient times gifted the idol, when Gajapati Purushottama Deva married Padmavati, the kanchi princess. There are other shrines namely Muktimandap, Surya, Saraswati, Bhuvaneshwari, Narasimha, Rama, Hanuman and Eshaneshwara.

 

THE MANDAPAS

There are many Mandapas or Pillared halls on raised platforms within the temple complex meant for religious congregations. The most prominent is the Mukti Mandapa the congregation hall of the holy seat of selected learned brahmins. Here important decisions regarding conduct of daily worship and festivals are taken. The Dola Mandapa is noteworthy for a beautifully carved stone Torana or arch which is used for constructing a swing for the annual Dol Yatra festival. During the festival the idol of Dologobinda is placed on the swing. The Snana Bedi is a rectangular stone platform where idols of Jagannath, Balabhadra and Subhadra are placed for ceremonial bathing during the annual Snana Yatra

 

DAILY FOOD OFFERINGS

Daily offerings are made to the Lord six times a day. These include:

 

- The offering to the Lord in the morning that forms his breakfast and is called Gopala Vallabha Bhoga. Breakfast consists of seven items i.e. Khua, Lahuni, Sweetened coconut grating, Coconut water, and popcorn sweetened with sugar known as Khai, Curd and Ripe bananas.

- The Sakala Dhupa forms his next offering at about 10 AM. This generally consists of 13 items including the Enduri cake & Mantha puli.

- Bada Sankhudi Bhoga forms the next repast & the offering consists of Pakhala with curd and Kanji payas. The offerings are made in the Bhog Mandapa, about 200 feet from the Ratnabedi. This is called Chatra Bhog and was introduced by Adi Shankaracharya in the 8th century to help pilgrims share the temple food.

- The Madhyanha dhupa forms the next offering at the noon.

- The next offering to the Lord is made in the evening at around 8 PM it is Sandhya Dhupa.

- The last offering to the Lord is called the Bada Simhara Bhoga.

 

The Mahaprasad of Lord Jagannath are distributed amongst the devotees near the Ratnavedi inside the frame of Phokaria, which is being drawn by the Puja pandas using Muruj, except for the Gopal Ballav Bhog and Bhog Mandap Bhoga which are distributed in the Anabsar Pindi & Bhoga Mandap respectively.

 

ROSAGHARA

The temple's kitchen is considered as the largest kitchen in the world. Tradition maintains that all food cooked in the temple kitchens are supervised by the Goddess Mahalakshmi, the empress of Srimandir herself. It is said that if the food prepared has any fault in it, a shadow dog appears near the temple kitchen. The temple cooks, or Mahasuaras, take this as a sign of displeasure of Mahalakshmi with the food, which is, then, promptly buried and a new batch cooked. All food is cooked following rules as prescribed by Hindu religious texts, the food cooked is pure vegetarian without using onions and garlic. Cooking is done only in earthen pots with water drawn from two special wells near the kitchen called Ganga and Yamuna. There are a total of 56 varieties of naivedhyas offered to the deities, near Ratnabedi as well as in Bhoga Mandap on five particular Muhurta. The most awaited Prasad is Kotho Bhoga or Abadha, offered at mid-day at around 1 pm, depending upon temple rituals. The food after being offered to Jagannath is distributed in reasonable portions as Mahaprasad, which is considered to be divine by the devotees in the Ananda Bazar (an open market, located to the North-east of the Singhadwara inside the Temple complex).

 

FESTIVALS

There are elaborate daily worship services. There are many festivals each year attended by millions of people. The most important festival is the Rath Yatra or the Chariot festival in June. This spectacular festival includes a procession of three huge chariots bearing the idols of Jagannath, Balabhadra and Subhadra through the Bada Danda meaning the Grand Avenue of Puri till their final destination the Gundicha Temple. Early European observers told tales of devotees being crushed under the wheels of these chariots, whether by accident or even as a form of meritorious suicide akin to suttee. These reports gave rise to the loan word juggernaut suggesting an immense, unstoppable, threatening entity or process operated by fanatics. Many festivals like Dol Yatra in spring and Jhulan Yatra in monsoon are celebrated by temple every year.Pavitrotsava and Damanaka utsava are celebrated as per panchanga or panjika.There are special ceremonies in the month of Kartika and Pausha.

 

The annual shodasha dinatmaka or 16 day puja beginning 8 days prior to Mahalaya of Ashwin month for goddess Vimala and ending on Vijayadashami, is of great importance, in which both the utsava murty of lord Madanmohan and Vimala take part.

 

- Pana Sankranti: Also known or Vishuva Sankranti and Mesha Sankranti: Special rituals are performed at the temple.

 

RATH YATRA AT PURI

The Jagannath triad are usually worshiped in the sanctum of the temple at Puri, but once during the month of Asadha (Rainy Season of Orissa, usually falling in month of June or July), they are brought out onto the Bada Danda (main street of Puri) and travel (3 km) to the Shri Gundicha Temple, in huge chariots (ratha), allowing the public to have darśana (Holy view). This festival is known as Rath Yatra, meaning the journey (yatra) of the chariots (ratha). The Rathas are huge wheeled wooden structures, which are built anew every year and are pulled by the devotees. The chariot for Jagannath is approximately 45 feet high and 35 feet square and takes about 2 months to construct. The artists and painters of Puri decorate the cars and paint flower petals and other designs on the wheels, the wood-carved charioteer and horses, and the inverted lotuses on the wall behind the throne. The huge chariots of Jagannath pulled during Rath Yatra is the etymological origin of the English word Juggernaut. The Ratha-Yatra is also termed as the Shri Gundicha yatra.

 

The most significant ritual associated with the Ratha-Yatra is the chhera pahara." During the festival, the Gajapati King wears the outfit of a sweeper and sweeps all around the deities and chariots in the Chera Pahara (sweeping with water) ritual. The Gajapati King cleanses the road before the chariots with a gold-handled broom and sprinkles sandalwood water and powder with utmost devotion. As per the custom, although the Gajapati King has been considered the most exalted person in the Kalingan kingdom, he still renders the menial service to Jagannath. This ritual signified that under the lordship of Jagannath, there is no distinction between the powerful sovereign Gajapati King and the most humble devotee.

 

Chera pahara is held on two days, on the first day of the Ratha Yatra, when the deities are taken to garden house at Mausi Maa Temple and again on the last day of the festival, when the deities are ceremoniously brought back to the Shri Mandir.

 

As per another ritual, when the deities are taken out from the Shri Mandir to the Chariots in Pahandi vijay.

 

In the Ratha Yatra, the three deities are taken from the Jagannath Temple in the chariots to the Gundicha Temple, where they stay for nine days. Thereafter, the deities again ride the chariots back to Shri Mandir in bahuda yatra. On the way back, the three chariots halt at the Mausi Maa Temple and the deities are offered Poda Pitha, a kind of baked cake which are generally consumed by the Odisha people only.

 

The observance of the Rath Yatra of Jagannath dates back to the period of the Puranas. Vivid descriptions of this festival are found in Brahma Purana, Padma Purana, and Skanda Purana. Kapila Samhita also refers to Rath Yatra. In Moghul period also, King Ramsingh of Jaipur, Rajasthan has been described as organizing the Rath Yatra in the 18th Century. In Orissa, Kings of Mayurbhanj and Parlakhemundi were organizing the Rath Yatra, though the most grand festival in terms of scale and popularity takes place at Puri.

 

Moreover, Starza notes that the ruling Ganga dynasty instituted the Rath Yatra at the completion of the great temple around 1150 AD. This festival was one of those Hindu festivals that was reported to the Western world very early. Friar Odoric of Pordenone visited India in 1316-1318, some 20 years after Marco Polo had dictated the account of his travels while in a Genoese prison. In his own account of 1321, Odoric reported how the people put the "idols" on chariots, and the King and Queen and all the people drew them from the "church" with song and music.

 

CHANDAN YATRA

In Akshaya Tritiya every year the Chandan Yatra festival marks the commencement of the construction of the Chariots of the Rath Yatra.

 

SNANA PURNIMA

On the Purnima of the month of Jyestha the Gods are ceremonially bathed and decorated every year on the occasion of Snana Yatra.

 

ANAVASARA OR ANASARA

Literally means vacation. Every year, the main idols of Jagannath, Balabhadra, Subhadra & Sudarshan after the holy Snana Yatra on the jyestha purnima, go to a secret altar named Anavasara Ghar where they remain for the next dark fortnight (Krishna paksha). Hence devotees are not allowed to view them. Instead of this devotees go to nearby place Brahmagiri to see their beloved lord in the form of four handed form Alarnath a form of Vishnu. Then people get the first glimpse of lord on the day before Rath Yatra, which is called 'Navayouvana. It is said that the gods fall in fever after taking a huge bath and they are treated by the special servants named, Daitapatis for 15 days. During this period cooked food is not offered to the deities.

 

NAVA KALEBARA

One of the most grandiloquent events associated with the Lord Jagannath, Naba Kalabera takes place when one lunar month of Ashadha is followed by another lunar month of Aashadha. This can take place in 8, 12 or even 18 years. Literally meaning the “New Body” (Nava = New, Kalevar = Body), the festival is witnessed by as millions of people and the budget for this event exceeds $500,000. The event involves installation of new images in the temple and burial of the old ones in the temple premises at Koili Vaikuntha. The idols that are currently being worshipped in the temple premises were installed in the year 1996. Next ceremony will be held on 2015. More than 3 million devotees are expected to visit the temple during the Nabakalevara of 2015 making it one of the most visited festivals in the world.

 

NILADRI BIJE

Celebrated on Asadha Trayodashi. Niladri Bije is the concluding day of Ratha yatra. On this day deities return to the ratna bedi. Lord Jagannath offers Rasgulla to goddess Laxmi to enter in to the temple.

 

GUPTA GUNDICHA

Celebrated for 16 days from Ashwina Krushna dwitiya to Vijayadashami. As per tradition, the idol of Madhaba, along with the idol of Goddess Durga (known as Durgamadhaba), is taken on a tour of the temple premises. The tour within the temple is observed for the first eight days. For the next eight days, the idols are taken outside the temple on a palanquin to the nearby Narayani temple situated in the Dolamandapa lane. After their worship, they are brought back to the temple.

 

THE NAME PURUSHOTTAMA KSHETRA AND ITS SIGNIFICANCE

Lord Jagannath is the Purushottama as per the scripture, Skanda Purana. In order to teach human beings how to lead a life full of virtue, he has taken the form of Saguna Brahman or Darubrahman. He is the best brother to his siblings, Lord Balabhadra and Devi Subhadra. He is the best husband to goddess Shri. The most noteworthy aspect is still in the month of Margashirsha, on three consecutive days during amavasya he does Shraddha to his parents (Kashyapa-Aditi, Dasharatha-Kaushalya, Vasudeva-Devaki, Nanda-Yashoda), along with the king Indradyumna and queen Gundicha. As a master he enjoys every comfort daily and in various festivals. He grants all wishes to his subjects, and those who surrender before him he takes the utmost care of.

 

CULTURE AND TRADITION OF PURI

Puri is one of the fascinating littoral districts of Orissa. The Cultural heritage of Puri with its long recorded history has its beginnings in the third century B.C. The monuments, religious sanctity, and way of life of the people with their rich tradition is the cultural heart of Orissa. Indeed, Puri is considered the cultural capital of Orissa. The culture here flourished with its manifold activities.

 

The District has the happy conglomerate of different religions, sects and faith. In the course of history, Hindu, Buddhist, Jaina, Muslim, Christian, and Sikh are found here in the District.

 

Chaitanya Mahaprabhu, an incarnation of Lord Krishna, appeared 500 years ago, in the mood of a devotee to taste the sublime emotions of ecstasy by chanting the holy name of Krishna. Stalwart scholars of Puri like Sarvabhauma Bhattacharya (a priest & great Sanskrit pandit) and others followed His teachings. Even kings and ministers of His period became His disciples. Especially King Prataparudra became His great admirer and ardent follower. Thus all cultures and religion became one in Puri after his teachings were given to all with no consideration of caste and creed.

 

MANAGEMENT

After independence, the State Government, with a view to getting better administrative system, passed " The Puri Shri Jagannath Temple (Administration) Act, 1952. It contained provisions to prepare the Record of Rights and duties of Sevayats and such other persons connected with the system of worship and management of the temple. Subsequently Shri Jagannath Temple Act, 1955 " was enacted to reorganize the management system of the affair of the temple and its properties.

 

SECURITY

The security at the 12th century Jagannath Temple is increased ahead of Ratha Yatra, the homecoming festival of the deities of Jagannath temple. In the wake of terror alert on 27 June 2012, the security forces were increased to ensure smooth functioning of the crowded Ratha Yatra and Suna Besha.

 

WIKIPEDIA

I was driving to Otterden, using John Vigar's book as a guide to the East Kent churches I had missed.

 

I was using the Sat Nav, at least to get me to the village, so I could concentrate on the roads and sights as I went along, just on the offchance I passed another church unexpectedly.

 

And so I came to Eastling, and across a walled field, I saw the church, so, finding there was a large car park, I pulled up.

 

To get into the church yeard, one could either climb over a wooden stile, one built into the wall, or through the gate a few metres further along. I chose the gate.

 

Through the churchyard, and under the shadow of a huge yew tree to find the porch door, and church door beyond both unlocked.

 

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A huge church entered across a meadow along a path which passes a huge Yew tree. The porch is high Victorian with the jazziest floor in Kent, no doubt the work of Richard Hussey who restored the church in the mid nineteenth century. This leads to a church with origins in the 12th century but owing more to the 13th and even more to the 19th century! The arcades are built in a much replaced Early English style but work well. In the centre alley is the lovely ledger slab of a man who put it there a few years before his death and inscribed lest someone else steal his pole position! In the south transept is a pretty monument showing kneeling children and a most colourful shield of arms displaying sea creatures. The chancel contains some rare blank arcading in the north wall which may have formed sedilia elsewhere or which may be part of a monument. Its arches are held up by four strong men with bulging shoulders. What a surprise it is! Next to it is one of the finest 14th century tomb recesses in the county, though the faces at either end are Victorian fantasies. This is a much-loved and rewarding Downland church, which is open daily.

 

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

 

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It is widely accepted that there has been a place of worship on the site of the Parish Church of St Mary's at Eastling since Anglo-Saxon times.

The oldest surviving parts of the present building are the base of the south-west Tower, the Nave and the western part of the Chancel. All are thought to have been built by the 11th century, possibly on the foundations of an earlier church. The remainder of the Tower and the central part of the Chancel are Norman.

The North and South Aisles and the Arcades between the Aisles and the Nave were built in the 13th century. In the 14th century, the Chancel was extended eastwards to create a Sanctuary. Also in that century, the St Katherine Chapel and an Arcade was added to the south-east corner of the building.

In 1855-56, the Nave, North Aisle and the South Arcade were substantially rebuilt, the West Porch added and the Nave re-roofed.

 

The Nave - or central area of the church - dates from the 12th century and is notable for its unusually narrow original walls (later, the Arcade walls). Fractionally over 2ft thick, they are considered to be attributable to Saxon workmanship which favoured relatively "thin" solid walls against the Norman style of "thicker" walls comprising two leaves with a filled cavity.

The western end of the Nave is thought to be a late 12th-century extension.

The South Aisle was constructed in the early part of the 13th century and substantially rebuilt by Victorian architect R. C. Hussey in 1855. Some original 13th-century material was re-used, and the eastern respond located against the Chancel remains substantially untouched.

The North Aisle was also created in the 13th century and completely rebuilt by Hussey as part of his major "modernisation" of the building. The South Aisle incorporates a 14th-century window.

The Victorians' enthusiasm for remodelling churches also extended to the Nave which was rebuilt by Hussey in 1855-56. He also added the West Porch, constructed a Vestry and re-built the Chancel arch. It's worth comparing the ceilings of the South Aisle which is said to have escaped Hussey's attentions and that of the Nave where he left only the tie beams and principal trusses visible.

The box pews, pulpit, lectern, rector's stall and choir stalls all date from the Victorian era. The wooden wall benches pre-date the pews.

 

The alignment of the Tower and Chancel is considered attributable to Saxon, rather than Norman, workmanship. If you stand in front of the east window and look back to the west door you will see that the Nave and Chancel are out of alignment, and this suggests that the Chancel pre-dates the Nave.

Examples of Norman workmanship to be seen in St Mary today are:

• the upper part of the Tower;

• perhaps the belfry stage with its pairs of round-headed openings;

• the re-styling of the western part of the Chancel; and

• the west end of the Nave (possibly a late 12th century extension).

Early in the 13th century, the Chancel was re-styled and given Early English lancet windows.

A further period of rebuilding-took place during the 14th century. The Chancel was extended eastwards by a further 22ft, so creating the Sanctuary.

The stained glass in the Chancel windows are memorials to the Birch Reynardson family. The east window contains picture panels, the work of famous church glass artist Thomas Willement of Davington.

 

On the north wall of the Sanctuary at Eastling Church is a double Aumbry.

Built as a cupboard in the wall - usually with a wooden door - this would have been used to house the Church Plate.

 

A piscina is, in effect, a medieval stone bowl near the altar where a priest carried out ceremonial cleaning tasks.

The piscina in Eastling Church dates from the late 13th century and takes the form of a stone cill incorporating twin bowls - one for hand washing, the other for cleaning the chalice and other sacred vessels.

It was originally located in the Chancel. When this part of the building was extended during the 14th century, the piscina was moved to its present position on the south wall of the Sanctuary.

 

The sedilia at Eastling Church comprise three recessed stone seats with trefoiled canopies. By convention, sedilia were placed south of the altar and used by the priest, deacon and sub-deacon.

Created late in the 13th century, Eastling's sedilia were moved, during the 14th century, from the Chancel to their present position in the (then) new Sanctuary.

 

The Stone Stalls, on the north side of the Chancel, would have once served as choir stalls. These recessed seats have unusual carved stone canopies in the form of four trefoiled arches carried on caryatids (columns sculpted as female figures).

In his "Notes on the Church", Eastling Church historian Richard Hugh Perks says that a 19th century ecclesiologist, Francis Grayling, theorised that they were mural recesses. Mr Perks considers the church might once have been decorated extensively with murals - born out by the traces of wall paintings found in the 1960s when the Chancel was re-decorated. However, the paintings were in such very poor condition that they were covered over. Mr Perks also draws attention to the fragment of the former Chancel east wall which can be seen at the east end of the Stone Stalls.

 

The St Katherine Chapel was built around 1350. As part of the scheme, an arcade was formed on the south side of the Chancel. The fluted (concave-sided) pillars are an unusual design, also found in Faversham Parish Church and at Eastchurch, Sheppey. It is thought that the workmanship might be by masons from either Leeds Priory or Faversham Abbey.

The Chapel houses a 19th century organ, the Martin James monument and a fine oak chest with an inscription of "1664 H" carved inside. The "H" is the mark of a Michael Shilling, who was churchwarden at the time.

 

There is evidence that Eastling Church once had a Rood Screen, possibly extending across both the Chapel and the Chancel. On this would have stood a Cross with a carving representing a crucified Jesus. The Reformation saw the destruction of the Rood and no trace remains, apart from the base of a stairs turret at the south-east corner of the South Aisle.

 

The West Porch was built in 1855, by Victorian architect R.C. Hussey as part of his major alterations to the church.

However, the fine Norman west doorcase is much older, possibly dating from 1180. It is carved from chalk blocks; some of the internal wall faces are also chalk, a common feature of many Downland churches. It was partly restored by the Victorians.

 

The churchyard owes much to a generous bequest for its maintenance by Dorothy Long (d. 1968). It used to be part of the 'Gods Acre Project' setup by the Vicar of Eastling Parish Caroline Pinchbeck (who departed the parish in 2012) but from 2013 has been returned to previous landscaping regimes.

When the churchyard was being managed with wildlife in mind, it preserved the diversity of nature alongside well kempt areas. This means parts of the old graveyard were left to grow from springtime onwards and were cut in September. Many species of wild flowers grew in a spring meadow and were followed by grasses. This encouraged wildlife into the graveyard, owls, field mice, voles, multiple species of insects and birds. The uncut areas were managed, which means to say they were not left to grow out of control. Brambles, the majority of stinging nettles and other unwanted plants were removed by hand and the graves were always tended so that the vegetation did not disturb them.

Areas of the churchyard that were mown were done so with a petrol mower but the grass was not collected, It was left on the ground as a mulch. No pesticides were used, they damaged the graves, leaving contaminated black rings around them and killed any wild flowers or grass in the affected areas. The emphasis of the gods acre project management process, started in 2008, was balance. By maintaining the churchyard in this way it was both cost effective and beneficial to local wildlife and preservation. (N. Perkins/ Grounds man Eastling Church 2007-2012)

The original graveyard has a modern extension with spaces still available for burials and close to the entry gate is an area dedicated to the burial of ashes.

Several graves date from the 17th and 18th centuries and include memorial stones to Mary Tanner who was born in the year of the Battle of Naseby; to Christopher Giles born in 1674 and his wife Susannah born in 1691; and to Thomas Lake of Eastling Gent died February the 19th 1717.

Close to the West Porch is a 13th century stone coffin slab, in the form of a cross with a sword, a style sometimes referred to as a "Crusader Tomb".(original text) This is infact incorrect, an archaeologist has confirmed that the stone is a medieval headstone most likely from the back of the church which was once standing that has been moved and placed by the entrance for asthetic qualities. There is another stone to the left of the entrance from a sarcophagus which again has been moved and placed by the entrance.

  

There is a Yew Tree by the West Door and It is said to be an ancient which would put it's minimum age at 2000 years, predating the church. However dating methods for Yew Trees are inconclusive.. It is hard to reliably scientifically date a Yew Tree due to several factors.. Information on the dating process can be found here. (source: ancient-yew.org) Also Yew trees can grow fast and ages can be exaggerated, a large Yew is most likely the age of the Church but unlikely to be older than it's Anglo-Saxon predecessor. There is no firm evidence to link Yew trees to pagan religions or the theory that Church's were built on Pagan Ritual Sites. (source: Illustrated History of the Countryside, Oliver Rackham)

The circle of yews which continue around the church have been said to have sprouted from the ancient Yew Tree, however archeologists and Yew Tree Specialists have put forward that actually the Yew Trees have been landscaped to look like that. In the past Yew Trees were planted to ward of witches and evil spirits. It is clear if you measure out the trees and use dimensions for aging that the trees have been landscaped.

