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Hillsborough Barracks, Langsett Road, Sheffield, 1850-54.
Grade ll listed.
The Chapel & Institute.
Hillsborough Barracks is a walled complex of buildings between Langsett Road and Penistone Road.
The complex covers an area of c22 acres. It was designed by HM Office of Works and dates from 1850-54. It replaced an inadequate barracks closer to the town centre at an estimated cost of £94,000.
The barracks is divided into three terraces. The first (top) terrace faces onto what is now Langsett Road. This contained the Mess establishment, quarters for around 40 officers and a similar number of servants, and a chapel. This building has a length of about 354 feet.
The other buildings of the barracks consisted of:
* A large five bedroomed house serving as the Garrison Commander’s Quarters outside the walls
* A 58-patient two-storey hospital incorporating a barracks for RAMC personnel, a Dental Clinic and a facility for treating women
* Infantry soldiers quarters
* A clock towered building, with cavalry soldiers' quarters on the first floor and stabling for 260 horses on the ground floor (total accommodation for 918 NCO and other ranks)
* A Gymnasium
* A Riding School
* A school for 80 children and accommodation for the schoolmistress
* Married quarters flats for 50 families provided outside the walls
* A gun shed housing six field guns
* The Barracks Store with living quarters for the Barracks Sergeant
* A Guard Room, incorporating a Police Room, Detention Cells, and an exercise yard
* A vehicle shed (built in 1903) which could house 26 motor cars
* A Veterinary Infirmary, large enough to house 18 horses
* A Granary
* Four cookhouses
* various workshops
The barracks had its own water supply fed from the nearby Rawson Spring on the facing hillside towards Walkley. The spring kept 21 underground tanks filled with over half a million gallons of water. The smallest tank held 12,000 gallons, the largest 50,000 gallons. It was rumoured at the time that this water supply would be for the benefit of Sheffield’s gentry who would seek refuge in the barracks in the event of an uprising.
With entrances on both Langsett and Penistone Road it was considered to be amongst the finest and best arranged barracks in the kingdom, and as a military depot it ranked amongst the largest in the country.
On the northern side of the Barracks runs the River Loxley. On the night of Friday 11 March 1864 the ill-fated Dale Dike Dam further up the Loxley Valley at Bradfield burst and the resulting flood waters breeched a stone wall that was three feet thick. The water reached a height of about 60 feet above normal river water level, and drowned two children of Sergeant Paymaster Foulds in the Married Quarters.
The last army unit left the Barracks in February 1930, leaving the Barracks unoccupied except for a resident caretaker.
On 26 July 1932 an auction was held on instruction of the War Department by Eadon & Lockwood in Sheffield. However, when bidding only reached £12,000 the auction was terminated and the Barracks was withdrawn from sale. In October of that year the complex was sold to Burdall’s Ltd, a manufacturing chemist noted for it gravy salt, and it became known as Burdall’s Buildings.
A major redevelopment of the site was embarked upon in the late 1980s. The result is the large retail and business complex seen today, in which all the surviving structures have been cleaned of the grime from Sheffield's industrial past.
The focus of the complex is Morrisons Supermarket covering the old Artillery Parade Ground, which has been roofed for the purpose and is fronted by the clock towered stable block. The old Infantry Parade Ground is now a two-storey car park between the Stable Block and the old Officer Mess (now Sheffield Insulations Ltd).
The old football ground and Rifle Range are now a B&Q DIY Superstore. The Married Quarters which served as flats until the end of the 1970s were demolished and the area is now a McDonald's Drive-through Restaurant. The Garrison Commanders’s House was demolished and its site is now a bus station.
The old Guard room is now the Garrison Hotel. The hospital building is now Skills for Business, part of Sheffield College.
Other buildings within the site serve as a Jobcentre Plus and the headquarters of the Coalfield Pensions Scheme.
The whole site is once again known as Hillsborough Barracks. As a Grade II listed building, it represents the only surviving example of a walled barracks within the UK.
Five thousand people attended the Replace Hazelwood Rally in Melbourne on Saturday, 6 November, increasing pressure on John Brumby and Ted Baillieu to commit to replacing all of Hazelwood power station within the next term of Government.
The future of Hazelwood has become the key test of parties’ climate change credentials at this state election. The power station was recently described by Premier Brumby as the “dirtiest and most polluting power station in Australia”.
Photo credit: James Thomas
Demonstrators dressed as clean energy and dirty coal characters outside Parliament.
The A40 Devon was introduced in 1947, replacing the Austin 8 and 10. The A40 Devon was replaced by the A40 Somerset in 1952. The Devon was a 4 door Saloon, other versions built were;
1947–50 A40 Dorset 2-door saloon
1947–56 A40 Countryman 2-door estate
1947–56 A40 Van 2-door panel van
1947–56 A40 Pick-up 2-door pick-up
1948–52 A40 2 door Tourer (Australia)
1949–52 A40 2 door Coupe Utility (Australia)
1950–53 A40 2 door Sports (this aluminium Body convertible was a collaboration between Austin and Jensen Motors)
The A40 Devon Saloon was also produced in New Zealand from CKD kits at Austin Distributors in Petone.
Austin also had a factory in Melbourne, Australia, where locally produced 2 door Tourer and Coupe Utility bodies were installed on an imported chassis.
Engine; 40hp 1200cc 4 cyl OHV
The camera came to me with a decayed mirror damper foam.
I replaced mirror damper for some of my cameras before, using black foam sheet from Michaels store.