 

Work carried out on the tower in 2010 to install a compostable toilet has radically changed the dimensions and structure of the lower and middle of the tower.

The base of the south-west Tower is said to date from the early 11th century, possibly earlier. Much of the remainder of the Tower is Norman.

The Tower - five feet thick at its base - is of flint and chippings, with ragstone quoins, and is heavily buttressed. The external brick buttress to the tower is 18th century. Brick was also used in rebuilding sections of the north-west angle of the Tower, the belfry openings and the Tower doorcase. Today's slated spire would once have been clad with wooden shingles.

The door to the Tower is set in a large arch with "Articles" of the Ringing Chamber, on wooden boards above it.

 

Eastling has six bells, four of them made by Richard Phelps during the time he occupied the Whitechapel Bell Foundry. Click here for more info. Unfortunately, the present condition of the timber bell frame with its elm headstocks (constructed around 1700) and the upper part of the Tower do not allow the bells to be rung safely.

 

www.eastlingvillage.co.uk/st-mary-s-church.html

 

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THE next parish south-eastward from Newnham, is Easling, written in old deeds likewise Esling, and Iseling.

 

It is situated among the hills, on very high ground, about five miles southward from Faversham, and a little more than a mile south-eastward from Newnham valley, in a healthy but cold and forlorn country, being much exposed to the north-east aspect. The village, with the church and parsonage in it, a near pretty dwelling, stands on the road leading from Otterden to Newnham valley; in it there is a large well-timbered house, called Gregories, formerly of some account, and rebuilt in 1616, it formerly belonged to Hoskins, and then to Parmeter, in which name it still continues.—Though there is some level land in the parish, yet it is mostly steep hill and dale, the soil in gen ral a red cludgy earth, poor, and much covered with flints. It is very woody, especially in the eastern parts of it.

 

A fair is held in the village on Sept. 14, yearly, for toys and pedlary ware. On Nov. 30, being St. Andrew's, there is yearly a diversion called squirrel bunting, in this and the neighbouring parishes, when the labourers and lower kind of people assembling together, form a lawless rabble, and being accoutred with guns, poles, clubs, and other such weapons, spend the greatest part of the day in parading through the woods and grounds, with loud shoutings, and under the pretence of demolishing the squirrels, some few of which they kill, they destroy numbers of hares, pheasants, partridges, and in short whatever comes in their way, breaking down the hedges, and doing much other mischief, and in the evening betaking themselves to the alehouses, finish their career there in drunkenness, as is usual with such sort of gentry.

 

THIS PLACE, at the time of the taking of the general survey of Domesday, was part of the extensive possessions of Odo, bishop of Baieux, under the general title of whose lands it is thus entered in that record:

 

Herbert held of the bishop of Baieux Nordeslinge. The arable land is one carucate. It was taxed at half a suling. There two borderers pay two shillings. In the time of king Edward the Confessor, and afterwards, it was worth twenty shillings, now twenty-five shillings. Turgod held it in the time of king Edward the Confessor.

 

These two manors, (one of which was Throwley, described immediately before in this record) Herbert, the son of Ivo, Held of the bishop of Baieux.

 

And a little below,

 

Roger, son of Ansebitil, held of the bishop, Eslinges. It was taxed at one suling. The arable land is one carucate. There is in demesne . . . . and one borderer has half a carucate. There is a church, and one mill of ten shillings, and two acres of meadow. In the time of king Edward the Confessor it was worth sixty shillings, and afterwards twenty shillings, now forty shillings. Unlot held it of king Edward, and could go where he pleased with his land.

 

Fulbert held of the bishop, Eslinges. It was taxed at five suling, in the time of king Edward the Confessor, and now for two, and so it did after the bishop gave the manor to Hugh son of Fulbert. The arable land is six carucates. In demesne there are two carucates, and thirty villeins having three carucates. There is a church, and twenty-eight servants, and one mill of ten shilings. Wood for the pannage of thirty bogs In the time of king Edward the Confessor it was worth ten pounds, and when he received it six pounds, now four pounds, and yet the bishop had eight pounds. Sired held it of king Edward.

 

The three estates described before, included North Easting and its appendages, Huntingfield and Diven manors, with others estates in this parish, then esteemed as part of them.

 

On the bishop's disgrace four years afterwards, all his possessions were confiscated to the crown.

 

Fulbert de Dover, mentioned above as tenant to the bishop of Baieux for one of these estates, appears afterwards to have held all three of them of the king in capite by barony, the tenant of them being bound by tenure to maintain a certain number of soldiers from time to time, for the defence of Dover castle, in which there was a tower called Turris dei inimica, which he was bound by his tenure likewise to repair.

 

Of him and his heirs these estates were held by knight's service, of the honor of Chilham, which they had made the caput baroniæ, or chief of their barony. (fn. 1) That part of the above-mentioned estates, called in Domesday Nordeslinge, was afterwards known by the name of THE MANOR OF EASLING, alias NORTHCOURT, which latter name it had from its situation in respect to the others, being held of the lords paramount by a family of the name of Esling, one of whom, Ralph de Esling, died possessed of it in the 26th year of king Edward I. anno 1297, then holding it by knight's service of the honor of Chilham. He left an only daughter and heir Alice, who carried this manor, with that of Denton, alias Plumford, in marriage to Sir Fulk de Peyforer, who, with Sir William de Peyforer, of Otterden, accompanied king Edward. I. in his 28th year, at the siege of Carlaverock, where, with many other Kentish gentlemen, they were both knighted. They bore for their arms, Argent, six fleurs de lis, azure.

 

Sir Fulk de Peyforer, in the 32d year of the above reign, obtained a grant of a market weekly on a Friday, and one fair yearly on the feast of the exaltation of the Holy Cross at Esling, and free-warren for his lands there. Before the end of which reign, the property of these manors was transferred into the family of Leyborne, and it appears by an inquisition taken in the 1st year of Edward III. that Juliana, the widow of William de Leyborne, who died anno 2 Edward II. was possessed of these estates at her death, and that their grand-daughter Juliana, was heir both to her grandfather and father's possessions, from the greatness of which she was usually stiled the Infanta of Kent.

 

She was then the wife of John de Hastings, as she was afterwards of Sir William de Clinton, created earl of Huntingdon, who paid aid for the manor of Northcourt, alias Easling. She survived him, and afterwards died possessed of this estate in Easling, together with Denton, alias Plymford, in the 41st year of king Edward III. and leaving no issue by either of her husbands, these manors, among the rest of her estates, escheated to the crown, for it appears by the inquisition taken that year, after her death, that there was no one who could make claim to her estates, either by direct or even by collateral alliance.

 

These manors remained in the crown till the beginning of king Richard the IId.'s reign, when they became vested in John, duke of Lancaster, and other seoffees, in trust for the performance of certain religious bequests in the will of Edward III. in consequence of which, the king Afterwards, in his 22d year, granted them, among other premises, to the dean and canons of St. Stephen's college, in Westminster, for ever. (fn. 2) In which situation they continued till the 1st year of king Edward VI. when, by the act passed that year, they were surrendered into the king's hands.

 

After which the king, by his letters patent, in his 3d year, granted these manors, among others lately belonging to the above-mentioned college, to Sir Thomas Cheney, privy counsellor and treasurer of his houshold, with all and singular their liberties and privileges whatsoever, in as ample a manner as the dean and canons held them, to hold in capite by knight's service. (fn. 3) whose son Henry, lord Cheney, of Tuddington, had possession granted to him of his inheritance anno 3 Elizabeth, and that year levied a fine of all his lands.

 

He passed these manors away by sale, in the 8th year of that reign, to Martin James, esq. prothonotary of the court of chancery, and afterwards a justice of the peace for this county, who levied a fine of them anno 17 Elizabeth, and died possessed of them in 1592, being buried in the south chancel of this church, under a monument, on which are the effigies of himself and his wife. He bore for his arms, Quarterly, first and fourth, vert, a dolphin naiant; second and third, Ermine, on a chief gules, three crosses, or. His great-grandson Walter James, esq. was possessed of them at the time of the restoration of king Charles II. whose heirs sold them in the latter end of that reign, to Mr. John Grove, gent. of Tunstall, who died possessed of them in 1678, after which they descended down to Richard Grove, esq. of Cambridge, but afterwards of the Temple, in London, who died unmarried in 1792, and by his will devised them to Mr. William Jemmet, of Ashford, and Mr. William Marshall, of London, who continue at this time the joint possessors of them.

 

THE MANOR OF HUNTINGFIELD, situated in the eastern part of this parish, was, at the time of the takeing of the general survey of Domesday, part of the possessions of Odo, bishop of Baieux, as has been already taken notice of before, and on his disgrace came, with the rest of his estates, to the crown, about the year 1084.

 

After which, Fulbert de Dover appears to have held it, with others in this parish, of the king in capite by barony, by the tenure of ward to Dover castle for the defence of it. Of him and his heirs it was held by knight's service, of the honor of Chilham, the head or chief of their barony.

 

Simon de Chelsfield held it of them, as lords paramount, in the reign of Henry III. but at the latter end of that reign, this manor was come into the possession of that branch of the eminent family of Huntingfield settled in this county, descended from those of Suffolk, in which county and in Norfolk they had large possessions. Hence this manor assumed the name of Huntingfield-court, and it appears by the roll of knights fees, taken at the beginning of the reign of Edward I. that Peter de Huntingfield then held it. He resided at times both here and at West Wickham, of which manor he was likewise possessed, though it seems when he was sheriff in the 11th, 12th, and 13th years of that reign, he kept his shrievalty at Huntingfield-court. In the 9th year of it he obtained a charter of free-warren for his lands at Eslynge and Stalesfeld, and in the 28th year of it attended the king at the siege of Carlaverock, in Scotland, for which service he, with others, received the honor of knighthood. He died in the 7th year of Edward II. anno 1313, leaving by the lady Imayne his wise, who was buried in the church of the Grey Friars, London, Sir Walter de Huntingfield his son and heir, who having obtained several liberties for his manor of Wickham, and liberty to impark his grounds there, (fn. 4) seems to have deserted this place, which in the next reign of Edward III. was sold either by him or by his son, Sir John de Huntingfield, to one of the family of Sawfamere, and in the 20th year of that reign, the lady Sawfamere, Dna' de Sawsamero, as she is written in the book of aid, paid respective aid for it.

 

But before the end of that reign, it had passed into the name of Halden, for it appears by the escheat-rolls that William de Halden died in the 50th year of it, possessed of Easling manor, called Huntingfield, held of the castle of Chilham; soon after which it became the property of Sir Simon de Burleigh, who being attainted in the 12th year of Richard II. this manor, among the rest of his possessions, came to the crown. After which, anno 2 Henry IV. John, son and heir of Sir John de Burley, cousin and heir of Sir Simon de Burley, was, upon his petition, restored in blood, and the judgment against Sir Simon was revoked, and three years afterwards the king, with the assent of the lords, wholly restored him to all his hereditaments, except as to those excepted by him. (fn. 5) How long this manor remained in this name I have not found, but in the reign of Henry VI. it was in the possession of Sir James Fienes, who anno 25 of that reign, by reason of his mother's descent, was created Lord Say and Sele, and was afterwards made lord treasurer, but becoming unpopular, from his being so great a favorite, he was seized on in the insurrection raised by Jack Cade, and beheaded in the 29th year of that reign. He was at his death possessed of this manor, which by his will be devised to his son Sir William Fienes, who became likewise lord Say and Sele, but the unhappy contention which then subsisted between the houses of York and Lancaster, in which he risked not only his person, but his whole fortune, brought him soon afterwards into great distresses, and necessitated him to mortgage and sell the greatest part of his lands. How this manor was disposed of I have not found, but within a very few years afterwards it appears to have been in the hands of the crown, for king Richard III. in his first year, granted to John Water, alias Yorke Heraulde, an annuity out of the revenues of his lordship of Huntingfield, and afterwards by his writ, in the same year, on the resignation of John, garter, principal king at arms, and Thomas, clarencieux, king at arms, he committed to Richard Champeney, alias called Gloucestre, king of arms, the custody of this manor.

 

But the see of it seems to have remained in the crown till king Henry VIII. in his 35th year, granted it to John Guldford and Alured Randall, esqrs. to hold in capite by knight's service. John Guildford was the next year become the sole proprietor of it, and then alienated it to Sir Thomas Moyle; he sold it, in the 7th year of Edward VI. to John Wild, esq. of St. Martin's hill, Canterbury, with its members and appurtenances in Esling, Sheldwich, Whitstaple, Reculver, and Ulcombe. However, it appears that he was not possessed of the entire see of it at his death in 1554, for he by his will devised his two thirds of this manor, (besides the third part due to the queen, after his wife's death) to his son Thomas Wild, then an infant, whose son John Wild, esq. of St. Martin's hill, alienated his share, or two thirds of it, which included the courts, sines, amerciaments, and other privileges belonging to it, to Martin James, esq. prothonotary of the court of chancery, owner of the manor of North-court, alias Easling, as above-mentioned, whose great-grandson, Walter James, esq. possessed it at the restoration of Charles II. at the latter end of which reign his heirs sold it to Mr. John Grove, gent. of Tunstall, who died possessed of it in 1678, and his great-grandson Richard Grove, esq. of London, proprietor likewise of North-court above-described, died in 1792, having by his will devised these manors (which having been for many years united in the same owners, are now consolidated, one court being held for both, the stile of which is, the manor of Easling, alias North court, with that of Huntingfield annexed, in Easling, Ulcomb, and Sheldwich) among the rest of his estates, to Wm. Jemmet, gent. of Ashford, and William Marshall, of London, and they continue at this time the joint possessors of these manors.

 

BUT THE REMAINING THIRD PART of the manor of Hunting field, in the hands of the crown in the reign of Philip and Mary, as before-mentioned, in which was included the mansion of Huntingfield court, with the demesne lands adjoining to it, continued there till it was granted, in the beginning of the next reign of queen Elizabeth, to Mr. Robert Greenstreet, who died possessed of it in the 14th year of that reign, holding it in capite by knight's service. His descendant Mr. Mathew Greenstreet, of Preston, leaving an only daughter Anne, she carried this estate in marriage to Mr. Richard Tassell, of Linsted, and he alienated it in 1733 to Edward Hasted, esq. barrister-at law, of Hawley, near Dartford, whose father Mr. Joseph Hasted, gent. of Chatham, was before possessed of a small part of the adjoining demesne lands of Huntingfield manor, which had been in queen Elizabeth's reign become the property of Mr. Josias Clynch.

 

The family of Hasted, or as they were antiently written, both Halsted and Hausted, was of eminent note in very early times, as well from the offices they bore, as their several possessions in different counties, and bore for their arms, Gules, a chief chequy, or, and azure. William Hausted was keeper of the king's exchange, in London, in the 5th year of Edward II. from whom these of Kent hold themselves to be descended, one of whom, John Hausted, clerk, or as his descendants wrote themselves, Hasted, born in Hampshire, is recorded to have been chaplain to queen Elizabeth, and a person much in favor with her, whom he so far displeased by entering into the state of marriage, which he did with a daughter of George Clifford, esq. of Bobbing, and sister of Sir Coniers Clifford, governor of Connaught, in Ireland, that he retired to the Isle of Wight, where he was beneficed, and dying there about the year 1596, was buried in the church of Newport. His great grandson Joseph Hasted, gent. was of Chatham, and dying in 1732, was buried in Newington church, as was his only son Edward, who was of Hawley, esq. the purchaser of Huntingfield court as before-mentioned. He died in 1740, leaving by his wife Anne, who was descended from the antient and respectable family of the Dingleys, of Wolverton, in the isle of Wight, one son, Edward Hasted, esq. late of Canterbury, who has several children, of whom the eldest, the Rev. Edward Hasted, late of Oriel college, in Oxford, is now vicar of Hollingborne. He bears for his arms the antient coat of the family of Halsted, or Hausted, as mentioned before, with the addition in the field, of an eagle displayed,ermine,beaked and legged, or, with which he quarters those of Dingley, Argent, a fess azure, in chief, two mullets of the second between two burts, which colours Charles, the third son of Sir John Dingley, of Wolverton, in James the 1st.'s reign, changed from those borne by his ancestors and elder brothers, i.e. from sable to azure.

 

Edward Hasted, esq. of Canterbury, above-mentioned, succeeded his father in this estate, which he, at length, in 1787, alienated to John Montresor, esq. of Throwley, who continues the possessor of it.

 

The foundations of slint and stone, which have continually been dug up near this house, shew it to have been formerly much larger that it is at present. There was once a chapel and a mill belonging to it, the fields where they stood being still known by the name of chapel-field and mill-field, which answers the description of this estate given in Domesday.

 

DIVEN is A MANOR, situated almost adjoining to the church of Easting, which is so corruptly called for Dive-court, its more antient and proper name. This estate was likewise one of those described before in Domesday, as being part of the possessions of the bishop of Baieux, on whose disgrace it was, among, the rest of his estates, forfeited to the crown; after which, Fulbert de Dover appears to have held it, with others in this parish therein-mentioned, of the king in capite by barony, by the tenure of ward to Dover cattle, and of him and his heirs it was held, as half a knight's fee, of the honor of Chilham, the caput barouiæ, or head of their barony.

 

In the reign of Henry III. John Dive held this estate as before-mentioned, of that honor; and his descendant Andrew Dive, in the 20th year of king Edward III. paid aid for it as half a knight's fee, held of the above barony, when it paid ward annually to Dover castle. In this name the manor of Diven continued till the beginning of the next reign of king Richard II. when it was alienated to Sharp, of Ninplace, in Great Chart, in which it remained till the latter end of Henry VII. when it was conveyed to Thurston, of Challock, from which, some year after, it was passed by sale to John Wild, esq. who, before the reign of queen Elizabeth, sold it to Gates, and he alienated it to Norden, who conveyed it to Bunce, where it remained after the death of king Charles I. in 1648; soon after which this manor was sold to John Adye, esq of Down court, in Doddington, who died possessed of it in 1660, and his two sons, Edward and Nicholas, seem afterwards to have possessed it in undivided moieties.

 

Edward Adye, esq. was of Barham, and left seven daughters his coheirs, of whom Susanna, married to Ruishe Wentworth, esq. son and heir of Sir George Wentworth, a younger brother to Thomas, the noted but unfortunate earl of Strafford, entitled her husband to the possession of her father's moiety of this manor, with other lands in Doddington, upon the division of his estates among them. He left an only daughter and heir Mary, who married Thomas, lord Howard, of Essingham, who died possessed of this moiety of Diven-court in 1725, and leaving no male issue, he was succeeded in this estate by Francis his brother and heir, who was in 1731 created Earl of Essingham, and died in 1743. His son Thomas, earl of Effingham, afterwards alienated this moiety of Divencourt to Oliver Edwards, esq. of the six clerks office, as will be further mentioned hereafter.

 

The other moiety of this manor, which, on the death of his father, came into the possession of Nicholas Adye, esq. of Down-Court, in Doddington, was devised by him to his eldest son John Adye, esq. of Down court, who anno 23 Charles II. suffered a recovery of it. (fn. 6)

 

He left an only daughter and heir Mary, married to Henry Cullum, sergeant-at-law; but before that event, this estate seems to have been passed away by him to Thomas Diggs, esq. of Chilham castle, Whose descendant of the same name, in 1723, conveyed it, with Chilham-castle, and the rest of his estates in this county, to Mr. James Colebrook, citizen and mercer of London, who died possessed of this moiety of Diven-court in the year 1752, after which it passed in like manner with them, till it was at length sold by his descendants, under the same act of parliament, in the year 1775, to Thomas Heron, esq. of Newark upon Trent, afterwards of Chilham-castle, who about the year 1776, joined with Oliver Edwards, esq. the proprietor of the other moiety, as has been mentioned beforce, to Mr. Charles Chapman, of Faversham, who then became possessed of the whole of it, which, at his death in 1782, he devised by his will to his nephews and nieces, of the name of Leeze, two of whom are now entitled to the fee of it.

 

THE MANOR OF ARNOLDS, which is situated about a mile eastward from the church of Easling, was likewise part of the estates of the bishop of Baieux, mentioned before, and on his disgrace came with the rest of them, to the crown, of which it was held afterwards in capite by barony, by Fulbert de Dover, by the tenure of ward to Dover castle, and of him and his heirs it was again held, as half a knight's fee, as of the honor of Chilham, the head of their barony.

 

Of them it was held by Arnold de Bononia, whence it acquired the name of Arnolds, alias Esling. His son John Fitzarnold afterwards possessed it in the reign of Edward III. after which Peter de Huntingfield was owner of it, but in the 20th year of Edward III. the lady Champaine, or Champion, and the earl of Oxford paid aid for it, as half a knight's fee, held of the barony above-mentioned. How it passed afterwards I have not seen, but in the next reign of Richard II. it was become part of the endowment of the dean and canons of the collegiate free chapel of St. Stephen's, Westminster, with whom it remained till the suppression of it in the 1st year of Edward VI. when it came into the hands of the crown; after which it became the property of Gates, and after that of Terry, in which it continued several years, and by that acquired the name of Arnolds, alias Terrys, from which name it was sold, in the reign of queen Anne, one part to the Rev. William Wickens, rector of this parish, who bore for his arms, Party, per pale, or, and sable, a chevron coupee, between three trefoils, all counter changed, whose son Mr. William Wickens, succeeded to it on his death in 1718. He died without male issue, and by his will devised it to his two daughters, one of whom marrying Elvy, he bought the other sister's share in it, and his widow surviving him now possesses both of them; another part was sold to Chapman, and a third to Avery. Since which it has become more inconsiderable, by the two parts last-mentioned having been again parcelled out, so that now it is sunk into that obscurity, as hardly to be worthy of notice, but the manerial rights of the manor are claimed by John Wynne and Lydia his wife.

 

Charities.

 

EDWARD GRESWOLD, by his will in 1677, gave 20l. for the benefit of the poor not receiving alms, to be laid out in land or otherwise, by his executors, who in 1680 purchased a piece of land, called Pinkes-cross, in Easling, containing two acres, in trust, for this purpose, the rent of it is now 154. per annum, vested in the minister and parish officers.

 

The poor constantly relieved are about twelve, casually twenty-five.

 

EASLING is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Ospringe.

 

The church, which is dedicated to St. Mary, consists of three isles and a south chancel, called St. Katherine's. The steeple, which is a low pointed one, stands at the west end; there are six bells in it.

 

Alicia de Esling, wife of Robert de Eschequer, and lady of the manor of Esling, with the consent of archbishop Theobald, in the reign of king Stephen, granted the church of Elinges, situated on her estate, to the priory of Ledes, in perpetual alms, together with the temporalities, or appropriation of it, to be possessed by them for ever after the death of Gervas then incumbent of it. Which gift was confirmed by archbishop Hubert, in the reign of Richard I.

 

Notwithstanding which, there was no vicarage endowed here, nor did the canons of Ledes ever enjoy the parsonage of it; but archbishop Stephen Langton, who succeeded archbishop Hubert, with the consent and approbation of William de Eslinges, patron of this church, granted to the canons of Ledes twenty shillings yearly, to be received from it in the name of a benefice; and he ordained, that beyond that sum, they should not claim any thing further from it, but that whenever it should become vacant, the said William de Esling should present to it. But it should seem that after this, they had not given up all pretensions to it, for they obtained, seventy years after this, viz. in 1278, of the prior, and the convent of Christchurch, Canterbury, a confirmation of the archbishops Theobald and Hubert's charters to them, in which this church is particularly mentioned. (fn. 7) How long it continued in the hands of the family of Esling I do not find, or in those of private patronage; but before the 22d year of Edward III. it was become part of the possessions of the college founded by Sir John Poultney, in the church of St. Laurence, Canon-street, London, with which it remained till the suppression of the college, in the reign of Edward VI. when it came, with the rest of the possessions of it, into the hands of the crown.

 

After which it seems to have been granted to Sir Thomas Moyle, of Eastwell, whose sole daughter and heir Catherine married Sir Thomas Finch, of that place, and afterwards Nicholas St. Leger, esq. who in her right presented to this rectory in 1574; after which Sir Moyle Finch, knight and baronet, the eldest son of Sir Thomas and lady Catherine, succeeded to it, in whose descendants, earl of Winchelsea and Nottingham, this advowson continued down to Daniel, earl of Winchelsea and Nottingham, who died possessed of it in 1769, without male issue, leaving his four daughters his coheirs. He was succeeded in titles by his nephew George Finch, esq. only son of his next brother William; but this advowson, with Eastwell, and the rest of his Kentish estates, he gave by his will to his nephew George Finch Hatton, esq. only son of his third brother the hon. Edward Finch Hatton, (fn. 8) who is the present owner of it.

 

The pension of twenty shillings payable from this church to the priory of Ledes, at its suppression in the reign of Henry VIII. came into the hands of the crown; after which it was settled, among other premises, by the King, in his 33d year, on his newerected dean and chapter of Rochester, who are now entitled to it.

 

¶This rectory is valued in the king's books at sixteen pounds, and the yearly tenths at 1l. 12s. In 1587 the communicants here were eighty-seven.

 

In 1640 it was valued at 120l. Communicants one hundred. It is now worth upwards of 200l. per annum.

  

www.british-history.ac.uk/survey-kent/vol6/pp422-437

Don't pack it in your suitcase.

Experimental piece for Beyond Beyond with Kim Klassen. The canola field is Kim's photo. The sky replacement is mine. Additional texture by Kim Klassen.

St. Mary's Church in Lübeck (German: Marienkirche, officially St. Marien zu Lübeck) was built between 1250 and 1350. It has always been a symbol of the power and prosperity of the old Hanseatic city, and is situated at the highest point of the island that forms the old town of Lübeck. It is part of the UNESCO World Heritage Site of the old Hanseatic City of Lübeck.

 

St. Mary's epitomizes north German Brick Gothic and set the standard for about 70 other churches in the Baltic region, making it a building of enormous architectural significance. St Mary's Church embodied the towering style of French Gothic architecture style using north German brick. It has the tallest brick vault in the world, the height of the central nave being 38.5 metres.

 

It is built as a three-aisled basilica with side chapels, an ambulatory with radiating chapels, and vestibules like the arms of a transept. The westwork has a monumental two-tower façade. The height of the towers, including the weather vanes, is 124.95 metres and 124.75 metres, respectively.

 

St. Mary's is located in the Hanseatic merchants' quarter, which extends uphill from the warehouses on the River Trave to the church. As the main parish church of the citizens and the city council of Lübeck, it was built close to the town hall and the market.

 

HISTORY OF THE BUILDING

In 1150, Henry the Lion moved the Bishopric of Oldenburg to Lübeck and established a cathedral chapter. A wooden church was built in 1163, and starting in 1173/1174 this was replaced by a Romanesque brick church. At the beginning of the 13th century, however, it no longer met the expectations of the self-confident, ambitious, and affluent bourgeoisie, in terms of size and prestige. Romanesque sculptures from this period of the church's history are today exhibited at St. Anne's Museum in Lübeck

 

The design of the three-aisled basilica was based on the Gothic cathedrals in France and Flanders, which were built of natural stone. St. Mary's is the epitome of ecclesiastical Brick Gothic architecture and set the standard for many churches in the Baltic region, such as the St. Nicholas' Church in Stralsund and St. Nicholas in Wismar.

 

No one had ever before built a brick church this high and with a vaulted ceiling. The lateral thrust exerted by the vault is met by buttresses, making the enormous height possible. The motive for the Lübeck town council to embark on such an ambitious undertaking was the acrimonious relationship with the Bishopric of Lübeck. The church was built close to the Lübeck Town Hall and the market, and it dwarfed the nearby Romanesque Lübeck Cathedral, the church of the bishop established by Henry the Lion. It was meant as a symbol of the desire for freedom on the part of the Hanseatic traders and the secular authorities of the city, which had been granted the status of a free imperial city (Reichsfreiheit), making the city directly subordinate to the emperor, in 1226. It was also intended to underscore the pre-eminence of the city vis-à-vis the other cities of the Hanseatic League, which was being formed at about the same time (1356).

 

The Chapel of Indulgences (Briefkapelle) was added to the east of the south tower in 1310. It was both a vestibule and a chapel and, with its portal, was the church's second main entrance from the market. Probably originally dedicated to Saint Anne, the chapel received its current name during the Reformation, when paid scribes moved in. The chapel, which is 12 metres long, 8 metres deep, and 2 metres high, has a stellar vault ceiling and is considered a masterpiece of High Gothic architecture. It has often been compared to English Gothic Cathedral Architecture and the chapter house of Malbork Castle. Today the Chapel of Indulgences serves the community as a church during winter, with services from January to March.

 

In 1939 the town council built its own chapel, known as the Bürgermeisterkapelle (Burgomasters' Chapel), at the southeast corner of the ambulatory, the join being visible from the outside where there is a change from glazed to unglazed brick. It was in this chapel, from the large pew that still survives, that the newly elected council used to be installed. On the upper floor of the chapel is the treasury, where important documents of the city were kept. This part of the church is still in the possession of the town.

 

Before 1444, a chapel consisting of a single bay was added to the eastern end of the ambulatory, its five walls forming five eighths of an octagon. This was the last Gothic extension to the church. It was used for celebrating the so-called Hours of the Virgin, as part of the veneration of the Virgin Mary, reflected in its name Marientidenkapelle (Lady Chapel) or Sängerkapelle (Singers' Chapel).

 

In total, St Mary's Church has nine larger chapels and ten smaller ones that serve as sepulchral chapels and are named after the families of the Lübeck city council that used them and endowed them.

 

DESTRUCTION AND RESTAURATION

In an air raid by 234 bombers of the British Royal Air Force on 28–29 March 1942 – the night of Palm Sunday – the church was almost completely destroyed by fire, together with about a fifth of the Lübeck city centre, including Lübeck Cathedral and St. Peter's Church.

 

Among the artefacts destroyed was the famous Totentanzorgel (Danse Macabre organ), an instrument played by Dieterich Buxtehude and probably Johann Sebastian Bach. Other works of art destroyed in the fire include the Mass of Saint Gregory by Bernt Notke, the monumental Danse Macabre, originally by Bernt Notke but replaced by a copy in 1701, the carved figures of the rood screen, the Trinity altarpiece by Jacob van Utrecht (formerly also attributed to Bernard van Orley) and the Entrance of Christ into Jerusalem by Friedrich Overbeck. Sculptures by the woodcarver Benedikt Dreyer were also lost in the fire: the wooden statues of the saints on the west side of the rood screen and the organ sculpture on the great organ from around 1516–18 and Man with Counting Board. Also destroyed in the fire were the mediaeval stained glass windows from the St. Mary Magdalene Church (de), which were installed in St. Mary's Church from 1840 on, after the St. Mary Magdalene Church was demolished because it was in danger of collapse. Photographs by Lübeck photographers like William Castelli (de) give an impression of what the interior looked like before the War.

 

The glass window in one of the chapels has an alphabetic list of major towns in the pre-1945 eastern territory of the German Reich. Because of the destruction it suffered in World War II, St. Mary's Church is one of the Cross of Nails centres. A plaque on the wall warns of the futility of war.

 

The church was protected by a makeshift roof for the rest of the war, and the vaulted ceiling of the chancel was repaired. Reconstruction proper began in 1947, and was largely complete by 1959. In view of the previous damage by fire, the old wooden construction of the roof and spires was not replaced by a new wooden construction. All church spires in Lübeck were reconstructed using a special system involving lightweight concrete blocks underneath the copper roofing. The copper covering matched the original design and the concrete roof would avoid the possibility of a second fire. A glass window on the north side of the church commemorates the builder, Erich Trautsch (de), who invented this system.

In 1951, the 700th anniversary of the church was celebrated under the reconstructed roof; for the occasion, Chancellor Konrad Adenauer donated the new tenor bell, and the Memorial Chapel in the South Tower was inaugurated.

 

In the 1950s, there was a long debate about the design of the interior, not just the paintings (see below). The predominant view was that destruction had restored the essential, pure form. The redesign was intended to facilitate the dual function that St. Mary's had at that time, being both the diocesan church and the parish church. In the end, the church held a limited competition, inviting submissions from six architects, including Gerhard Langmaack (de) and Denis Boniver (de), the latter's design being largely accepted on 8 February 1958. At the meeting, the bishop, Heinrich Meyer (de), vehemently – and successfully – demanded the removal of the Fredenhagen altar (see below).

 

The redesign of the interior according to Boniver's plans was carried out in 1958–59. Since underfloor heating was being installed under a completely new floor, the remaining memorial slabs of Gotland limestone were removed and used to raise the level of the chancel. The chancel was separated from the ambulatory by whitewashed walls 3 metres high. The Fredenhagen altar was replaced by a plain altar base of muschelkalk limestone and a crucifix by Gerhard Marcks suspended from the transverse arch of the ceiling. The inauguration of the new chancel was on 20 December 1959.

 

At the same time, a treasure chamber was made for the Danzig Parament Treasure from St. Mary's Church in Danzig (now Gdańsk), which came to Lübeck after the War (removed in 1993), the Parament Treasure is now exhibited at St. Anne's Museum), and above that a large organ loft was built. The organ itself was not installed until 1968.

 

The gilded flèche, which extends 30 metres (98 ft) higher than the nave roof, was recreated from old designs and photographs in 1980.

 

LOTHAR MALSKAT AND THE FRESCOS

The heat of the blaze in 1942 dislodged large sections of plaster, revealing the original decorative paintings of the Middle Ages, some of which were documented by photograph during the Second World War. In 1948 the task of restoring these gothic frescos was given to Dietrich Fey. In what became the largest counterfeit art scandal after the Second World War, Fey hired local painter Lothar Malskat to assist with this task, and together they used the photographic documentation to restore and recreate a likeness to the original walls. Since no paintings of the clerestory of the chancel were available, Fey had Malskat invent one. Malskat "supplemented" the restorations with his own work in the style of the 14th century. The forgery was only cleared up after Malskat reported his deeds to the authorities in 1952, and he and Fey received prison sentences in 1954. The major fakes were later removed from the walls, on the instructions of the bishop.

 

Lothar Malskat played an important part in the novel The Rat by Günter Grass.

 

INTERIOR DECORATION

St. Mary's Church was generously endowed with donations from the city council, the guilds, families, and individuals. At the end of the Middle Ages it had 38 altars and 65 benefices. The following mediaeval artefacts remain:

 

A bronze baptismal font made by Hans Apengeter (de) (1337). Until 1942 it was at the west end of the church; it is now in the middle of the chancel. It holds 406 litres (89 imperial gallons), almost the same as a Hamburg or Bremen beer barrel, which holds 405 litres (89 imperial gallons).

Darsow Madonna from 1420, heavily damaged in 1942, restored from hundreds of individual pieces, put back in place again in 1989

Tabernacle from 1479, 9.5 metres high, made by Klaus Grude (de) using about 1000 individual bronze parts, some gilded, on the north wall of the chancel

Winged altarpiece by Christian Swarte (c. 1495) with Woman of the Apocalypse, now installed behind the main altar

Bronze burial slab by Bernt Notke for the Hutterock family (1505), in the Prayer Chapel (Gebetskapelle) in the north ambulatory

Of the rood screen destroyed in 1942 only an arch and the stone statues remain: Elizabeth with John the Baptist as a child, Virgin and Child with Saint Anne , the Archangel Gabriel and Mary (Annunciation), John the Evangelist and St. Dorothy.

In the ambulatory, sandstone reliefs (1515) from the atelier of Heinrich Brabender (de), with scenes from the Passion of Christ: to the north, the Washing of the Feet and the Last Supper; to the south, Christ in the garden of Gethsemane and his capture. The Last Supper relief includes a detail associated with Lübeck: a little mouse gnawing at the base of a rose bush. Touching it is supposed to mean that the person will never again return to Lübeck – or will have good luck, depending on the version of the superstition.

Remains of the original pews and the Antwerp altarpiece (de) (1518), in the Lady Chapel (Singers' Chapel)

John the Evangelist, a wooden statue by Henning von der Heide (c. 1505)

St. Anthony, a stone statue, donated in 1457 by the town councillor Hermann Sundesbeke (de), a member of the Brotherhood of St. Anthony

Remains of the original gothic pews in the Burgomasters' Chapel in the southern ambulatory

The Lamentation of Christ, one of the main works of the Nazarene Friedrich Overbeck, in the Prayer Chapel in the north ambulatory

The choir screens separating the choir from the ambulatory are recent reconstructions. The walls that had been built for this purpose in 1959 were removed in the 1990s. The brass bars of the choir screens were mostly still intact, but the wooden parts had been almost completely destroyed by fire in 1942. The oak crown and frame were reconstructed on the basis of what remained of the original construction.

 

ANTWERP ALTARPIECE

The impressive Antwerp altarpiece (de) in the Lady Chapel (Singers' Chapel) was created in 1518. It was donated for the chapel in 1522 by Johann Bone, a merchant from Geldern. After the chapel was converted into a confessional chapel in 1790, the altarpiece was moved around the church several times. During the Second World War, it was in the Chapel of Indulgences (Briefkapelle) and thus escaped destruction. The double-winged altarpiece depicts the life of the Virgin Mary in 26 painted and carved scenes.Before 1869, the wings of the predella, which depict the legends of the Holy Kinship were removed, sawn to make panel paintings, and sold. In 1869, two such paintings from the private collection of the mayor of Lübeck Karl Ludwig Roeck (de) were acquired for the collection in what is now St. Anne's Museum. Two more paintings from the outsides of the predella wings were acquired by the Kulturstiftung des Landes Schleswig-Holstein (de) (Cultural foundation of Schleswig-Holstein) and have been in St. Anne's Museum since 1988. Of the remaining paintings, two are in the Staatsgalerie Stuttgart and two are in a private collection in Stockholm.

 

MEMORIALS

In the renaissance and baroque periods, the church space contained so many memorials that it became like a hall of fame of the Lübeck gentry. Memorials in the main nave, allowed from 1693, had to be made of wood, for structural reasons, but those in the side naves could also be made of marble. Of the 84 memorials that were still extant in the 20th century, almost all of the wooden ones were destroyed by the air raid of 1942, but 17, mostly stone ones on the walls of the side naves survived, some heavily damaged. Since these were mostly baroque works, they were deliberately ignored in the first phase of reconstruction, restoration beginning in 1973. They give an impression of how richly St. Mary's church was once furnished. The oldest is that of Hermann von Dorne (de), a mayor who died in 1594, a heraldic design with mediaeval echoes. The memorial to Johann Füchting (de), a former councillor and Hanseatic merchant who died in 1637, is a Dutch work of the transitional period between the Renaissance and Baroque times by the sculptor Aris Claeszon (de) who worked in Amsterdam. After the phase of exuberant cartilage baroque, the examples of which were all destroyed by fire, Thomas Quellinus introduced a new type of memorial to Lübeck and created memorials in the dramatic style of Flemish High Baroque for

 

the councillor Hartwig von Stiten (de), made in 1699;

the councillor Adolf Brüning (de), made in 1706;

the mayor Jerome of Dorne (de) (who died in 1704) and

the mayor Anton Winckler (de) (1707),

 

the last one being the only one to remain undamaged. In the same year, the Lübeck sculptor Hans Freese created the memorial for councillor Gotthard Kerkring (de) (who had died in 1705), whose oval portrait is held by a winged figure of death. A well-preserved example of the memorials of the next generation is the one for Peter Hinrich Tesdorpf (de), a mayor who died in 1723.

 

The Sepulchral Chapel of the Tesdorpf family contains a bust by Gottfried Schadowof mayor Johann Matthaeus Tesdorpf (de), which the Council presented to him in 1823 on the occasion of his anniversary as a member of the Council, and which was installed here in 1835. Among the later memorials is also the gravestone of mayor Joachim Peters (de) by Landolin Ohmacht (c. 1795).

 

THE FREDENHAGEN ALTARPIECE

The main item from the Baroque period, an altar with an altarpiece 18 metres high, donated by the merchant Thomas Fredenhagen (de) and made by the Antwerp sculptor Thomas Quellinus from marble and porphyry (1697) was seriously damaged in 1942. After a lengthy debate lasting from 1951 to 1959, Heinrich Meyer (de), the bishop at the time, prevailed, and it was decided not to restore the altar but to replace it with a simple altar of limestone, with a bronze crucifix made by Gerhard Marcks. Speaking of the historical significance of the altar, the director of the Lübeck Museum at the time said that it was the only work of art of European stature that the Protestant Church in Lübeck had produced after the Reformation.

 

Individual items from the altarpiece are now in the ambulatory: the Calvary group with Mary and John, the marble predella with a relief of the Last Supper and the three crowned figures, the allegorical sculptures of Belief and Hope, and the Resurrected Christ. The other remains of the altar and altarpiece are now stored over the vaulted ceiling between the towers. The debate as to whether it is possible and desirable to restore the altar as a major work of baroque art of European stature is ongoing.

 

STAINED GLAS

Except for a few remains, the air raid of 1942 destroyed all the windows, including the stained glass windows that Carl Julius Milde had installed at Saint Mary's after they were rescued from the St. Mary Magdalene Church (de) when the St. Mary Magdalene's Priory was demolished in the 19th century, and including the windows made by Professor Alexander Linnemann (de) from Frankfurt in the late 19th century. In the reconstruction, simple diamond-pane leaded windows were used, mostly just decorated with the coat of arms of the donor, though some windows had an artistic design.

 

The windows in the Singers' Chapel (Lady Chapel) depict the coat of arms of the Hanseatic towns of Bremen, Hamburg and Lübeck, and the lyrics of Buxtehude's Lübeck cantata, Schwinget euch himmelan (BuxWV 96).

The monumental west window, designed by Hans Gottfried von Stockhausen (de), depicts the Day of Judgment.

The window of the Memorial chapel (Gedenkkapelle) in the South Tower (which holds the destroyed bells), depicts coats of arms of towns, states and provinces of former eastern territories of Germany.

Both windows in the Danse Macabre Chapel (Totentanzkapelle), which were designed by Alfred Mahlau in 1955/1956 and made in the Berkentien stained glass atelier in Lübeck, adopt motifs from the Danse Macabre painting that was destroyed by fire in 1942. They replace the Kaiserfenster (Emperor's Window), which was donated by Kaiser Wilhelm II on the occasion of his visit to Lübeck in 1913. It was manufactured by the Munich court stained glass artist Karl de Bouché (de) and depicted the confirmation of the town privileges by Emperor Barbarossa.

In 1981–82, windows by Johannes Schreiter (de) were installed in the Chapel of Indulgences (Briefkapelle). Their ragged diamond pattern evokes not only the destruction of the church but also the torn nets of the Disciples (Luke 6).

In December 2002, the tympanum window was added above the north portal of the Danse Macabre Chapel after a design by Markus Lüpertz.

 

This window, like the windows by Johannes Schreiter in the Chapel of Indulgences (Briefkapelle), was manufactured and assembled by Derix Glass Studios in Taunusstein.

 

CHURCHYARD

Saint Mary's Churchyard (de), with its views of the north face of the Lübeck Town Hall (de ), the Kanzleigebäude (de), and the Marienwerkhaus (de) has the ambiance of a mediaeval town.

 

The architectural features include the subjects of Lübeck legends; a large block of granite to the right of the entrance was supposedly not left there by the builders but put there by the Devil.

 

To the north and west of the church, the courtyard is now an open space, mediaeval buildings having been removed. At the corner between Schüsselbuden (de) and Mengstraße (de) are the remaining stone foundations of the Maria am Stegel (de) Chapel (1415), which served as a bookshop before the Second World War. In the late 1950s, it was decided not to reconstruct it, and the remaining external walls of the ruins were cleared away. On Mengstraße, opposite the churchyard, is a building with facades from the 18th century: the clergy house known as die Wehde (de), which also gave its name to the courtyard that lies behind it, the Wehdehof.

 

The war memorial, created in 1929 by the sculptor Hermann Joachim Pagels (de) 1929 on behalf of the congregation of the church to commemorate their dead, is made of Swedish granite from Karlshamn. The inscription reads (in translation):

 

The congregation of St. Mary's

in memory of their dead

1914 1918

(to which was added after the Second World War)

and

1939 1945

 

MUSIC AT ST: MARY´S

Music played an important part in the life of St. Mary's as far back as the Middle Ages. The Lady Chapel (Singers' Chapel), for instance, had its own choir. After the Reformation and Johannes Bugenhagen's Church Order, the Lübeck Katharineum school choir provided the singing for religious services. In return the school received the income of the chapel's trust fund. Until 1802, the cantor was both a teacher at the school and responsible for the singing of the choir and the congregation. The organist, was responsible for the organ music and other instrumental music; he also had administrative and accounting responsibilities and was responsible for the upkeep of the building,.

 

MAIN ORGAN

St. Mary's is known to have had an organ in the 14th century, since the occupation "organist" is mentioned in a will from 1377. The old great organ was built in 1516–1518 under the direction of Martin Flor (de) on the west wall as a replacement for the great organ of 1396. It had 32 stops, 2 manuals and a pedalboard. This organ, "in all probability the first and only Gothic organ with a thirty-two-foot principal (deepest pipe, 11 metres long) in the western world of the time",[a] was repeatedly added to and re-built over the centuries. For instance, the organist and organ-builder Barthold Hering (de) (who died in 1555) carried out a number of repairs and additions; in 1560/1561 Jacob Scherer added a chest division with a third manual. From 1637 to 1641, Friederich Stellwagen carried out a number of modifications. Otto Diedrich Richborn (de) added three registers in 1704. In 1733, Konrad Büntung exchanged four registers, changed the arrangement of the manuals and added couplers. In 1758, his son, Christoph Julius Bünting (de) added a small swell division with three voices, the action being controllable from the breast division manual. By the beginning of the 19th century the organ had 3 manuals and a pedalboard, 57 registers and 4,684 pipes. In 1851, however, a completely new organ was installed – built by Johann Friedrich Schulze (de), in the spirit of the time, with four manuals, a pedalboard, and 80 voices, behind the historic organ case by Benedikt Dreyer, which was restored and added to by Carl Julius Milde. This great organ was destroyed in 1942 and was replaced in 1968 by what was then the largest mechanical-action organ in the world. It was built by Kemper & Son. It has 5 manuals and a pedalboard, 100 stops and 8,512 pipes; the longest are 11 metres (36 feet), the smallest is the size of a cigarette. The tracker action operates electrically and has free combinations; the stop tableau is duplicated.

Danse macabre organ (choir organ)

 

The Dance macabre organ (Totentanzorgel) was older than the old great organ. It was installed in 1477 on the east side of the north arm of the "transept" in the Danse Macabre Chapel (so named because of the Danse Macabre painting that hung there) and was used for the musical accompaniment of the requiem masses that were celebrated there. After the Church Reformation it was used for prayers and for Holy Communion services. In 1549 and 1558 Jakob Scherer added to the organ among other things, a chair organ (Rückpositiv), and in 1621 a chest division was added. Friedrich Stellwagen also carried out extensive repairs from 1653 to 1655. Thereafter, only minor changes were made. For this reason, this organ, together with the Arp Schnitger organ in St. James' Church in Hamburg and the Stellwagen Organ in St. James' Church (de) in Lübeck, attracted the interest of organ experts in connection with the Orgelbewegung. The disposition (de) of the organ was changed back to what it had been in the 17th century. But, like the Danse Macabre organ, this organ was also destroyed in 1942.

 

In 1955 the organ builders Kemper & Son restored the Danse Macabre organ in accordance with its 1937 dimensions, but now in the northern part of the ambulatory, in the direction of the raised choir. Its original place is now occupied by the astronomical clock. This post-War organ, which was very prone to malfunction, was replaced in 1986 by a new Danse Macabre organ, built by Führer Co. in Wilhelmshaven and positioned in the same place as its predecessor. It has a mechanical tracker action, with four manuals and a pedalboard, 56 stops and approximately 5,000 pipes. This organ is particularly suited for accompanying prayers and services, as well as an instrument for older organ music up to Bach.

 

As a special tradition at St Mary's, on New Year's Eve the chorale Now Thank We All Our God is accompanied by both

 

OTHER INSTRUMENTS

There used to be an organ on the rood screen, as a basso continuo instrument for the choir that was located there – the church's third organ. In 1854 the breast division that was removed from the Great Organ (built in 1560–1561 by Jacob Scherer) when it was converted was installed here. This "rood screen organ" had one manual and seven stops and was replaced in 1900 by a two-manual pneumatic organ made by the organ builder Emanuel Kemper, the old organ box being retained. This organ, too, was destroyed in 1942.

 

In the Chapel of Indulgences (Briefkapelle) there is a chamber organ originally from East Prussia. It has been in the chapel since 1948. It has a single manual and eight voices, with separate control of bass and descant parts. It was built by Johannes Schwarz in 1723 and from 1724 was the organ of the Schloßkapelle (Castle Chapel) of Dönhofstädt near Rastenburg (now Kętrzyn, Poland). From there it was acquired by Lübeck organ builder Karl Kemper in 1933. For a few years it was in the choir of St. Catherine's Church, Lübeck. Then, Walter Kraft brought it, as a temporary measure, to the Chapel of Indulgences at St. Mary's, this being the first part of the church to be ready for church services after the War. Today this organ provides the accompaniment for prayers as well as the Sunday services that are held in the Chapel of Indulgences from January to March.

 

ORGANISTS

Two 17th-century organists, especially, shaped the development of the musical tradition of St. Mary's: Franz Tunder from 1642 until his death in 1667, and his successor and son-in-law, Dieterich Buxtehude , from 1668 to 1707. Both were defining representatives of the north German organ school and were prominent both as organists and as composers. In 1705 Johann Sebastian Bach came to Lübeck to observe and learn from Buxtehude,[b] and Georg Friedrich Händel and Johann Mattheson had already been guests of Buxtehude in 1703. Since then, the position of organist at St. Mary's Church has been one of the most prestigious in Germany.

 

With their evening concerts, Tunder and Buxtehude were the first to introduce church concerts independent of religious services. Buxtehude developed a fixed format, with a series of five concerts on the two last Sundays of the Trinity period (i.e. the last two Sundays before Advent) and the second, third, and fourth Sunday in Advent. This very successful series of concerts was continued by Buxtehude's successors, Johann Christian Schieferdecker (1679–1732), Johann Paul Kunzen (de) (1696–1757), his son Adolf Karl Kunzen (de) (1720–1781) and Johann Wilhelm Cornelius von Königslöw.

 

For the evening concerts they each composed a series of Biblical oratorios, including Israels Abgötterey in der Wüsten [Israel's Idol Worship in the Desert] (1758), Absalon (1761) and Goliath (1762) by Adolf Kunzen and ''Die Rettung des Kindes Mose [The Finding of Baby Moses] and Der geborne Weltheiland [The Saviour of the World is born] (1788), Tod, Auferstehung and Gericht [Death, Resurrection and Judgment] (1790) , and Davids Klage am Hermon nach dem 42ten Psalm [David's Lament on Mount Hermon (Psalm 42)] (1793) by Königslöw.

 

Around 1810 this tradition ended for a time. Attitudes towards music and the Church had changed, and external circumstances (the occupation by Napoleon's troops and the resulting financial straits) made such expensive concerts impossible.

 

In the early 20th century it was the organist Walter Kraft (1905–1977) who tried to revive the tradition of the evening concerts, starting with an evening of Bach's organ music, followed by an annual programme of combined choral and organ works. In 1954 Kraft created the Lübecker Totentanz (Lübeck Danse Macabre) as a new type of evening concert.

 

The tradition of evening concerts continues today under the current organist (since 2009), Johannes Unger.

The Lübeck Boys Choir at St. Mary’s

  

THE LÜBECK BOYS CHOIR

has been at St. Mary’s since 1970. It was originally founded as the Lübecker Kantorei in 1948. The choir sings regularly at services on Sundays and religious festivals. The performance of the St John Passion on Good Friday has become a Lübeck tradition.

 

ST. MARY´S CHURCH TODAY

CONGREGATION

Since the establishment of Johannes Bugenhagen's Lutheran Church Order by the town council in 1531 St. Mary has been Protestant. Today it belongs to the North Elbian Evangelical Lutheran Church. Services are held on Sundays and Church festivals from 10 o'clock. From Mondays to Saturdays in the summer season and in Advent there is a short prayer service with organ music at noon (after the parade of the figures of the Astronomical Clock), which tourists and locals are invited to attend. Since 15 March 2010 there has been an admission charge of two euros for visitors.

 

ASTRONOMICAL CLOCK

The astronomical clock was built in 1561–1566. It used to stand in the ambulatory, behind the high altar but was completely destroyed in 1942. Only a clock dial that was replaced during a previous restoration remains, in St. Anne's Museum The new Astronomical Clock, which was installed on the East side of the Northern transept, in the Danse Macabre Chapel. It is the work of Paul Behrens, a Lübeck clockmaker, who planned it as his lifetime achievement from 1960 to 1967. He collected donations for it, made the clock, including all its parts, and maintained the clock until his death. The clock front is a simplified copy of the original. Calendar and planetary discs controlled by a complicated mechanical movement show the day and the month, the position of the sun and the moon, the signs of the zodiac (the thirteen astronomical signs, not the twelve astrological signs), the date of Easter, and the golden number.

 

At noon, the clock chimes and a procession of figures passes in front of the figure of Christ, who blesses each of them. The figures originally represented the prince-electors of the Holy Roman Empire; since the post-War reconstruction, they represent eight representatives of the peoples of the world.

 

CARILLON

After the War, a carillon with 36 bells was installed In the South Tower. Some of the bells came from St Catherine's Church in Danzig (now Gdańsk, Poland). On the hour and half-hour, choral melodies are played, alternating according to the season. Formerly the carillon was operated by a complicated electromechanical system of cylinders; the mechanism is now computer-controlled. At Christmas and Easter, the organist plays the clock chimes manually.

 

BELLS

The 11 historic bells of the church originally hung in the South Tower in a bell loft 60 metres high. An additional seven bells for sounding the time were made by Heinrich von Kampen (de) in 1508–1510 and installed in the flèche. During the fire in the air raid of 1942, the bells are reported to have rung again in the upwind before crashing to the ground. The remains of two bells, the oldest bell, the "Sunday bell" by Heinrich von Kampen (2,000 kg, diameter 1,710 mm, strike tone a0) and the tenor bell by Albert Benningk from 1668 (7,134 kg, diameter 2,170 mm, strike tone a0F#0), were preserved as a memorial in the former Schinkel Chapel, at the base of the South Tower The "Council and Children's Bell" made in 1650 by Anton Wiese (de), which used to be rung for the short prayer services before council meetings and for christenings, was given to Strecknitz Mental Home (de) in 1906 and was thus the only one of the historic bells to survive World War II. Today it hangs in the tower of what is now the University of Lübeck hospital.

 

The set of bells in the North Tower now consists of seven bells. It ranks among the largest and deepest-pitched of its kind in northern Germany. The three baroque bells originate from Danzig churches, (Gratia Dei and Dominicalis from St. John's (de) and Osanna from St. Mary's). After the Second World War, these bells from the "Hamburger bell cemetery" were hung in the tower as temporary replacement bells.

 

In 1951 the German Chancellor, Konrad Adenauer donated a new tenor bell. In 1985 three additional bells were made., completing the set. They have inscriptions referring to peace and reconciliation.

 

In 2005, the belfry was renovated. The steel bell frame from the reconstruction was replaced with a wooden one and the bells were hung directly on wooden yokes, so that the bells ring out with more brilliance.

 

This great peal is easily recognised because of the unusual disposition (intervals between the individual bells); the series of whole tone steps between bells 1–5 results in a distinctive sound with added vibrancy due to the tone of the historic bells.

 

DIMENSIONS

Total Length: 103 metres

Length of the middle nave: 70 metres

Vault height in the main nave: 38.5 metres

Vault height in the side naves: 20.7 metres

Height of the towers: 125 metres

Floor area: 3,300 square metres

 

WIKIPEDIA

Street art, City Hall Sq. Central CPH.

I finally had the three broken windows replaced. Damn expensive, but really makes a difference how the house feels.

Replaces the 737 Service

Cherry Blossom. Washington, DC. USA. Mar/2016

 

A cherry blossom is the flower of any of several trees of genus Prunus, particularly the Japanese cherry, Prunus serrulata, which is called sakura after the Japanese (桜 or 櫻; さくら).

Cherry blossom is speculated to be native to the Himalayas.[4] Currently it is widely distributed, especially in the temperate zone of theNorthern Hemisphere including Europe, West Siberia, India, China, Japan, Korea, Canada, and the United States. The cherry blossom is considered the national flower of Japan.

Japan gave 3,020 cherry blossom trees as a gift to the United States in 1912 to celebrate the nations' then-growing friendship, replacing an earlier gift of 2000 trees which had to be destroyed due to disease in 1910. These trees were planted in Sakura Park in Manhattan and line the shore of the Tidal Basin and the roadway in East Potomac Park in Washington, D.C. The first two original trees were planted by first ladyHelen Taft and Viscountess Chinda on the bank of the Tidal Basin. The gift was renewed with another 3,800 trees in 1965.In Washington, D.C. the cherry blossom trees continue to be a popular tourist attraction (and the subject of the annual National Cherry Blossom Festival) when they reach full bloom in early spring

 

Todos os anos o Festival Nacional das Cerejeiras celebra a floração das cerejeiras dadas à cidade de Washington, em 1912, pelo prefeito de Tóquio. O presente foi uma homenagem do prefeito à longa história de amizade entre Estados Unidos e Japão. As cerejeiras floridas marcam a chegada da primavera na cidade e proporcionam uma das vistas mais apreciadas da região. Um dos lugares mais bonitos para observação é ao redor do Tidal Basin, espelho d’água no centro de Washington próximo ao Washington Monument, ao Lincoln Memorial, ao Jefferson Memorial e ao Franklin Delano Roosevelt Memorial. O pico da florada é definido como o dia em que 70% das flores do Tidal Basin estão abertas

 

Houve a coordenação de muitas pessoas para assegurar a chegada das cerejeiras. Um primeiro lote de 2.000 árvores chegou doente em 1910, mas isso não impediu as partes envolvidas de envidarem todos os esforços para a concretização do intento. Entre os governos dos dois países, com as coordenações do Dr. Jokichi Takamine, um químico famoso mundialmente e fundador da Sankyo Co., Ltd. (hoje conhecida como Daiichi Sankyo), Dr. David Fairchild, do Departamento de Agricultura dos Estados Unidos, de Eliza Scidmore, primeiro membro da diretoria feminina da National Geographic Society e da primeira-dama Helen Herron Taft, mais de 3.000 árvores chegaram a Washington, D.C. em 1912. Em uma cerimônia simples, em 27 de março de 1912, a primeira-dama Helen Herron Taft e a Viscondessa Chinda, esposa do embaixador do Japão, plantaram as duas primeiras árvores do Japão na margem norte do Tidal Basin em West Potomac Park. Ao longo dos anos, os presentes foram trocados entre os dois países. Em 1915, o Governo dos Estados Unidos retribuiu com um presente de árvores chamadas “dogwood” (que também tem belas florações) para o povo do Japão. (tradução:nationalcherryblossom)

  

Cherry Blossom. Washington, DC. USA. Mar/2016

 

A cherry blossom is the flower of any of several trees of genus Prunus, particularly the Japanese cherry, Prunus serrulata, which is called sakura after the Japanese (桜 or 櫻; さくら).

Cherry blossom is speculated to be native to the Himalayas.[4] Currently it is widely distributed, especially in the temperate zone of theNorthern Hemisphere including Europe, West Siberia, India, China, Japan, Korea, Canada, and the United States. The cherry blossom is considered the national flower of Japan.

Japan gave 3,020 cherry blossom trees as a gift to the United States in 1912 to celebrate the nations' then-growing friendship, replacing an earlier gift of 2000 trees which had to be destroyed due to disease in 1910. These trees were planted in Sakura Park in Manhattan and line the shore of the Tidal Basin and the roadway in East Potomac Park in Washington, D.C. The first two original trees were planted by first ladyHelen Taft and Viscountess Chinda on the bank of the Tidal Basin. The gift was renewed with another 3,800 trees in 1965.In Washington, D.C. the cherry blossom trees continue to be a popular tourist attraction (and the subject of the annual National Cherry Blossom Festival) when they reach full bloom in early spring

 

Todos os anos o Festival Nacional das Cerejeiras celebra a floração das cerejeiras dadas à cidade de Washington, em 1912, pelo prefeito de Tóquio. O presente foi uma homenagem do prefeito à longa história de amizade entre Estados Unidos e Japão. As cerejeiras floridas marcam a chegada da primavera na cidade e proporcionam uma das vistas mais apreciadas da região. Um dos lugares mais bonitos para observação é ao redor do Tidal Basin, espelho d’água no centro de Washington próximo ao Washington Monument, ao Lincoln Memorial, ao Jefferson Memorial e ao Franklin Delano Roosevelt Memorial. O pico da florada é definido como o dia em que 70% das flores do Tidal Basin estão abertas

 

Houve a coordenação de muitas pessoas para assegurar a chegada das cerejeiras. Um primeiro lote de 2.000 árvores chegou doente em 1910, mas isso não impediu as partes envolvidas de envidarem todos os esforços para a concretização do intento. Entre os governos dos dois países, com as coordenações do Dr. Jokichi Takamine, um químico famoso mundialmente e fundador da Sankyo Co., Ltd. (hoje conhecida como Daiichi Sankyo), Dr. David Fairchild, do Departamento de Agricultura dos Estados Unidos, de Eliza Scidmore, primeiro membro da diretoria feminina da National Geographic Society e da primeira-dama Helen Herron Taft, mais de 3.000 árvores chegaram a Washington, D.C. em 1912. Em uma cerimônia simples, em 27 de março de 1912, a primeira-dama Helen Herron Taft e a Viscondessa Chinda, esposa do embaixador do Japão, plantaram as duas primeiras árvores do Japão na margem norte do Tidal Basin em West Potomac Park. Ao longo dos anos, os presentes foram trocados entre os dois países. Em 1915, o Governo dos Estados Unidos retribuiu com um presente de árvores chamadas “dogwood” (que também tem belas florações) para o povo do Japão. (tradução:nationalcherryblossom)

Replaced the chrome side scuttles with the low profile R50 side scuttles.

 

Originally, they come with orange/amber side indicators, but decided to upgrade them with dynamic side indicators which look awesome!

Replaced the background with one of my artistic backgrounds.

United flew Boeing 777s on its Hong Kong / Narita flight, which replaced 747-400s. The flight is now operated by 737-800s.

Replaced the hex set screw. Another stainless steel "thingy" to make.

WSDOT has marked a major milestone in its effort to replace the aging and vulnerable State Route 520 floating bridge. After 13 years of thorough analysis and input from thousands of people, the state has announced a preferred alternative for the I-5 to Medina: Bridge Replacement and HOV Project.

 

Major safety, transit and environmental improvements are in store for the SR 520 corridor from I-5 in Seattle across Lake Washington to Medina. The SR 520 preferred alternative takes key steps to get ready for future light rail, help manage traffic in the Arboretum and transform the future highway with a landscaped lid and median for a parkway experience.

 

The new floating bridge and highway will have six lanes, including two general-purpose lanes and a new transit/HOV lane in each direction. Adding transit/HOV lanes makes travel in the corridor faster and more reliable for buses and carpools and supports regional plans for completing the HOV system to reduce the number of single-occupancy vehicles.

 

Details are on our website, including images of what a new, larger landscaped lid at Montlake Boulevard would look like. The preferred SR 520 alternative directly responds to input we received from the public, the City of Seattle, the University of Washington and environmental regulatory agencies. Work continues on design refinements for the Montlake area with those groups as well as transit agencies.

 

Highlights include:

 

Room for future light rail: The bridge deck will accommodate future light rail trains and the west end of the floating bridge will have room for trains to leave the corridor and head to the University of Washington area. Pontoons could be added to the floating bridge in the future to carry the weight of the trains.

 

Less traffic in the Arboretum: The project removes the ramps that currently carry traffic directly to Lake Washington Boulevard and the Washington Park Arboretum. Westbound off-ramps instead will carry buses and general purpose traffic to 24th Avenue E. and continue on to Montlake Boulevard.

 

Buses and a lid at Montlake: New direct-access ramps will carry buses to a new landscaped park lid at the Montlake Boulevard interchange. The open space will extend from Montlake Boulevard into the Arboretum.

 

Parkway on Portage Bay: A slimmed-down Portage Bay Bridge will be built as a 45-mph landscaped parkway with a 6-foot-wide planted median. The 105-foot-wide bridge is narrower than the 154 feet previously planned in the 2006 draft environmental impact statement.

 

Identifying a preferred design keeps us on track for opening a new bridge to traffic in 2014.

 

www.wsdot.wa.gov/Communications/ExpressLane/2010/05_07.htm

 

www.wsdot.wa.gov/Projects/SR520Bridge/I5ToMedina/Default....

 

SR 520 - I-5 to Medina: Bridge Replacement and HOV Project

 

Status

February 2011

 

ESSB 6392 reports now available

  

We've sent two final reports to the governor and state legislators (High Capacity Transit Planning and Financing and the Washington Park Arboretum Mitigation Plan). This completes the requirements of Senate Bill 6392.

Floating bridge construction

  

Three teams have until spring to submit their bids and proposals for the new SR 520 floating bridge. Construction starts in 2012 and the bridge opens in 2014.

Overview

 

The I-5 to Medina: Bridge Replacement and HOV Project will replace the interchanges and roadway between I-5 in Seattle and the eastern end of the floating bridge.

   

Why is WSDOT pursuing this project?

About 115,000 vehicles and more than 190,000 people cross Lake Washington every day on the SR 520 floating bridge. It’s a key regional route for commuters and freight.

 

After floating for nearly 50 years, the four-lane bridge is often clogged by traffic and is showing its age.

 

The floating bridge pontoons are vulnerable to windstorms, and bridge support columns are vulnerable to earthquakes.

  

The End Result

  

The I-5 to Medina Bridge Replacement and HOV Project includes a new floating bridge and highway with six lanes, including two general-purpose lanes and one new transit/HOV lane in each direction.

 

The project also takes key steps to get ready for future light rail, help manage traffic in the Arboretum and transform the future corridor from Montlake to I-5 into a city parkway with landscaped lids and medians.

  

Project Benefits

  

The new SR 520 corridor through Seattle will:

 

Provide transit connections and priority.

Create a pedestrian-friendly urban interchange at Montlake Boulevard.

Restore park area and connections next to the Washington Park Arboretum.

Reduce noise levels from the Portage Bay Bridge.

Be ready for light rail if the region chooses to fund it in the future.

 

What is the project timeline?

  

Spring 2011: Publish final environmental impact statement

Mid-2011: Select contractor team for new SR 520 floating bridge

2012: Begin construction of floating bridge

2014: Open new floating bridge to drivers

The schedule for constructing the segments of the corridor west of Lake Washington is pending additional funding.

  

Financial Information

 

We are moving forward with construction on a new SR 520 floating bridge, which is fully funded by a variety of state and federal sources, including SR 520 tolling that is set to begin in spring 2011.

 

We are continuining to work with the Legislature to fund the elements of the project from I-5 to the floating bridge.

 

Visit the SR 520 Costs, Funding and Tolling page for additional information.

  

How can I get more information?

Contact:

E-mail: SR520bridge@wsdot.wa.gov

 

Phone: 206-770-3500

 

Infoline: 1-888-520-NEWS (6397)

 

Mail: I-5 to Medina: Bridge Replacement and HOV Project

SR 520 Bridge Replacement and HOV Program

600 Stewart Street, Suite 520

Seattle, WA 98101

Replaced the rocker cover gasket as I noticed traces of oil underneath the car and at the back of the rocker cover.

 

Not too bad of a job and worth it in the end. Also replaced the rusty bolts with new stainless hex bolts & new rubber washers.

... brolly, bubble jacket and warm leggings temporarily replacing her short [sixties-style] skirt, help keep film actress Sarah Greene warm & dry while she sits on a cold, damp doorstep between 'takes'. Shot on location filming in Southport for upcoming new movie, "Noble"

See the full set ; www.flickr.com/photos/the_old_brit/sets/72157632957836060/

 

www.noble-movie.com/

www.imdb.com/name/nm2497366/

This is City Hall in Norwich. The home of Norwich City Council. It is near the markets.

 

I think it was built to replace the old Guildhall nearby, as it was too small for the local political needs of Norwich.

 

The tower of the City Hall from St Giles Street, with 1930s clock face and topped off in copper.

 

It is an Art Deco building finished in 1938. Designed by the architects Charles Holloway James and Stephen Rowland Pierce, after Robert Atkinson had prepared a layout for the whole Civic Centre site at the request of Norwich City Council.

 

It was opened in 1938 by King George VI and Queen Elizabeth.

 

It is a Grade II* listed building.

 

City Hall with attached police station. 1932-38 by C. H. James and S. R. Pierce. Brick with stone dressings, lower 2 storeys of stone. Flat roof. 5 storeys, with tower to right-hand side. Twenty-five 4th floor windows. Central entry with 6 polygonal columns above rising from the first-floor balcony and supporting entablature. Triple doors and steps up flanked by lions. Metal casement windows with glazing bars throughout. Small semi-circular balconies in penultimate end bays with small fan-lights above doors. The three end bays project. Parapet. Square clock tower topped with square cupola and finial. The exterior also has applied and freestanding sculpture in stone and stone. The bronze lions either side of the main stairs are by Alfred Hardiman, and the three pairs of main bronze doors with 18 plaques depicting Norwich history and trades were sculpted by James Woodford. The Bethel Street façade has the entrance to the Rates Hall with a stone relief panel of the City arms by Eric Aumonier who was also responsible for London Underground station sculpture. The former entrance to the Police Station within this wing has an ornate bronze lantern and relief stone panels depicting police helmets by H. Wilson Parker. The left of the wing, the police station, was extended 1965-7 in a similar style by the City Architect, David Percival. The north wing was unfinished but the Council Chamber projects to the rear in the middle of the main range and the wall facing the rear has, as well as decorative brickwork, three tall narrow niches from which project sculptures also by Alfred Hardiman of Recreation, Wisdom and Education.

 

INTERIOR: The extremely impressive interior includes an entrance hall with stone and marble clad walls and columns, stairs lit by a window with textured engraved and painted glass and a ceiling painting designed by Eric Clarke and painted by James Michie. The hall above is also marble clad, and leads to a long suite of committee and reception rooms including the Lord Mayor's parlour. This suite stretches all along the main front and there is a long (365') balcony outside and most rooms are finely panelled with various varieties of wood, including inlay, and have original fine fireplaces, fittings and textiles. The Lord Mayor's Parlour is very fine being an octagon with shallow vaulted ceiling and fully panelled in sycamore with the veneers cut using the highest expertise to produce a brilliant effect of intensely rich dado figuring and lighter cloud-like wall figuring. In addition the Council Chamber itself is very fine with curving seating in mahogany with inlaid brass edges and mahogany entrance wall columns, and also wall panelling to half height with a variety of panel designs. Many light fittings which were designed for the building by the architects also survive.

 

Other elements of the fine interior include the third floor hall with lift entrance, lantern and balcony, all in austere classical Art Deco styling, and the former marriage suite on the lower ground floor.

 

HISTORY:

Norwich City Hall was designed in 1931 and built in 1937-8. The design by the architects James and Pierce was the winning entry in a public competition which attracted 143 entries. The there had long been felt a need for a fitting city hall and an area to the north of the market place was cleared to provide a suitable space which would be still at the very centre of the city. Following discussions with the R.I.B.A., Robert Atkinson was appointed as the supervisor of the development of the Market Place and produced his own plans. In the end there was competition with Atkinson as the sole judge and his ground plan was retained as one of the many conditions.

 

SUMMARY OF IMPORTANCE:

Norwich City Hall is one of the landmarks of the city and one of the finest municipal buildings of the interwar period in England. It is in an austere Classical style with Art Deco detailing and makes reference also to Scandinavia and in particular Stockholm City Hall. The prominent tower contrasts successfully with the long principal front standing above the sizeable Market Place. The exterior is very impressive, being on 5 storeys with a prominent portico and applied and freestanding sculpture in stone and bronze. The interior is also impressive with a long suite of committee and reception rooms including the Lord Mayor's Parlour. The rooms are finely panelled with various varieties of wood and original fine fittings and textiles. In addition the Council Chamber itself is very fine with curving seating in walnut with inlaid brass edges and wall panelling to half height with a variety of panel designs. The sculpture and plaques in bronze and stone include work by Alfred Hardiman and Eric Aumonier. The totality of the exterior and interior, complete with fine sculpture in stone and bronze and the finest interior fittings in contemporary style, is particularly successful.

 

City Hall, Norwich - Heritage Gateway

The doors of the gothic rood screen were replaced in 1634, signed by IP.

fotos from 2016.

Australia.

Replacing the Festiva in Australia, was the 2002-08 fifth generation Mk V Fiesta, the first Fiesta to be sold in Australasia. Originally designed and built in Europe, the Mk V was built in Mexico and Brazil. Models available in Australia were the 3 or 5 door base model L and upmarket LX, the 3 door sporty Zetec and the luxury 5 door Ghia.

Also available was this hot little car, the Australian XR4, the equivalent in Europe was the ST. They got the 110kw 2000cc Duratec engine. The ST and XR4 also got 17 in alloy wheels, disc brakes to all wheels, different front and rear bumpers, side skirts, body colour handles and bump strips and partial leather seats. The XR4 was available in 6 colours; Frozen White, Performance Blue, Panther Black, Moondust Silver, Sea Grey and Colorado Red

A facelift to the MkV in 2005; front and rear lights featured new detailing, and bumpers, side mouldings and door mirrors were altered.

   

At Wembley 66067 was replaced by two class 90s numbers 037 and 021 the wagons continuing on to Daventry under headcode 6B41.

 

DB Schenker Rail (UK) Ltd's class 66 (JT42CWR) number 66067 in English, Welsh and Scottish Railway maroon livery with zigzag gold band, large number and EWS logo works 6B20 from Dollands Moor to Wembley European Freight Operations Centre on 20 January 2015 hauling 27 Tonne (tare du wagon) G.E. Rail Services owned IZA (GE117CT Hfirrs 3) semi-perminantly coupled 4-wheeled CARGOWAGGON vans with shared running numbers built by Duewag. Having started out in France and passed through the channel tunnel each pair of vans is used to transport approximately 59,000 litters (59 Tonnes) of Danone bottled mineral water (eau minerale) in crates of PET (polyethylene terephthalate) bottles such as Evian imported from Évian-les-Bains in the French Alps and Volvic from the Massif Central. Evian bottled at the SAEME plant Post is transported by train (for a map of the route click here) from Évian-les-Bains to the UK via Publier, (Bellegarde Longeray or Annemasse?), Culoz, Ambérieu-en-Bugey, Bourg-en-Bresse, Louhans, Gevrey-Chambertin, Dijon-Perrigny, Chalons-en-Champagne, Reims, Longueau and Calais-Frethun. For Volvic the route is thought to be from the SEV bottling plant in Riom to the UK via Gannat, Saincaize, Vierzon, Valenton (Paris), Longueau and Calais Frethun. From Wembley this train continues on route to Crick under headcode 6B41 and is ultimately unloaded at a distribution warehouse at Daventry International Rail Freight Terminal (DIRFT).

 

A similar set of cargowaggon vans was photographed by Nicolas Villenave on 9 May 2014 returning empty passing through Écaillon (department Nord) on their way from Calais Frethun to Culoz railway junction in the Ain department in the Rhône-Alpes region of France, by Mattias Catry at Boisleux-au-Mont on 9 September 2012 and by Laurent Knop at Béthisy-St.-Pierre, Picardie in the Oise department on 12 March 2014. 66067 (works number 968702-067) was built by General Motors Electro-Motive Division, London, Ontario, Canada in 1998 and unloaded from the Heavy Lift Ship MV "Fairlift" at Newport Docks on 5 February 1999.

 

According to Realtime Trains the route and timings for 6B20 were;

Dollands Moor Sidings .........0707.........0727..........20L

Ashford International UML...0723.........0746 3/4..23L

Maidstone East [MDE] 1.........0750 1/2..0814 1/4....23L

Otford Junction[XOT]............0817 1/2....0839 1/2...22L

Swanley [SAY] 1.......................0829 1/2..0851...........21L

St Mary Cray Junction...........0835.........0856 1/4....21L

Bickley Junction[XLY]............0836 1/2..0859 1/4...22L

Bromley South [BMS].............0840.........0904 1/2...24L

Shortlands [SRT].....................0842.........0907.........24L

Shortlands Junction...............0843.........0909 1/2...26L

Voltaire Road Junction.........0906 1/2..0922..........15L

Latchmere Junction...............0911 1/2....0931 1/2....20L

Imperial Wharf [IMW] 2..........0915 1/2...0934 1/4....18L

West Brompton [WBP] 4.......0918..........0936 1/4....18L

Kensington Olympia .............0922........0938 3/4...16L

Shepherds Bush [SPB] 2.......0923.........0942..........19L

North Pole Signal Vc813.......0924 1/2..0944..........19L

North Pole Junction...............0925........0943 1/2....18L

Mitre Bridge Junction............0926 1/2..0946..........19L

Willesden West Londn Jn.....0928.........0947 1/2....19L

Wembley Eur Frt Ops Ctr.....0939.........0952..........13L

 

At Wembley 66067 was replaced by two class 90s numbers 037 and 021 the wagons continuing on to Daventry under headcode 6B41.

Wembley Eur Frt Ops Ctr................1143..........1308...........85L

Wembley Central [WMB] 5..............1148 1/2...1312 1/2......84L

Harrow & Wealdstone 5..................1154 1/2...1317 1/2......83L

Watford Junction [WFJ] 8................1202........1323 1/2......81L

Apsley [APS] 3....................................1209 1/2..1329 1/2.....79L

Hemel Hempstead [HML] 3............1211 1/2....1331.............79L

Bourne End Junction(Herts) ...........1213..........1332............79L

Berkhamsted [BKM] 3.......................1216 1/2...1335............78L

Tring [TRI] 3.........................................1222........1340 1/4.....78L

Ledburn Junction[XOD]...................1228.........1347............79L

Leighton Buzzard [LBZ] 3................1230.........1351 3/4......81L

Bletchley [BLY] 3...............................1237.........1400...........83L

Denbigh Hall South Junction.........1238 1/2..1401 1/4......82L

Denbigh Hall North Junction..........1240.........1402 1/4.....82L

Milton Keynes Central 3..................1242.........1403 3/4.....81L

Hanslope Junction[XHN].................1248.........1410 1/4......82L

Northampton [NMP] 1.......................1259........1428 1/2.....89L

Northampton Mill Lane Junction...1300 1/2..1501 1/4....120L

Long Buckby [LBK]............................1311...........1511 3/4....120L

Daventry South Junction.................1318..........1520 3/4..122L

  

+++ DISCLAIMER +++

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

  

In July 1967, the first Swedish Air Force student pilots started training on the Saab 105, a Swedish high-wing, twin-engine trainer aircraft developed in the early sixties as a private venture by Saab AB. The Swedish Air Force procured the type for various roles and issued the aircraft with the designation Sk 60.

 

The Sk 60 entered service in 1967, replacing the aging De Havilland Vampire fleet, and had a long-lasting career. But in the late Eighties, by which point the existing engines of the Swedish Air Force's Sk 60 fleet were considered to be towards the end of their technical and economic lifespan and the airframes started to show their age and wear of constant use, the Swedish Air Force started to think about a successor and/or a modernization program.

 

Saab suggested to replace the Saab 105’s Turbomeca Aubisque engines with newly-built Williams International FJ44 engines, which were lighter and less costly to operate, but this was only regarded as a stop-gap solution. In parallel, Saab also started work for a dedicated new jet trainer that would prepare pilots for the Saab 39 Gripen – also on the drawing boards at the time – and as a less sophisticated alternative to the promising but stillborn Saab 38.

 

The Saab 38 (also known as B3LA or A 38/Sk 38) was a single-engine jet trainer and attack aircraft planned by Saab during the 1970s and actually a collaboration between Saab and the Italian aircraft manufacturer Aermacchi (the aircraft resembled the AMX a lot). It was to replace the older Saab 105 jet trainer in the Swedish Air Force, too, but the aircraft never got past the drawing board and was canceled in 1979 in favor of the more advanced Saab JAS 39 Gripen multi-role fighter.

Anyway, this decision left Sweden without a replacement for the Sk 60 as transitional trainer and as a light attack and reconnaissance aircraft.

 

In 1991, Saab presented its new trainer design, internally called "FSK900", to the Swedish Air Force. The aircraft was a conservative design, with such a configurational resemblance to the Dassault-Dornier Alpha Jet that it is hard to believe Saab engineers didn't see the Alpha Jet as a model for what they wanted to do. However, even if that was the case, the FSK900 was by no means a copy of the Alpha Jet, and the two machines can be told apart at a glance. FSK900 had a muscular, rather massive appearance, while the Alpha Jet was more wasp-like and very sleek. The FSK900 was also bigger in length and span and had an empty weight about 10% greater.

 

The FSK900 was mostly made of aircraft aluminum alloys, with some control surfaces made of carbon-fiber / epoxy composite, plus very selective use of titanium. It had high-mounted swept wings, with a supercritical airfoil section and a leading-edge dogtooth; a conventional swept tail assembly; tricycle landing gear; twin engines, one mounted in a pod along each side of the fuselage; and a tandem-seat cockpit with dual controls.

 

The wings had a sweep of 27.5°, an anhedral droop of 7°, and featured ailerons for roll control as well as double slotted flaps. The tailplanes were all-moving, and also featured an anhedral of 7°. An airbrake was mounted on each side of the rear fuselage. Flight controls were hydraulic, and hydraulic systems were dual redundant.

 

The instructor and cadet sat in tandem, both on zero-zero ejection seats, with the instructor's seat in the rear raised 27 centimeters (10.6 inches) to give a good forward view. The cockpit was pressurized and featured a one-piece canopy, hinged open to the right, that provided excellent visibility.

 

The landing gear assemblies all featured single wheels, with the nose gear retracting forward and the main gear retracting forward and into the fuselage, featuring an antiskid braking system. The twin engines were two Williams International FJ44-4M turbofans without reheat, each rated at 16.89 kN (3,790 lbst). These were the same engines, that Saab had also proposed for Saab’s Sk 60 modernization program, even though a less powerful variant for the lighter aircraft.

 

The FSK900 could be fitted with two pylons under each wing and under the fuselage centerline, for a total of five hardpoint. The inner wing pylons were wet and could be used to carry 450 liter (119 US gallon) external tanks, a total external payload of 2,500 kg (5,500 lb) could be carried.

External stores included a centerline target winch for the target tug role, an air-sampling pod for detection of fallout or other atmospheric pollutants, jammer or chaff pods for electronic warfare training, a camera/sensor pod and a baggage pod for use in the liaison role. The aircraft also featured a baggage compartment in the center fuselage, which also offered space for other special equipment or future updates.

 

Potential armament comprised a conformal underfuselage pod with a single 27 mm Mauser BK-27 revolver cannon with 120 rounds (the same weapon that eventually went into the Saab Gripen).

Other weapons included various iron and cluster bombs of up to 454 kg (1.000 lb) caliber, unguided missiles of various calibers and the Rb.74 (AIM-9L Sidewinder) AAM. A radar was not mounted, but the FSK900’s nose section offered enough space for a radome.

 

The Swedish Air Force accepted the Saab design, leading to a contract for two nonflying static-test airframes and four flying prototypes. Detail design was complete by the end of 1993 and prototype construction began in the spring of 1994, leading to first flight of the initial prototype on 29 July 1994. The first production "Sk 90 A", how the basic trainer type was officially dubbed, was delivered to the Swedish Air Force in 1996.

 

In parallel, a contract was signed for the re-engining of 115 Saab Sk 60 aircraft in 1993; the number of aircraft to be upgraded was subsequently reduced as a result of cuts to the defense budget and the advent of the FSK900, of which 60 were ordered initially.

 

The Sk 90 was regarded as strong, agile, and pleasant to fly, while being cheap to operate. Sk 90 As flying in the training role typically painted in the unique “Fields & Meadows” splinter camouflage, although decorative paint jobs showed up on occasion and many aircraft received additional dayglow markings.

Some of the few aircraft given to operational squadrons, which used them for keeping up flight hours and as hacks, had apparently been painted in all-grey camouflage to match the combat aircraft they shared the flight line with.

 

With the Sk 90 S a new variant was soon introduced, replacing the Sk 60 C, two-seat ground attack/reconnaissance version for the Swedish Air Force with an extended camera nose. It featured a similar camera arrangement to the Sk 60 C with a panoramic camera, plus an avionics palet in the baggage compartment for a modular DICAST (Digital Camera And Sensor Tray) pod under the fuselage. Unlike the Sk 60 C, which was converted from existing Sk 60 A trainers, the Sk 90 S was an original design. 20 were delivered until 1997, together with the standard trainers, which were kept on the production lines at slow pace until 1999.

 

A total of 108 production Sk 90s were built, and the Swedish Air Force has no further requirement for new Sk 90s at present. Upgrades are in planning, including fit of at least some Sk 90s with a modern "glass cockpit" to provide advanced training for the Saab Gripen (which had entered service in June 1992), and a full authority digital engine control (FADEC) for the FJ44-4M turbofans. Integration of the Rb.75 (the AGM-65A/B Maverick in Swedish service) together with a pod-mounted FLIR camera system was also suggested, improving the Sk 90’s attack capability dramatically. These updates were started in 2000. The modified aircraft received the designation Sk 90 B and Sk 90 SB, respectively, and until 2006 the whole fleet was updated.

 

Tests were also made with reinforced underwing pylons that would allow the carriage of the RBS-15 anti-ship missile. Even though the Sk 90 did not carry a radar, the missile-armed trainers were considered as a linked multiplicators for Saab 39s with the appropriate avionics, so that salvoes of multiple missiles could be launched in order to overload ship defences and improve hit probability. While the latter assumption was proved as correct during field trials with two modified Sk 90s, the missiles’ extra drag and the consequent loss in agility, speed and range made the concept unpractical, since the armed Sk 90 could not keep up with the Saab 39, limit reaction time and would offer an easy target.

 

Another plan was the Sk 90 C, a two-seater with enhanced attack capabilities. Its most distict feature was a simplified PS-05/A pulse-Doppler X band multi-mode radar, developed by Ericsson and GEC-Marconi for the JAS 39 Gripen.

The system was based on the Blue Vixen radar for the Sea Harrier that also served as the basis for the Eurofighter's CAPTOR radar, and it would allow a highly improved air-to-air and air-to-ground capability, also in better concunction with the Saab Gripen as lead aircraft. Two technology demonstrators were converted from Sk 90 A trainers, but the project was shelved - due to budget restrictions and simply through the fact that the JAS 39 Gripen offered anything the Swedish Air Force had called for in just one, single weapon system, so that the Sk 90 remained in its advanced trainer and tactical recce role. The technology package was offered to foreign customers, though.

 

Despite its qualities and development potential, the Sk 90 did not attain much foreign interest. It suffered from bad timing and from the focus on domestic demands. It came effectively 10 years too late to be serious export success, and the Sk 90 was very similar to the Dassault/Dornier Alpha Jet (even though it was cheaper to operate) - at a time when the German Luftwaffe started to prematurely phaze out its attack variant and flooded the market with cheap second hand aircraft in excellent condition. Besides, the Saab Sk 90 had, with the BAe Hawk, another proven competitor with a long operational track record all over the world.

 

Modest foreign sales could be secured, though: Austria procured 36 Sk 90 Ö in 2002 (basically comparable with the updated Sk 90 B), replacing its Saab 105 fleet and keeping up its close connection with Saab since the Seventies. Malaysia showed interest, too, as well as Singapore, Myanmar, Finland, Poland and Hungary.

 

The latest interest came from the Republic of Scotland in late 2017 – after the country’s separation from the United Kingdom and building an independent air force with a supplier from a neutral country.

The Republic of Scotland’s Air Corps (RoScAC) started negotiations with Saab and the Swedish government over either eight newly built or refurbished, older Sk 90 As that were updated to C standard with the PS-05/A radar.

Scotland additionally showed interest in a small fleet of 1st generation Saab 39 interceptors that would replace the RAF fighters based on Scottish ground.

  

General characteristics:

Crew: two pilots in tandem

Length incl. pitot: 13.0 m (42 ft 8 in) for the A trainer, 13.68 m (44 ft 10 in) for the S variant

Wingspan: 9.94 m (32 ft 7 in)

Height: 4.6 m (15 ft 1 in)

Empty weight: 3,790 kg (8,360 lb)

Max. takeoff weight: 7,500 kg (16,530 lb)

 

Powerplant:

2× Williams International FJ44-4M turbofans without reheat, rated at 16.89 kN (3,790 lbst) each

 

Performance:

Maximum speed: 1,038 km/h (645 mph)

Range: 1,670 km (900 nm)

 

Armament:

No internal gun; five hardpoints for 2,500 kg (5,500 lb) of payload and a variety of ordnance

  

The kit and its assembly:

A simple kit travesty! This is basically the 1:72 Kawasaki T-4 from Hasegawa, with little modifications.

Originally, I wondered what an overdue Saab 105 replacement could or would look like? The interesting Saab 38 never saw the light, as mentioned above, there was also an A-10-style light attack aircraft (maybe to be built as a kitbashing some day...) and I assume that neutral Sweden would rather develop its own aircraft than procure a foreign product.

 

Consideration of the BAe Hawk, Alpha Jet and the L-39 Albatros as inspirations for this project, I eventually came across the modern but rather overlooked Japanese Kawasaki T-4 trainer – and found that it had a certain Swedish look about it? Hmm... And coupled with a very characteristic paint scheme, like “Fields & Meadows”, maybe…?

 

I wanted to keep things simple, though, so the T-4 was mostly built OOB. A pleasant experience. The kit is relatively simple and fit is very good, with only minimal PSR necessary.

 

The only changes are the underwings hardpoints, which come from a Heller SEPECAT Jaguar, the pair of drop tanks (from an Academy F-5E, IIRC), a scratched recce pod for the ventral hardpoint and a modified bow section. This camera nose is a transplant from a Marivox Saab 105, assuming that the new trainer would be employed in similar roles as the Sk 60. The respective Swedish kit comes with a lot of optional parts, including the extended Sk 60 C’s camera nose - and it fits very well onto the T-4's rounded nose.

  

Painting and markings:

Well, when building a kit is not a true challenge, maybe the paint job is? The T-4 in a "Fields & Meadows" livery was the initial inspiration for this build, so I tried to stick with the concept as far as possible, even though I'd assume that Swedish aircraft in the kit's time frame would rather be grey with subdued markings. But there's hardly anything as Swedish and spectacular as "Fields & Meadows", and this scheme would also be perfect for the tactical recce role of this build.

 

The pattern was loosely inspired by the Saab Viggens’ scheme (I found pictures of Sk 60 in Fields & Meadows, but could not puzzle together a complete view) as benchmark.

 

Painting was done with a fine brush (size 2), free-handedly. Even the waterline was created without masking tape - a clean, bigger brush (size 6) was enough to create the sharp edge. This sounds bizarre and maybe suggest a masochistic touch, but it actually worked better than expected - and I was in the lucky situation that I did not have to slavishly copy and recreate the splinter pattern on a real-world model. ;-)

 

Finding proper tones for the famous and very characteristic Swedish paint scheme was not easy, though. Pictures of real aircraft vary largely, light conditions and weathering make a proper identification difficult, to say the least. Since I wanted a simple solution (a lot of corrections during the painting process was expected), I settled upon the following enamel tones:

• Modelmaster 2060, RAF Dark Green

• Humbrol 150, Forest Green FS 34127

• Humbrol 72, Khaki Drill, for the earth tone

• A 1:1 mix of Humbrol 33 (Flat Black) + Modelmaster 2094 (RAL 7021) for a very dark grey

• Humbrol 247 (RLM 76) for the undersides

 

Painting was done from black (starting here because it was the only mixed tone), then the earth tone, light green and finally the dark green - a slow (2 full days) but rather uncomplicated process. But I think that the effort paid out, and helps selling the fictional Sk 90 idea.

 

The cockpit was painted in neutral grey, while the landing gear and the air intakes became white. A very Swedish touch are the bright green headrests - seen on Saab 37.

 

The markings were kept simple, puzzled together from various sources. Tactical codes come from a Heller Saab 37 Viggen sheet, while the roundels come from an RBD Models sheet (great stuff!) from Sweden - they actually belong to a Saab 32, but since the roundel sizes are normed the transplant onto the smaller aircraft here was easy and even plausible.

 

Some stencils were taken from the T-4 OOB sheet or gathered together from the scrap box, e .g. the "FARA" warnings.

The silver trim at the flaps and the fin rudder were made with generic 0.5mm decal stripes in silver. Similar strips in black were used to create the de-icers on the wings' leading edges.

 

Finally, the kit was sealed with matt acrylic varnish (Italeri).

  

Not tough to build, but still a challenge to paint. But the result is spectacular, and the T-4 under foreign flag looks disturbingly plausible. How could Sweden hide this aircraft from the public for so long...?

And it's certainly not the last T-4 I will build. A Scottish aircraft, as mentioned in the background, is a hot candidate - but the aircraft has a lot of OOB whiffing potential...

Bath, New York. April 2014.

 

In 2013, Tractor Supply remodeled a former P&C supermarket and moved in while Save a Lot relocated from an old location elsewhere in Bath into a former Eckerd that was never a Rite Aid.

 

This Sign used to house both companies logos.

Southbound I-5 between the Convention Center and I-90 was reduced to one lane over President’s Day weekend to replace several aging expansion joints. Replacing the old joints helps prevent emergency repairs in the future, which are costly and can cause unplanned backups during rush hour.

Fourth generation (1991–1996)

 

The 1991 model was completely restyled—It replaced the 1977-based rectilinear design with rounded, more aerodynamic sheetmetal. While the body and interior were all new, excluding the Anti-Lock Braking System, the chassis and powertrain were carried over from the 1990 model. and several major components (including the floor pan) are entirely interchangeable between 1977 and 1996.

 

Motor Trend awarded the new Caprice Classic Car of the Year. Two trim levels were initially offered—Caprice and Caprice Classic, replacing the previous Classic and Brougham models. General Motors had hoped to regain the top spot as America's favorite automobile with the new aerodynamic styling of their full-size offering.

 

The last-generation Caprice was not well received by critics and did not hold on to high sales numbers. The car's styling was criticized with car aficionados calling it a "beached whale" and "an upside-down bathtub". For 1993 there were some revisions, the most obvious being the removal of the skirted rear wheel wells in favor of more conventional, open wheel wells. This applied only to the sedan model; station wagons retained the skirted wheel wells. In 1995, minor modifications were made to the C-pillars & the wagon was given the same mirrors as the sedan; 1995 was the final year for the Caprice wagon.

 

In 1994 the Caprice received the new-generation GM engines, including an optional detuned version of the Corvette's LT1 350 cu in (5.7 L) engine that put out 260 hp (194 kW) and 330 lb·ft (447 N·m) of torque. The standard engine in all sedans, including the 9C1 police cars, was the 200 hp (150 kW), L99 263 (4.3 L) V8. The LT1 was optional in the 9C1 police-package and standard in the wagon. The LT1 350 was standard in the civilian sedans with the addition of the B4U towing package. The towing package also gave a heavy duty suspension nearly identical to the 9C1 police car suspension, 2.93 gears, heavy duty cooling, heavy duty rear drum brakes and positraction. The 265 (4.3 L) L99, and 350 (5.7 L) LT1 look nearly identical externally. Many 4.3 L99 equipped sedans are passed off as 5.7 LT1 cars. The 8th digit in the Vehicle Identification Number is the Engine code. W: 4.3 L L99, P: 5.7 L LT1. The 1994 Caprice's interior had a redesign which featured a Camaro steering wheel, digital speedometer and a new console.

 

The Caprice 9C1 with the LT1 engine became one of the fastest and most popular modern day police vehicles. This vehicle established such strong devotion by many police departments that a cottage industry thrived in refurbishing Caprices for continued police service after GM discontinued production of the car.

 

The car's production was stopped in 1996 from sales pressure from the mid-size Chevrolet Lumina, financial troubles at General Motors, and consumer demand shifting from full-sized family sedans to the increasingly popular sport utility vehicles. The Arlington, Texas vehicle assembly plant (used for Caprices, Buick Roadmaster, Oldsmobile Custom Cruiser, and Cadillac Fleetwood) was converted to produce GM's more profitable full size SUVs (the Tahoe and Suburban). In 1997, the Lumina LTZ would take the Caprice's place as Chevrolet's premium passenger car. Total production of 1991–96 models was 689,257 with production ending on December 13, 1996.

 

Aftermath

 

With the exit of the Caprice, the Ford Crown Victoria and its corporate siblings (Mercury Grand Marquis and Lincoln Town Car), continued as the sole traditional rear-drive, body-on-frame, V8-powered American sedans (though the final assembly point is in Canada) until their discontinuation in 2011. Thereafter the Ford Crown Victoria dominated police vehicle sales from 1997 through 2011. Dodge would introduce the unibody Dodge Charger in 2006 (Chrysler Corp and AMC had a long history of using unibody rather than body on frame for their full sized cars since 1960 and 1948, respectively), the division's first rear-wheel drive sedan since 1989.

 

The Chevrolet Impala nameplate was reintroduced to the American passenger car market in 2000 as the marque's premium offering, albeit in a front wheel drive configuration.

 

[Text from Wikipedia]

 

en.wikipedia.org/wiki/Chevrolet_Caprice

 

The car shown here is a 1992 Caprice Taxi from the film '28 Days'.

 

www.imcdb.org/vehicle.php?id=3421

 

www.imdb.com/title/tt0191754/

 

This miniland-scale Lego Chevrolet Caprice Taxi (1991 - '28 Days') has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.

  

Replaced all of the sound proofing under the cab

+++ DISCLAIMER +++

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

  

Some background:

The Tornado ADV had its origins in an RAF Air Staff Requirement 395 (or ASR.395), which called for a long-range interceptor to replace the Lightning F6 and Phantom FGR2. The requirement for a modern interceptor was driven by the threat posed by the large Soviet long-range bomber fleet, in particular the supersonic Tupolev Tu-22M. From the beginning of the Tornado IDS's development in 1968, the possibility of a variant dedicated to air defence had been quietly considered; several American aircraft had been evaluated, but found to be unsuitable. However, the concept proved unattractive to the other European partners on the Tornado project, thus the UK elected to proceed in its development alone. On 4 March 1976, the development of the Tornado ADV was formally approved.

 

In 1976, British Aerospace was contracted to provide three prototype aircraft. The first prototype was rolled out at Warton on 9 August 1979, before making its maiden flight on 27 October 1979. During the flight testing, the ADV demonstrated noticeably superior supersonic acceleration to the IDS, even while carrying a full weapons loadout.

 

The Tornado ADV's differences compared to the IDS include a greater sweep angle on the wing gloves, and the deletion of their kruger flaps, deletion of the port cannon, a longer radome for the Foxhunter radar, slightly longer airbrakes and a fuselage stretch of 1.36 m to allow the carriage of four Skyflash semi-active radar homing missiles. The stretch was applied to the Tornado front fuselage being built by the UK, with a plug being added immediately behind the cockpit, which had the unexpected benefit of reducing drag and making space for an additional fuel tank (Tank '0') carrying 200 imperial gallons (909 l; 240 U.S. gal) of fuel. The artificial feel of the flight controls was lighter on the ADV than on the IDS. Various internal avionics, pilot displays, guidance systems and software also differed; including an automatic wing sweep selector not fitted to the strike aircraft.

 

Production of the Tornado ADV was performed between 1980 and 1993, the last such aircraft being delivered that same year. A total of 165 Tornado ADVs were ordered by Britain, the majority being the Tornado F3. However, the Tornado ADV’s replacement, the aircraft that is known today as the Eurofighter Typhoon, met several delays – primarily of political nature. Even though the first production contract was already signed on 30 January 1998 between Eurofighter GmbH, Eurojet and NETMA for the procurement of a total of 232 for the UK, the development and eventually the delivery of the new aircraft was a protracted affair. It actually took until 9 August 2007, when the UK's Ministry of Defence reported that No. 11 Squadron RAF, which stood up as a Typhoon squadron on 29 March 2007, had received its first two multi-role Typhoons. Until then, the Tornado F.3 had become more and more obsolete, since the type was only suited to a limited kind of missions, and it became obvious that the Tornado ADV would have to be kept in service for several years in order to keep Great Britain’s aerial defence up.

 

In order to bridge the Typhoon service gap, two update programs had already been launched by the MoD in 2004, which led to the Tornado F.5 and F.6 versions. These were both modified F.3 airframes, catering to different, more specialized roles. The F.5 had a further extended fuselage and modified wings, so that it could operate more effectively in the long range fighter patrol role over the North Sea and the Northern Atlantic. On the other side, the F.6 was tailored to the mainland interceptor role at low and medium altitudes and featured new engines for a better performance in QRA duties. Both fighter variants shared improved avionics and weapons that had already been developed for the Eurofighter Typhoon, or were still under development.

 

The Tornado F.6’s new engines were a pair of Eurojet EJ200 afterburning turbofans, which offered 30% more dry and 20% more afterburner thrust than the F.3’s original Turbo-Union RB199-34R turbofans. These more modern and fuel-efficient engines allowed prolonged supercruise, and range as well as top speed were improved, too. Furthermore, there was the (theoretical) option to combine the new engine with vectored thrust nozzles, even though this would most probably not take place since the Tornado ADV had never been designed as a true dogfighter, even though it was, for an aircraft of its size, quite an agile aircraft.

 

However, the integration of the EJ200 into the existing airframe called for major modifications that affected the aircraft’s structure. The tail section had to be modified in order to carry the EJ200’s different afterburner section. Its bigger diameter and longer nozzle precluded the use of the original thrust reverser. This unique feature was retained, though, so that the mechanism had to be modified: the standard deflectors, which used to extend backwards behind the nozzles, now opened inwards into the airflow before the exhaust.

Since the new engines had a considerably higher airflow rate, the air intakes with the respective ducts had to be enlarged and adapted, too. Several layouts were tested, including two dorsal auxiliary air intakes to the original, wedge-shaped orifices, but eventually the whole intake arrangement with horizontal ramps was changed into tall side intakes with vertical splitter plates, reminiscent of the F-4 Phantom. Even though this meant a thorough redesign of the fuselage section under the wing sweep mechanism and a reduction of tank “0”’s volume, the new arrangement improved the aircraft’s aerodynamics further and slightly enlarged the wing area, which resulted in a minor net increase of range.

 

The F.3’s GEC-Marconi/Ferranti AI.24 Foxhunter radar was retained, but an infrared search and track (IRST) sensor, the Passive Infra-Red Airborne Track Equipment (PIRATE), was mounted in a semispherical housing on the port side of the fuselage in front of the windscreen and linked to the pilot’s helmet-mounted display. By supercooling the sensor, the system was able to detect even small variations in temperature at a long range, and it allowed the detection of both hot exhaust plumes of jet engines and surface heating caused by friction.

PIRATE operated in two IR bands and could be used together with the radar in an air-to-air role, adding visual input to the radar’s readings. Beyond that, PIRATE could also function as an independent infrared search and track system, providing passive target detection and tracking, and the system was also able to provide navigation and landing aid.

In an optional air-to-surface role, PIRATE can also perform target identification and acquisition, up to 200 targets could be simultaneously tracked. Although no definitive ranges had been released, an upper limit of 80 nm has been hinted at; a more typical figure would be 30 to 50 nm.

 

The Tornado F.3’s Mauser BK-27 revolver cannon was retained and the F.6 was from the start outfitted with the AIM-120 AMRAAM air-to-air missile, with the outlook to switch as soon as possible to the new, ram jet-driven Meteor AAM with higher speed and range. Meteor had been under development since 1994 and was to be carried by the Eurofighter Typhoon as its primary mid-range weapon. With a range of 100+ km (63 mi, 60 km no-escape zone) and a top speed of more than Mach 4, Meteor, with its throttleable ducted rocket engine, offered a considerably improvement above AMRAAM. However, it took until 2016 that Meteor became fully operational and was rolled out to operational RAF fighter units.

 

A total of 36 Tornado F.3 airframes with relatively low flying hours were brought to F.6 standard in the course of 2006-8 and gradually replaced older F.3s in RAF fighter units until 2009. The Tornado F.3 itself was retired in March 2011 when No. 111 Squadron RAF, located at RAF Leuchars, was disbanded. Both the F.5 and F.6 will at least keep on serving until the Eurofighter Typhoon is in full service, probably until 2020.

  

General characteristics:

Crew: 2

Length: 18.68 m (61 ft 3½ in)

Wingspan: 13.91 m (45 ft 7½ in) at 25° wing position

8.60 m (28 ft 2½ in) at 67° wing position

Height: 5.95 m (19 ft 6½ in)

Wing area: 27.55 m² (295.5 sq ft)

Empty weight: 14,750 kg (32,490 lb)

Max. takeoff weight: 28,450 kg (62,655 lb)

 

Powerplant:

2× Eurojet EJ200 afterburning turbofans with 60 kN (13,500 lbf) dry thrust and

90 kN (20,230 lbf) thrust with afterburner each

 

Performance:

Maximum speed: Mach 2.3 (2,500 km/h, 1,550 mph) at 9,000 m (30,000 ft)

921 mph (800 knots, 1,482 km/h) indicated airspeed limit near sea level

Combat radius: more than 1,990 km (1.100 nmi, 1,236 mi) subsonic,

more than 556 km (300 nmi, 345 mi) supersonic

Ferry range: 4,265 km (2,300 nmi, 2,650 mi) with four external tanks

Endurance: 2 hr combat air patrol at 560-740 km (300-400 nmi, 345-460 mi) from base

Service ceiling: 15,240 m (50,000 ft)

 

Armament:

1× 27 mm (1.063 in) Mauser BK-27 revolver cannon with 180 RPG under starboard fuselage side

A total of 10 hardpoints (4× semi-recessed under-fuselage, 2× under-fuselage, 4× swivelling

under-wing) holding up to 9000 kg (19,800 lb) of payload; the two inner wing pylons have shoulder

launch rails for 2× Short-Range AAM (SRAAM) each (AIM-9 Sidewinder or AIM-132 ASRAAM)

4× MBDO Meteor or AIM-120 AMRAAM, mounted under the fuselage

  

The kit and its assembly:

The eight entry for the RAF Centenary Group Build at whatifmodelers.com, and after 100 years of RAF what-if models we have now arrived at the present. This modified Tornado ADV was spawned through the discussions surrounding another modeler’s build of a modified F.3 (and examples of other Tornado conversions, e. g. with fixed wings or twin fins), and I spontaneously wondered what a change of the air intakes would do to the aircraft’s overall impression? Most conversions I have seen so far retain this original detail. An idea was born, and a pair of leftover Academy MiG-23 air intakes, complete with splitter plates, were the suitable conversion basis.

 

The basic kit is the Italeri Tornado ADV, even though in a later Revell re-boxing. It’s IMHO the kit with the best price-performance ration, and it goes together well. The kit was mostly built OOB, with some cosmetic additions. The biggest changes came through the integration of the completely different air intakes. These were finished at first and, using them as templates, openings were cut into the lower fuselage flanks in front of the landing gear well. Since the MiG-23 intakes have a relatively short upper side, styrene sheet fillers had to be added and blended with the rest of the fuselage via PSR. The gap between the wing root gloves and the intakes had to be bridged, too, with 2C putty. Messier affair than it sounds, but it went well.

 

In order to make the engine change plausible I modified the Tornado exhaust and added a pair of orifices from an F-18 – they look very similar to those on the Eurofighter Typhoon, and their diameter is perfect for this change. This and the different air intakes stretch the Tonka visually, it looks IMHO even more slender than the F.3.

 

Another issue was the canopy: the 2nd hand kit came without clear parts, but I was lucky to still have a Tornado F.3 canopy in the spares box – but only the windscreen from a Tornado IDS, which does not fit well onto the ADV variant. A 2mm gap at the front end had to be bridged, and the angles on the side as well as the internal space to the HUD does not match too well. But, somehow, I got it into place, even though it looks a bit shaggy.

The IRST in front of the windscreen is a piece of clear styrene sprue (instead of an opaque piece, painted glossy black), placed on a black background. The depth effect is very good!

 

More changes pertained to the ordnance: the complete weaponry was exchanged. The OOB Sidewinders were replaced with specimen from a Hasegawa F-4 Phantom (these look just better than the AIM-9 that come with the kit), and I originally planned to mount four AIM-120 from the same source under the fuselage – until I found a Revell Eurofighter kit in my stash that came with four Meteor AAMs, a suitable and more modern as well as British alternative!

 

All in all, just subtle modifications.

  

Painting and markings:

Well, the RAF was the creative direction, so I stuck to a classic/conservative livery. However, I did not want a 100% copy of the typical “real world” RAF Tornado F.3, so I sought inspiration in earlier low-visibility schemes. Esp. the Phantom and the Lightning carried in their late days a wide variety of grey-in-grey schemes, and one of the most interesting of them (IMHO) was carried by XS 933: like some other Lightnings, the upper surfaces were painted in Dark Sea Grey (instead of the standard Medium Sea Grey), a considerably murkier tone, but XS933 had a mid-height waterline. I found that scheme to be quite plausible for an aircraft that would mostly operate above open water and in heavier weather, so I adapted it to the Tonka. The fact that XS 933 was operated by RAF 5 Squadron, the same unit as my build depicts with its markings, is just a weird coincidence!

An alternative would have been the same colors, but with a low waterline (e.g. like Lightning XR728) – but I rejected this, because the result would have looked IMHO much too similar to the late Tornado GR.4 fighter bombers, or like a Royal Navy aircraft.

 

Since the upper color would be wrapped around the wings’ leading edges, I used the lower wing leading edge level as reference for the high waterline on the forward fuselage, Behind the wings’ trailing edge I lowered the waterline down to the stabilizers’ level.

All upper surfaces, including the tall fin, were painted with Tamiya XF-54, a relatively light interpretation of RAF Dark Sea Grey (because I did not want a harsh contrast with the lower colors), while the fuselage undersides and flanks were painted in Medium Sea Grey (Humbrol 165). The same tone was also used for the underwing pylons and the “Hindenburger” drop tanks. The undersides of the wings and the stabilizers were painted in Camouflage Grey (formerly known as Barley Grey, Humbrol 167).

 

Disaster struck when I applied the Tamiya paint, though. I am not certain why (age of the paint, I guess), but the finish developed a kind of “pigment pelt” which turned out to be VERY sensitive to touch. Even the slightest handling would leave dark, shiny spots!

My initial attempt was to hide most of this problem under post-shading (with Humbrol 126, FS 36270), but that turned the Tonka visually into a Tiger Meet participant – the whole thing looked as if it wore low-viz stripes! Aaargh!

 

In a desperate move (since more and more paint piled up on the upper surfaces, and I did not want to strip the kit off of all paint right now) I applied another thin coat of highly diluted XF-54 on top of the tiger stripe mess, and that toned everything done enough to call it a day. While the finish is not perfect and still quite shaggy (even streaky here and there…), it looks O.K., just like a worn and bleached Dark Sea Grey.

 

A little more rescue came with the decals. The markings are naturally low-viz variants and the RAF 5 Sq. markings come from an Xtradecal BAC Lightning sheet (so they differ from the markings applied to the real world Tornado F.3s of this unit). The zillion of stencils come from the OOB sheet, but the walking area warnings came from a Model Decal Tornado F.3 sheet (OOB, Revell only provides you a bunch of generic, thin white lines, printed on a single carrier film, and tells you “Good luck”! WTF?). Took a whole afternoon to apply them, but I used as many of them as possible in order to hide the paint finish problems… Some things, like the tactical letter code or the red bar under the fuselage roundel, had to be improvised.

  

With many troubles involved (the paint job, but furthermore the wing pylons as well as one stabilizer broke off during the building and painting process…), I must say that the modified Tonka turned out better than expected while I was still working on it. In the end, I am happy with it – it’s very subtle, I wonder how many people actually notice the change of air intakes and jet exhausts, and the Meteor AAMs are, while not overtly visible, a nice update, too.

The paint scheme looks basically also good (if you overlook the not-so-good finish due to the problems with the Tamiya paint), and the darker tones suit the Tonka well, as well as the fake RAF 5 Squadron markings.

After the recovery of the garden hide I was worried that the hide will not work. But last two afternoons I spent testing amaze me with plenty of activity and biodiversity are more than I was expecting.

Conrails red class marker lights are alight on the 8753 as a west bound freight waits at SEPTA's Cheltenham Station, for the SEPTA' dispatchers permission to proceed.

The factory premium sound system was buggered. My friend Will donated this old Pioneer in dash and I reworked the original faceplate to hold it.

Rathfarnham Castle on a sunnier day.

 

Origins:

 

The earlier Anglo-Norman castle which was replaced by the present building was built on lands which were confiscated from the Eustace family of Baltinglass because of their involvement in the Second Desmond Rebellion. It defended the Pale from the Irish clans in the nearby Wicklow Mountains. It is believed the present castle was built around 1583 for Yorkshireman, Adam Loftus, then Lord Chancellor of Ireland and Protestant Archbishop of Dublin. Originally a semi-fortified and battlemented structure, extensive alterations in the 18th century give it the appearance of a Georgian house.

 

The castle consisted of a square building four stories high with a projecting tower at each corner, the walls of which were an average of 5 feet (1.5 m) thick. On the ground level are two vaulted apartments divided by a wall nearly 10 feet (3.0 m) thick which rises to the full height of the castle. On a level with the entrance hall are the 18th century reception rooms and above this floor the former ballroom, later converted into a chapel.

 

Rathfarnham was described as a "waste village" when Loftus bought it. His new castle was not long built when in 1600 it had to withstand an attack by the Wicklow clans during the Nine Years War (Ireland).

 

Civil war:

 

Archbishop Loftus left the castle to his son, Dudley and it then passed to his son Adam in 1616. During Adam's ownership, the castle came under siege in the 1641 rebellion. It was able to hold out against the Confederate army when the surrounding country was overrun. Adam Loftus opposed the treaty of cessation in order the stop the fighting between the Irish Confederates and the English Royalists. Consequently, he was imprisoned in Dublin Castle.

 

During the subsequent Irish Confederate Wars (1641-53), the castle changed hands several times. From 1641 to 1647, it was garrisoned by English Royalist troops. In 1647, Ormonde, commander of the Royalists in Ireland, surrendered Dublin to the English Parliament and Parliamentary troops were stationed at the castle until 1649 when a few days before the Battle of Rathmines, the castle was stormed and taken without a fight by the Royalists. However, the Roundheads re-occupied it after their victory at the Battle of Rathmines. It has also been reported that Oliver Cromwell held council there during his campaign in Ireland before going south to besiege Wexford. Adam Loftus, who recovered his castle and lands under Cromwell, sided with the Parliamentarians and was killed at the Siege of Limerick in 1651.

 

After the English Civil War, the Loftus family retained ownership of the castle. In 1659, Dr. Dudley Loftus, great grandson of Archbishop Loftus, took over the castle. During his lifetime, Dudley held the posts of Commissioner of Revenue, Judge Admiralty, Master in Chancery, MP for Kildare and Wicklow and MP for Bannow and Fethard. His body is interred at St. Patrick's Cathedral.

 

The eighteenth century:

 

The property then passed by marriage to Philip Wharton. The young man lost his money in the South Sea Bubble and in 1723 the castle was sold to the Right Hon. William Connolly, speaker of the Irish House of Commons for £62,000. In 1742, the castle was sold to Dr. Hoadly, Archbishop of Armagh, and on his death four years later it passed to his son-in-law Bellingham Boyle. In 1767, he sold the property to Nicholas Hume-Loftus, second Earl of Ely, a descendant of Adam Loftus, the original builder of the castle.

The castle in 1774

 

Nicholas died within a few years, probably as an indirect result of great hardships which he had suffered in his youth, and the estate passed to his uncle, Hon. Henry Loftus, who was created Earl of Ely in 1771. In commemoration of regaining ownership, the Loftus family constructed another entrance for the castle in the form of a Roman Triumphal Arch. The arch can still be viewed from nearby Dodder Park Road. Henry Loftus, Earl of Ely was responsible for much of the conversion of the medieval fortress into a Georgian mansion and employed renowned architects Sir William Chambers and James 'Athenian' Stuart to carry out these works. The mullioned windows were enlarged and the battlements replaced by a coping with ornamental urns. A semi-circular extension was added to the east side and an entrance porch approached by steps, on the north. The interior was decorated in accordance with the tastes of the period and leading artists, including Angelica Kauffmann were employed in the work. Writers of the period who visited the house have left extravagant descriptions of its splendour.

 

Henry died in 1783 and was succeeded by his nephew Charles Tottenham. He subsequently became Marquess of Ely as a reward for his vote at the time of the Union.

 

The nineteenth and twentieth centuries:

 

In 1812, the family leased the estate to the Ropers and removed their valuable possessions to Loftus Hall in Wexford. The lands and castle were then used for dairy farming and fell into disrepair. To quote a contemporary account from 1838: "Crossing the Dodder by a ford, and proceeding along its southern bank towards Rathfarnham, a splendid gateway at left, accounted among the best productions of that species of architecture in Ireland, invites the tourist to explore the once beautiful grounds of Rathfarnham Castle, but they are now all eloquently waste, the undulating hills covered with rank herbage, the rivulet stagnant and sedgy, the walks scarce traceable, the ice-houses open to the prying sun, the fish-pond clogged with weeds, while the mouldering architecture of the castle, and the crumbling, unsightly offices in its immediate vicinity,…The castle, so long the residence of the Loftus family, and still the property of the Marquis of Ely, subject, however, to a small chief rent to Mr. Conolly, is an extensive fabric,.....The great hall is entered from a terrace, by a portico of eight Doric columns, which support a dome, painted in fresco with the signs of the Zodiac and other devices. This room was ornamented with antique and modern busts, placed on pedestals of variegated marble, and has three windows of stained gloss, in one of which is an escutcheon of the Loftus arms, with quarterings finely executed. Several other apartments exhibited considerable splendour of arrangement, and contained, until lately, numerous family portraits, and a valuable collection of paintings by ancient masters. But, when it is mentioned, that this structure has been for years a public dairy, and the grounds to the extent of 300 acres (1.2 km2) converted to its uses, some notion may be formed of their altered condition.

 

In 1852 it was bought by the Lord Chancellor, Francis Blackburne whose family resided there for three generations. The property developers Bailey & Gibson acquired the castle in 1912 and divided up the estate. The eastern part became the Castle Golf Club, the castle and the southwestern portion were bought in 1913 by the Jesuit Order and the northwestern part was devoted to housing.

 

The Jesuits are an order renowned for their education and one of them; Father O'Leary S.J. constructed a seismograph. This machine could detect earth tremors and earthquakes from anywhere in the world and for a time, Rathfarnham Castle became a source of earthquake information for the national media.

 

To the north of the castle was a long vaulted chamber formerly known as Cromwell’s Court or Fort. This was apparently a barn or storehouse erected as part of the castle farm and had narrow loopholes in its 5-foot (1.5 m) thick walls. In 1922, it was incorporated into the new retreat house, to which it formed the ground story and its character concealed from the outside by a uniform covering of cement plaster.

 

Not far from the Golf Club House was an attractive little temple built of stone and brick, another relic of Lord Ely’s occupation of Rathfarnham. Although rather out of repair, if restored, it would have added much to the charm of this part of the links. Unfortunately, by decision of the committee, it was demolished in 1979.

 

In 1986, the Jesuits sold Rathfarnham Castle but before leaving, they removed the stained glass windows, made in the famous Harry Clarke studios, from the chapel and donated them to Tullamore Catholic Church which had been destroyed by fire in 1983. The other windows were donated to Our Lady's Hospice, Harold's Cross and Temple Street Children's Hospital, Dublin.

 

Preservation:

 

The castle was sold to Delaware Properties in 1985 and it was feared that it was facing demolition. After immense public pressure to save the building, it was purchased by the state in 1987 and was declared a National Monument. Currently, by the Office of Public Works, there is an extensive refurbishment going through the castle but it is still open to the public during the summer months (5th May - 12th October). The Castle is presented as a castle undergoing active conservation, where visitors can see, at first hand, tantalising glimpses of layers of its earlier existence uncovered during research.

WashTec SoftCare Pro Classic in white/yellow "Shell Design" with red SofTecs brushes installed in 2016, replacing a WashTec SoftCare Pro

 

Video - youtu.be/7E3GGgg5hnw

 

• Operator •

Shell

 

• Supplier •

WashTec UK

 

• Address •

Shell Petrol Station

Hitchin Road

Luton

LU2 7UP

England

 

Car Wash replaced in 2026 with a brand new Karcher CW5

flic.kr/p/2rTECYQ

Church of St James, Twycross Leicestershire.

The present building dates back to c1330-1350, but must have replaced an earlier one. More additions were made late in the 14c.

The north side clerestory is 15c when the nave was heightened and the tower built.

In 1840 the north aisle was enlarged to house the box pews belonging to the Curzon / Howe family from Gopsall Hall and their staff. The cemented South porch also dates from this time. These were funded largely by Richard William Penn Curzon, 1st Earl Howe www.flickr.com/gp/52219527@N00/80869R . who was Lord Chamberlain to Queen Adelaide (both of their coats of arms are set into a windows www.flickr.com/gp/52219527@N00/5feFgc www.flickr.com/gp/52219527@N00/ka4B06 )

 

The chancel east window stained glass was presented to the church by Sir Walter Waller in 1840 bought by him when the french revolution threatened (other sources say it was given first to King William lV who gave it to Earl Howe) In the centre light the panel showing the Presentation in the Temple www.flickr.com/gp/52219527@N00/mv630q was originally in the Lady Chapel of St. Denis, near Paris (c. 1145). Below it are Christ taken down from the Cross www.flickr.com/gp/52219527@N00/7Qb517 and the spies carrying the grapes on their return from the promised land; www.flickr.com/gp/52219527@N00/BG0Q8D and the people www.flickr.com/gp/52219527@N00/H86SA9 coming before Moses www.flickr.com/gp/52219527@N00/86v20y both are from the Sainte-Chapelle in Paris of 1243-8. More glass from Sainte-Chapelle shows St. John www.flickr.com/gp/52219527@N00/kM1b8c one of two scenes, meeting the Emperor Domitian or possibly the High Priest Aristodemus. www.flickr.com/gp/52219527@N00/36W50X Also on the south side, a kneeling woman www.flickr.com/gp/52219527@N00/Q732B3 , probably from the choir of Le Mans Cathedral, dedicated 1354, opposite a kneeling monk, possibly Abbot Sugar of St Denis (died 1151`) www.flickr.com/gp/52219527@N00/519pb7

The upper panels are part of a series on the life of St Dominic, possibly from St. Julien de Sault. www.flickr.com/gp/52219527@N00/jBV8p4 www.flickr.com/gp/52219527@N00/Q4q36L

The traceries contain English 15c century fragments, presumably original to the church

A rich and rare treasure in a humble village church

 

+++ DISCLAIMER +++

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

 

Some background:

The G.91Y was an increased-performance version of the Fiat G.91 funded by the Italian government. Based on the G.91T two-seat trainer variant, the single Bristol Orpheus turbojet engine of this aircraft was replaced by two afterburning General Electric J85 turbojets which increased thrust by 60% over the single-engine variant. Structural modifications to reduce airframe weight increased performance further and an additional fuel tank occupying the space of the G.91T's rear seat provided extra range. Combat manoeuvrability was improved with the addition of automatic leading edge slats. The avionics equipment of the G.91Y was considerably upgraded with many of the American, British and Canadian systems being license-manufactured in Italy.

 

Flight testing of three pre-production aircraft was successful, with one aircraft reaching a maximum speed of Mach 0.98. Airframe buffeting was noted and was rectified in production aircraft by raising the position of the tailplane slightly.

An initial order of 55 aircraft for the Italian Air Force was completed by Fiat in March 1971, by which time the company had changed its name to Aeritalia (from 1969, when Fiat aviazione joined the Aerfer). The order was increased to 75 aircraft with 67 eventually being delivered. In fact, the development of the new G.91Y was quite long, and the first order was for about 20 pre-series examples that followed the two prototypes. The first pre-series 'Yankee' (the nickname of the new aircraft) flew in July 1968.

 

AMI (Italian Air Force) placed orders for two batches, 35 fighters followed by another 20, later cut to ten. The last one was delivered around mid 1976, so the total was two prototypes, 20 pre-series and 45 series aircraft. No immediate export success followed, though, and the Italian G.91Ys’ service lasted until the early '90s as attack/recce machines, both over ground and sea, until the AMX replaced them until 1994.

 

However, upon retirement some G.91Ys were still in good condition and the airframes had still some considerable flight hours left, so that about thirty revamped aircraft were put up for sale from 1992 onwards. At the same time, Poland was undergoing a dramatic political change. After the dissolution of the Soviet Union the Eastern European country immediately turned its political attention westward, including the prospects of joining NATO. The withdrawal of Russian forces based in Poland and partly obsolete military equipment of the Polish forces themselves led to a procurement process from 1991 onwards, which, among others, included a replacement for the Polish MiG-17 (domestic Lim-5, Lim-6 and Lim-6bis types), which had been operated by both Polish air force and navy since the late Sixties, primarily as fighter bombers in their late career, but also for reconnaissance tasks.

 

The G.91Y appeared, even though a vintage design, to be a suitable replacement option, since its performance envelope and the equipment outfit with three cameras in the nose made it a perfect package – and the price tag was not big, either. Especially the Polish Navy showed much interest, and after 10 months of negotiations Poland eventually bought 22 G.91Y from Italy, plus five G.91T two-seaters for conversion training, which were delivered between June 1993 and April 1994.

 

For the new operator the machines only underwent minor modifications. The biggest change was the addition of wirings and avionics for typical Polish Air Force ordnance, like indigenous MARS-2 pods for 16 unguided 57mm S-5 missiles, iron bombs of Russian origin of up to 500 kg (1.100 lb) caliber, SUU-23-2 gun pods as well as R-3 and R-60 missiles (which were very similar to the Western AIM-9 Sidewinder and actually date back to re-engineered specimen obtained by the USSR during the Korea war!). All machines were concentrated at Gdynia-Babie Doły in a newly founded, dedicated fighter bomber of the 1 Naval Aviation Squadron, which also operated MiG-21 fighters and PZL Iskra trainers. The Polish G.91Ys, nicknamed “Polski Fiat” by their crews (due to their compact size and overall simplicity, in reminiscence of the very popular, locally license-built Fiat 126), not only replaced the vintage MiG-17 types and some Polish Navy MiG-21 fighters, but also the handful of MiG-15UTI trainer veterans which were still used by the Polish Navy for observation duties over the Baltic Sea.

 

When Poland joined NATO on 12 March 1999, the G.91Ys (18 were still in service, plus all five trainers) received another major overhaul, a new low-visibility paint scheme, and they were updated with avionics that ensured inter-operability with other NATO forces, e .g. a GPS positioning sensor in a small, dorsal hump fairing. In 2006, when deliveries of 48 F-16C/D fighters to Poland started, the G.91Ys were to be retired within 12 months. But problems with the F-16s’ operability kept the G.91Y fleet active until 2011, when all aircraft were grounded and quickly scrapped.

  

General characteristics:

Crew: one

Length: 11.67 m (38 ft 3.5 in)

Wingspan: 9.01 m (29 ft 6.5 in)

Height: 4.43 m (14 ft 6.3 in)

Wing area: 18.13 m² (195.149 ft²)

Empty weight: 3,900 kg (8,598 lb)

Loaded weight: 7,800 kg (17,196 lb)

Max. takeoff weight: 8,700 kg (19,180 lb)

 

Powerplant:

2× General Electric J85-GE-13A turbojets, 18.15 kN (4,080 lbf) each

 

Performance:

Maximum speed: 1,110 km/h (600 kn, 690 mph, Mach 0.95) at 10,000 m (33,000 ft)

Range: 1,150 km (621 nmi, 715 mi)

Max. ferry range with drop tanks: 3,400 km (2,110 mls)

Service ceiling: 12,500 m (41,000 ft)

Rate of climb: 86.36 m/s (17,000 ft/min)

Wing loading: 480 kg/m² (98.3 lb/ft² (maximum)

Thrust/weight: 0.47 at maximum loading

 

Armament:

2× 30 mm (1.18 in) DEFA cannons with 120 RPG

4× under-wing pylon stations with a capacity of 1,814 kg (4,000 lb)

  

The kit and its assembly:

This whiffy Yankee Gina was inspired by a profile that had popped up during WWW picture search a while ago. Tracking it back, I found it to be artwork created and posted at DeviantArt by user “Jeremak-J”, depicting a G.91Y in polish markings and sporting a two-tone grey camouflage with light blue undersides and a medium waterline. I found the idea bizarre, but attractive, and, after some research, I found a small historic slot that might have made this “combo” possible.

 

When I recently delved through my (growing…) kit pile I came across a Matchbox G.91Y in a squashed box and with a cracked canopy – and decided to use that kit for a personal Polish variant.

The Matchbox G.91Y bears light and shadow galore. While it is IIRC the only IP kit of this aircraft, it comes with some problem areas. The fit of any major kit component is mediocre and the cockpit tub with an integral seat-thing is …unique. But the overall shape is IMHO quite good – a typical, simple Matchbox kit with a mix of (very fine) raised and engraved panel lines.

 

The OOB canopy could not be saved, but I was lucky to find a replacement part in the spares box – probably left over from the first G.91Y I built in the early Eighties. While the donor part had to be stripped from paint and was quite yellowed from age, it saved the kit.

 

It was built almost OOB, since major changes would not make sense in the context of my background story of a cheap 2nd hand purchase for an air force on a lean budget. I just added some details to the cockpit and changed the ordnance, using missile pods and iron bombs of Soviet origin (from a Kangnam/Revell Yak-38).

The exhausts were drilled open, because OOB these are just blank covers, only 0.5 mm deep! Inside, some afterburners were simulated (actually main wheels from an Arii 1:100 VF-1).

The flaps were lowered and extended, which is easy to realize on this kit.

The clumsy, molded guns were cut away, to be later replaced with free-standing, hollow steel needles.

In order to add some more exterior detail I also scratched the thin protector frames around the nozzles with thin wire.

Since the replacement canopy looked quite old and brittle, I did not dare cutting the clear part in two, so that the cockpit remained closed, despite the effort put into the interior.

A personal extra is the pair of chaff/flare dispensers on the rear fuselage, reminiscent of Su-22 installations.

  

Painting and markings:

The inspiring profile was nice, but I found it to be a bit fishy. The depicted tactical code format would IMHO not be plausible for the aircraft’s intended era, and roundels on the fuselage flanks would also long have gone in the Nineties. Therefore, I rather looked at real world benchmarks from the appropriate time frame for my Polish Gina’s livery, even though I wanted to stay true to the artist’s original concept, too.

 

One direction to add more plausibility was the scheme that Polish Su-22 fighter bombers received during their MLU, changing the typical tactical camouflage in up to four hues of green and brown into a much more subdued two tone grey livery with lighter, bluish-grey undersides, combined with toned-down markings like tactical codes in white outlines only. Some late MiG-21s also received this type of livery, and at least one Polish Fishbed instructional airframe received white low-viz national insignia.

 

For the paint scheme itself I used the MiG-21 pattern as benchmark (found in the Planes & Pilots MiG-21 book) and adapted it to the G.91Y as good as possible. The tones were a little difficult to define – some painting instructions recommend FS 36118 (US Gunship Grey) for the dark upper grey tone, but this is IMHO much too murky. Esp. on the Su-22s, the two upper greys show only little contrast, and the lower grey does not stand out much against the upper tones, either. On the other side, I found a picture of a real-life MiG-21U trainer in the new grey scheme, and the contrast between the grey on the upper surfaces appeared much stronger, with the light grey even having a brownish hue. Hmpf.

 

As a compromise I settled for FS 36173 (F-15E Dark Grey) and 36414 (Flint Grey). For the undersides I went for FS 35414 (Blue Green), which comes close to the typical Soviet underside blue, but it is brighter.

After basic painting, the kit received a light black ink wash and subtle post-shading, mostly in order to emphasize single panels, less for a true weathering effect.

The cockpit was painted in Dark Gull Grey (Humbrol 140), with a light blue dashboard and a black ejection seat. The OOB pilot was used and received an olive drab suit with a light grey helmet, modern and toned down like the aircraft itself. The landing gear as well as the air intake interior were painted in different shades of aluminum.

 

The decals were, as so often, puzzled together from various sources. The interesting, white-only Polish roundels come from a Mistercraft MiG-21. I also added them to the upper wing surfaces – this is AFAIK not correct, but without them I found the model to look rather bleak. Under the wings, full color insignia were used, though. The English language “Navy” markings on the fuselage might appear odd, but late MiG-21s in Polish Navy service actually had this operator designation added to their spines!

 

The typical, tactical four-digit code consists of markings for Italian Tornados, taken from two different Italeri sheets. The squadron emblem on the fin came from a Mistercraft Su-22, IIRC.

Most stencils were taken from the OOB sheet, some of them were replaced with white alternatives, though, in order to keep a consistent overall low-viz look.

 

Finally the kit was sealed with matt acrylic varnish.

  

An interesting result. Even though this Polish Gina is purely fictional, the model looks surprisingly convincing, and the grey low-viz livery actually suits the G.91Y well.

Replacing an earlier digital photo with a better version 17-Jan-20.

 

This aircraft was delivered to GECAS and leased to Futura International Airways as EC-JDU in Mar-05. It was wet-leased to AMC Airlines (Egypt) in Nov-06 and returned to Futura in May-07. It was wet-leased to Garuda Indonesia Airlines in Nov-07 and returned to Futura in Apr-08.

 

Futura ceased operations in Sep-08, the aircraft was returned to the lessor and initially stored at Tenerife, Canary Islands, Spain. It was re-registered EI-ECL in Oct-08 and ferried to Budapest, Hungary in Nov-08 for further storage. It was due to be leased to Blue Panorama Airlines but the lease was cancelled.

 

In Mar-09 it was leased to Norwegian Air Shuttle as LN-NOP. It was returned to the lessor in Jan-15 and again stored at Budapest. The aircraft was leased to Alrosa Air (Russia) as EI-ECL in Jun-15.

 

When Russia invaded Ukraine in Feb-22 the aircraft was withdrawn from service and stored at Ulan Bator, Mongolia. It was ferried to Naples, Italy in May-22, returned to the lessor and stored.

 

It was ferried to Shannon, Ireland in Nov-22 for further storage. In Jan-23 it was either leased or sold to ASL Aviation Holdings (Ireland) as OE-IXJ. It was ferried to Jinan, China in Apr-23 and is currently awaiting freighter conversion. Updated 26-Sep-23.

Replaces the 737 Service

Replacing an earlier scanned print with a better version 08-Dec-21 (DeNoise AI).

 

Named: "Friendship".

 

This aircraft was delivered to BOAC British Overseas Airways Corporation as G-AOVF in Jan-58. It was leased to British Eagle International Airlines in Mar-64.

 

In early 1968 the aircraft was converted to Combi/Freighter configuration with a main deck cargo door. British Eagle ceased operations in Nov-68 (I was out of a job!) and it was repossessed by BOAC at the end of that month.

 

In Jan-70 the aircraft was sold to Monarch Airlines and stored at Luton, UK. It was leased to Donaldson International Airlines (UK) in Apr-70 and they bought it in Jul-72. It was withdrawn from service and stored at Coventry (Baginton), UK the same month.

 

The aircraft was sold to IAS International Aviation Service (UK) in Oct-72 and leased to African Safari Airways in Nov-72. It returned to IAS in Dec-72. In Apr-76 it was leased to Invicta Airways (1976) Ltd (UK) and they bought it in Nov-78.

 

It was leased to Redcoat Air Cargo (UK) in Aug-79 and then leased to IAC Cargo (Zaire) as 9Q-CAZ in Jan-81, returned to Invicta as G-AOVF in Jun-81.

 

The aircraft was sold to Merchant Air in Feb-84 and was donated to the Cosford Aerospace Museum in May-84. It was repainted for display in BOAC livery and later in RAF Transport Command livery. On display. Updated 08-Dec-21.

Replacing an earlier digital photo with a slightly better version, plus DeNoise AI 04-Nov-22.

 

With additional 'Newcastle International, 25 years' titles on a dark November day at Manchester.

 

This aircraft was delivered to Air Holland as PH-AHE in Mar-88. It was leased to Sterling Airways as OY-SHE in Oct-89 and returned to Air Holland in Apr-90. It was leased to Sterling Airways again, as OY-SHE, between Oct-90 & Apr-91.

 

It was due to be wet-leased to AWA Africa West Airlines in Dec-91 but that didn't happen as AWA never got started! The aircraft was briefly wet-leased to El Al Israel Airlines in Apr-93. It was sold to Finova Capital in May-96 and leased back to Air Holland.

 

In Dec-96 it was wet-leased to Icelandair, returning to Air Holland in Mar-97. It was wet-leased to Dinar Lineas Aereas (Argentina) between Feb & May-98. In Dec-99 the aircraft was wet-leased to Spanair (Spain) and returned to Air Holland in Jun-00.

 

It was also wet-leased to Air Gabon between Jun & Oct-02. The aircraft was withdrawn from service and stored at Amsterdam in Oct-03. Air Holland ceased operations in Feb-04 and re-emerged as Holland Exel.

 

The aircraft was returned to the lessor in Mar-04 as N335FV and stored at Goodyear, AZ, USA. It was leased to Air Slovakia as OM-SNA in Aug-04 and returned to the lessor in Jun-06.

 

It was sold to The Dart Group PLC (owner of Jet2) as G-LSAE a few days later and leased to Jet2,com. It was fitted with blended winglets in Apr-10. Originally painted in standard Jet2,com livery the aircraft was repainted in Jet2 Holidays livery in Dec-12. Now 34.5 years old, it continues in service. Updated 04-Nov-22.

View from the N of Rosendale Road railway bridge "No.2" (Herne Hill and West Dulwich, London) carrying suburban line services to and from London Bridge terminus.

 

The green and grey bridge has recently replaced an older one, during work carried out in the early hours of January 19th 2014. The previous bridge (1950s-1960s) replaced an even older one (1866) supported on the same cast iron columns (not visible here but see accompanying photos in this series). During the present replacement work, the columns were then also removed forever.

 

The railway plaque is the original one, mounted on a new concrete replacement capital. The plaque bears the coat-of-arms of the London, Brighton and South Coast Railway on the L, and of the Dulwich Estate on the R. The Dulwich Estate own, or owned, much of the land in this area, including, I assume, the land on which this bridge was built. The shield in the middle of the plaque carries the date "1866", the date of construction the original bridge, though the main span has been replaced at least twice since then. The initials "AC"on the central shield stand for Alleyn College, the former name of Dulwich College (founded 1619 by the Shakespearean actor-manager, Edward Alleyn.)

 

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ROSENDALE ROAD RAILWAY BRIDGES

 

There were three railway bridges over Rosendale Road, two of which still exist. They don't appear to have names, so I have numbered them arbitrarily.

 

"No.1" is the most northern one, close to Brockwell Park, behind the camera viewpoint. It currently carries suburban line services of the Thameslink network between Wimbledon and Sutton and central London (and beyond).

 

This view shows "No.2" orignally built in 1866 for the London Brighton and South Coast Railway. It rested on brick abutments and on red cast iron columns. But the girder bridge itself, and its railings, must have been younger, having apparently replaced the older, more ornate, structure some time after 1952 (compare the photo of its more ornate predecessor in Edwin Course's article, below). The original bridge was designed by Charles Barry Junior. The large sums paid by the then railway company (London, Brighton and South Coast Railway) for construction of its line across the Dulwich Estate, with other bridges matching this one, enabled the Estate to build the present main building of Dulwich College (1857-1866). There were a pair ornamental plaques on each side of the road on this N side of Rosendale Railway bridge, each on its own pilaster - four in all. Some or all of the upper parts of the older pillasters were removed and replaced by modern concrete ones, but the old plaques were retained and remounted on the new pilasters (as here, upper R). It seems that the pilasters had to be replaced by narrower ones (i.e. as measured in the direction away from the camera) to allow for the installation of the access walkway (in grey undercoat on the L) along the outside of the bridge proper.

 

This view also shows the site of "No.3". This bridge was demolished some time after 1966. It was very ornate in cast iron and ran across the road here, in the background immediately beyond "No.2", supported on brick abutments and cast iron columns. The eastern abutment can just be seen through the bridge in the distance (lower L) (see also notes on the picture). The bridge carried coal trains of the former London and North Western Railway into Knight's Hill Sidings and its former coal depot. The sidings included the former bridge, which was therefore much wider than "No.2". The sidings extended to the R beyond the R side of this view behind the embankment of the nearer bridge, where they are now covered by houses of the Lairdale Estate of the London Borough of Lambeth (one of these houses can be seen upper R). Although the depot was an LNWR one, the abutments for the demolished bridge actually bear plaques (not visible here) with the coat-of-arms of the London, Brighton and South Coast Railway and the Dulwich Estate, and the date "1866" - just as on "No.2". It is clear from the photo in Course's article that the original designs of both bridges also matched each other. However, an iron plaque on the bridge proper bore the date 1891.

 

--- belowtheriver.co.uk/wednesday-picture-the-bridges-of-west...

--- Course, Edwin, 1960. The foreign goods depots of South London. Railway Magazine [vol?] (for November 1960), pp. 761-766. www.semgonline.com/RlyMag/ForeignDepotsofSthLondon.pdf

 

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RAILWAY BRIDGE REPLACEMENT WORK IN DULWICH & HERNE HILL, JANUARY-FEBRUARY 2014 (32/39)

  

This bridge, and two further sister bridges carrying the same line over neighbouring streets, had been in poor condition for some time. After a period of preparation work, the replacement work happening here began in January 2014. Two neighbouring streets, one of them a busy main road, were closed to traffic concurrently for about two weeks, and another was closed for work on the third bridge shortly afterwards. To minimise disruption to train services, the main replacement work was carried out night and day in continuous shifts over two weekends. Huge hydraulic cranes had to come from Scotland (James Jack, Ainscough) to do this engineering work because there were no cranes available nearer to London capable of handling the old and new bridges.

 

--- belowtheriver.co.uk/wednesday-picture-the-bridges-of-west...

 

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for COMMUTE ROUTE set:

SERIES 1. MY USUAL ROUTE (& POINTS IN COMMON TO ALL ROUTES).

 

This view looks in the direction of returning to our house. (I've uploaded many other photos of this bridge replacement work, but for the 'Commute Route' set here, I have included only those that I took on the way to work.)

  

My standard outward commuting route:

home > (walk) > Rosendale Road > (walk) > Brockwell Park > (walk) > Herne Hill station > (National Rail suburban service) > London Victoria station > (District/Circle Line) > South Kensington > (walk) > Natural History Museum.

 

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Photo

© Darkroom Daze Creative Commons.

If you would like to use or refer to this image, please link or attribute.

ID: DSC_8701 - Version 2

Replacing an earlier scanned photo with a better version 20-Mar-18, plus Topaz DeNoise AI 13-Aug-25

 

Early Lufthansa CityLine livery.

 

First flown with the Fokker test registration PH-EXX, this aircraft was leased to DLT Deutsche Luftverkehrgesellschaft as D-AFKN in Jul-91. DLT was renamed Lufthansa CityLine in Mar-92.

 

It was sold to Lufthansa Leasing GmbH in Jul-92 while the lease to Lufthansa CityLine continued. The 'CityLine' titles were removed in Mar-94 although the aircraft continued to be operated by Lufthansa CityLine.

 

It was returned to Lufthansa Leasing in Jan-97 and leased to Contact Air in Feb-97 when it became part of 'Team Lufthansa' operated by Contact Air. It changed to Lufthansa Regional in Oct-03.

 

The aircraft was returned to Lufthansa Leasing in Apr-04 and sold to Air Iceland - Flugfelag Islands as TF-JMN at the end of the month. It was wet-leased to Air Baltic between Apr-09 / May-10. It was withdrawn from service and stored at Woensdrecht, Netherlands in May-17.

 

In Oct-17 the aircraft was sold to the Avmax Group and leased to Silverstone Air (Kenya) as 5Y-SMO a few days later. It was withdrawn from service in Nov-19 and stored at Nairobi-Wilson. Silverstone Air ceased operations in Mar-20, the aircraft was returned to the lessor and remained stored.

 

Silverstone Air was rebranded as Jetlite Air in Feb-21 and the lease was transferred. It was wet-leased to Saacid Air, Somalia in Aug-23. Jetlite Air appear to have morphed into DragonFly Aviation, Kenya in Nov-23.

 

Details are a bit sketchy, however the aircraft appears to have been sold to an unknown operator in Malawi as 7Q-SMO in May-25. Now 34 years old the aircraft appears to be still active. Updated 13-Aug-25.

Some background:

The Bentley 4½ Litre was a British car based on a rolling chassis built by Bentley Motors. Walter Owen Bentley replaced the Bentley 3 Litre with a more powerful car by increasing its engine displacement to 4.4 L (270 cu in).

Bentley buyers used their cars for personal transport and arranged for their new chassis to be fitted with various body styles, mostly saloons or tourers. However, the publicity brought by their competition programme was invaluable for marketing Bentley's cars.

 

At the time, noted car manufacturers such as Bugatti and Lorraine-Dietrich focused on designing cars to compete in the 24 Hours of Le Mans, a popular automotive endurance course established only a few years earlier. A victory in this competition quickly elevated any car maker's reputation.

A total of 720 4½ Litre cars were produced between 1927 and 1931, including 55 cars with a supercharged engine popularly known as the Blower Bentley. A 4½ Litre Bentley won the 24 Hours of Le Mans in 1928. Though the supercharged 4½ Litre Bentley's competitive performance was not outstanding, it set several speed records, most famously the Bentley Blower No.1 Monoposto in 1932 at Brooklands with a recorded speed of 222.03 km/h (138 mph).

 

Although the Bentley 4½ Litre was heavy, weighing 1,625 kg (3,583 lb), and spacious, with a length of 4,380 mm (172 in) and a wheelbase of 3,302 mm (130.0 in), it remained well-balanced and steered nimbly. The manual transmission, however, required skill, as its four gears were unsynchronised.

 

The robustness of the 4½ Litre's lattice chassis, made of steel and reinforced with ties, was needed to support the heavy cast iron inline-four engine. The engine was "resolutely modern" for the time. The displacement was 4,398 cc (268.4 cu in): 100 mm (3.9 in) bore and 140 mm (5.5 in) stroke. Two SU carburetters and dual ignition with Bosch magnetos were fitted. The engine produced 110 hp (82 kW) for the touring model and 130 hp (97 kW) for the racing model. The engine speed was limited to 4,000 rpm.

A single overhead camshaft actuated four valves per cylinder, inclined at 30 degrees. This was a technically advanced design at a time where most cars used only two valves per cylinder. The camshaft was driven by bevel gears on a vertical shaft at the front of the engine, as on the 3 Litre engine.

 

The Bentley's tanks - radiator, oil and petrol - had quick release filler caps that opened with one stroke of a lever. This saved time during pit stops. The 4½ was equipped with a canvas top stretched over a lightweight Weymann body. The hood structure was very light but with high wind resistance (24 Hours Le Mans rules between 1924 and 1928 dictated a certain number of laps for which the hood had to be closed). The steering wheel measured about 45 cm (18 in) in diameter and was wrapped with solid braided rope for improved grip. Brakes were conventional, consisting of 17-inch (430 mm) drum brakes finned for improved cooling and operated by rod. Semi-elliptic leaf springs were used at front and rear.

  

Building the kit and its display box:

I normally do not build large scale kits, except for some anime character figures, and I especially stay away from car models because I find it very hard to come close to the impression of the real thing. But this one was a personal thing, and I got motivated enough to tackle this challenge that caused some sweat and shivers. Another reason for the tension was the fact that it was intended as a present - and I normally do not build models for others, be it as a gift or on a contract work basis.

 

The background is that a colleage of mine will retire soon, an illustrator and a big oldtimer enthusiast at the same time. I was not able to hunt down a model of the vintage car he actually owns, but I remembered that he frequently takes part with his club at a local car exhibition, called the "Classic Days" at a location called Schloss Dyck. There he had had the opportunity some time ago to take a ride in a Bentley 4.5 litre "Blower", and I saw the fascinationn in his eyes when he recounted the events. We also talked about car models, and I mentioned the 1:24 Heller kit of the car. So, as a "farewell" gift, I decided to tackle this souvenir project, since the Bentley drive obviously meant a lot to him, and it's a quite personal gift, for a highly respected, artistic person.

 

Since this was to be a gift for a non-modeler, I also had to make sure that the car model could later be safely stored, transported and displayed, so some kind of base or display bon on top was a must - and I think I found a nice solution, even with integrated lighting!

 

As already mentioned, the model is the 1:24 Heller kit from 1978, in this case the more recent Revell re-boxing. While the kit remained unchanged (even the Heller brand is still part of the molds!), the benefit of this version is a very nice and thin decal sheet which covers some of the more delicate detail areas like gauges on the dashboard or the protective wire mesh for the headlights.

 

I had huge respect for the kit - I have actually built less than 10 car models in my 40+ years of kit building. So the work started with detail picture research, esp. of the engine and from the cockpit, and I organized appropriate paints (see below).

Work started slowly with the wheels, then the engine followed, the steerable front suspension, the chassis, the cabin section and finally the engine cowling and the mudguards with the finished wheels. Since I lack experience with cars I stuck close to the instructions and really took my time, because the whole thing went together only step by step, with painting and esp. drying intermissions. Much less quickly than my normal tempo with more familiar topics.

 

The kit remained basically OOB, and I must say that I am impressed how well it went together. The car kits I remember were less cooperative - but the Heller Bentley was actually a pleasant, yet challenging, build. Some issues I had were the chrome parts, which had to be attached with superglue, and their attachment points to the sprues (the same green plastic is used for the chrome parts, too - a different materiallike silver or light grey would have made life easier!) could only hardly be hidden with paint.

 

The plastic itself turned out to be relatively soft, too - while it made cleaning easy, this caused in the end some directional issues which had to be "professionally hidden": Once the cabin had been mounted to the frame and work on the cowling started, I recognized that the frame in front of the cabin was not straight anymore - I guess due to the engine block which sits deep between the front beams. While this was not really recognizable, the engine covers would not fit anymore, leaving small but unpleasant gaps.

The engine is OOB not über-detailed, and I actually only wanted to open the left half of the cocling for the diorama. However, with this flaw I eventually decided to open both sides, what resulted in having the cowling covers sawn into two parts each and arranging them in open positions. Quite fiddly, and I also replaced the OOB leather straps that normally hold the cowling covers closed with textured adhesive tape, for a more voluminous look. The engine also received some additional cables and hoses - nothing fancy, though, but better than the quite bleak OOB offering.

 

Some minor details were added in the cabin: a floor mat (made from paper, it looks like being made from cocos fibre) covers the area in front of the seats and the steering wheel was wrapped with cord - a detail that many Bentleys with race history shared, for a better grip for the driver.

 

Overall, the car model was painted with pure Humbrol 239 (British Racing Green) enamel paint, except for the passenger section. Here I found Revell's instructions to be a bit contradictive, because I do not believe in a fully painted car, esp. on this specific Le Mans race car. I even found a picture of the real car as an exhibition piece, and it rather shows a faux leather or vinyl cladding of the passenger compartment - in a similar dark green tone, but rather matt, with only a little shine, and with a lighter color due to the rougher surface. So I rather tried to emulate this look, which would also make the model IMHO look more interesting.

As a fopundation I used a mix of Humbrol 239 and 75 (Bronze Green), on top of which I later dry-brushed Revell 363 (Dark Green). The effect and the gloss level looked better than expected - I feared a rather worn/used look - and I eventually did not apply and clear varnish to this area. In fact, no varnish was applied to the whole model because the finish looked quite convincing!

 

The frame and the engine were slightly weathered with a black ink wash, and once the model was assembled I added some oil stains to the engine and the lower hull, and applied dust and dirt through mineral artist pigments to the wheels with their soft vinyl tires and the whole lower car body. I wanted the car to look basically clean and in good shape, just like a museum piece, but having been driven enthusiastically along some dusty country roads (see below). And this worked out quite well!

  

Since I wanted a safe store for the model I tried to find a suitable display box and found an almost perfect solution in SYNAS from Ikea. The sturdy SYNAS box (it's actually sold as a toy/Children's lamp!?) had very good dimensions for what I had in mind. Unfortunately it is only available in white, but for its price I would not argue. As a bonus it even comes with integrated LED lighting in the floor, as a rim of lights along the side walls. I tried to exploit this through a display base that would leave a 1cm gap all around, so that light could be reflected upwards and from the clear side walls and the lid onto the model.

 

The base was created with old school methods: a piece of MDF wood, on top of which I added a piece of cobblestone street and grass embankment, trying to capture the rural atmosphere around Schloss Dyck. Due to the large scale of the model I sculpted a light side slope under the pavement (a Tamiya print with a light 3D effect), created with plaster and fine carpenter putty. The embankment was sculpted with plaster, too.

The cobblestone cardboard was simply glued to the surface, trimmed down, and then a fairing of the base's sides was added, thin balsa wood.

Next came the grass - again classic methods. First, the surface was soaked with a mix of water, white glue and brown dispersion paint, and fine sand rinsed over the surfaces. Once dry, another mix of water, white glue and more paint was applied, into which foamed plastic turf of different colors and sizes was dusted. After anothetr drying period this area was sprayed with contact glue and grass fibres were applied - unfortunately a little more than expected. However, the result still looks good.

 

At the border to the street, the area was covered with mineral pigments, simulating mud and dust, and on the right side I tried to add a puddle, made from Humbrol Clearfix and glue. For some more ambiance I scratched a typical German "local sight" roadsign from cardboard and wood, and I also added a pair of "Classic Days" posters to the mast. Once in place I finally added some higher grass bushels (brush fibres) and sticks (dried moss), sealing everything in place with acralic varnish from the rattle can.

 

In order to motivate the Bentley's open cowling, I tried to set an engine failure into scene: with the car abandoned during the Classic Days' demo races along the local country roads, parked at the side of the street, and with a puddle of engine below and a small trail of oil behind the car (created with Tamiya "Smoke", perfect stuff for this task!). A hay bale, actually accessory stuff for toy tractors and in fact a square piece of wood, covered with straw chips, subtly hint at this occasion.

 

Finally, for safe transport, the model was attached to the base with thin wire, the base glued to the light box' floor with double-sided adhesive tape and finally enclosed.

  

Quite a lot of work, the car model alone took four patient weeks to fully materialize, and the base in the SYNAS box took another two weeks, even though work proceeded partly in parallel. However, I am positively surprised how well this build turned out - the Heller kit was better/easier to assemble than expected, and many problems along the way could be solved with patience and creative solutions.

 

Replaced the B&W with the colour version to, well, add a bit of colour :)

1985 - Gay Pride March - Manhattan

9/2009 - Replaced with a better resolution scan of the original negative

Will be replaced as soon as I find the time to edit :)

∞

 

PS: I´m halfway through with my project! (Just can´t believe it..!)

As soon as I´ll find the time (which is very hard at the moment), I´ll edit the photo above, I´ll answer to your comments and stuff. :)