I find that a piece of foam on a respirator mask (see the photo) is softer than the one from Michaels store, probably a better material. Let try it. I cut a strip of it, glue it in. Well done!
The only thing is that it has grey color, not black, it won't be a problem, I hope.
Will run a roll of film soon to see how things go.
Bascule type bridge, built circa 1928-31, replacing an earlier swing bridge.
Named after Sir Philip de Malpas Grey Egerton.
Replacing and earlier scanned slide with a better version 16-Nov-15.
In storage at Manchester Airport, with a spare set of wings, probably off G-AHCT!
Clynnog and Trefor is one of the largest independent companies in North Wales and has a wide verity of coaches used on work ranging from Private Hire to Schools. Over the past couple of years they have expanded into Rail Replacement providing services for Transport for Wales. Seen here at Bangor Railway Station is LN15RYH whilst heading all stations to Holyhead
Replacing an earlier scanned photo with a better version 11-Aug-18.
This aircraft was delivered to Irish Aerospace Ltd and leased to AeroCancun (Mexico) as XA-RPH in Nov-89. It was sub-leased to Oasis International Airlines (Spain), initially with the temporary Spanish registration EC-733 in May-91. It was re-registered EC-FFF in Aug-91. The aircraft was returned to AeroCancun as XA-RPH in in Dec-91. It was wet-leased to Oasis International again between Jul/Oct-92. In May-94 it was wet-leased to Oasis International again. In Aug-94 AeroCancun returned the aircraft to the lessor and it was leased direct to Oasis International and re-registered EI-CKM. It was returned to the lessor in Dec-94 and leased to Aero Lloyd (Germany) two weeks later. The German registration D-ALLW was assigned but not taken up and the lease continued as EI-CKM. The aircraft returned to the lessor in Mar-95 and was leased to Sunway Airlines (Turkey) as TC-INC in Apr-95. It returned to the lessor as EI-CKM in Jul-97 and was stored. In Mar-98 the aircraft was leased to Meridiana SpA (Italy). Meridiana was merged with Eurofly to form MeridianaFly in Feb-10. It continued in service until it was retired and returned to the lessor in Nov-11. It was stored at Marana, AZ, USA. The aircraft was permanently retired and sold to Pennant Aviation as N597SC in Mar-12 for parting out. It was last noted still at Marana in Nov-12.
ALE used a total of fifty six axles of SPMT and sixteen 100t capacity jacks to remove and lower the original 450t cast iron bridge span and replace it with a 420t steel rail bridge.
Replacing an earlier scanned photo with a better version 10-Mar-21.
Leased from Kenn Borek Air. (some of these histories are confusing and take time to work out, especially when Kenn Borek Air are involved, they are leased out all over the world).
This aircraft was delivered to Brymon Airways (UK) as G-BFGP in Feb-78. It was sold to Aurigny Air Services (Guernsey) in May-80. It was sold to Spacegrand Aviation Services (UK) in May-83. The aircraft was wet-leased to Brymon Airways between May/Dec-86 then leased to National Aviation (UK) in Nov-87. It was returned to Spacegrand and sold to BAC Leasing in Jul-89. The aircraft was leased to Aerolift Philippines Corporation as RP-C1217 in Aug-89 and returned to BAC Leasing as G-BFGP in Mar-90. It was sold to Kenn Borek Air (Canada) and leased back to BAC Leasing the same month. The aircraft was returned to Kenn Borek Air as C-GKBX in Mar-91. It was wet leased to Thai Flying Service between Apr/Oct-94. It was leased to Virgin Islands Airways as VP-LVT in Dec-94 and returned to Kenn Borek as C-GKBX in Feb-96. The aircraft was leased to Harbour Air (Canada) between May/Oct-96 (there's a glitch here in that it was still in service for Harbour Air when I took the photo in Aug-00) and leased to Maldivian Air Taxi (Maldives) as 8Q-MAP in Mar-01 and returned to Kenn Borek as C-GKBX in Jul-04. It was leased to Maldivian Air Taxi as 8Q-MAP in Oct-05 and returned to Kenn Borek as C-GKBX in Jun-09. Then leased to Maldivian Air Taxi as 8Q-MAP again in Dec-09. Maldivian Air Taxi was merged into Trans Maldivian Airways in Aug-13. Now 43 years old, the aircraft is still in service with Trans Maldivian. Current, updated Mar-21.
Replacing an earlier digital photo with a better version 12-Jan-20, plus Topaz DeNoise AI 10-Jun-23
It's in such a filthy state that you wouldn't want to get on it. You can see where the Aero Lloyd titles had been painted out and it probably hadn't been washed since it was delivered to Aero Lloyd 7 years earlier.
First flown with the Airbus test registration D-AVZL, this aircraft was delivered to ILFC International Lease Finance Corporation and leased to Aero Lloyd (Germany) as D-ALAG in Mar-98. Aero Lloyd ceased operations in Oct-03 and the aircraft was initially impounded at Vienna, Austria, before being stored at Frankfurt.
It was leased to Onur Air (Turkey) as TC-OAI in Dec-03. It was wet-leased to Saudia Saudi Arabian Airlines for a Haj Pilgrimage operation between Oct/Dec-08. It was returned to the lessor in Jan-12 and stored at Istanbul, Turkey.
The aircraft was re-registered EI-ETK and leased to Kogalymavia/Kolavia (Russia) in Mar-12, it was wet-leased to MetroJet on delivery and operated on behalf of TUI Russia in a basic TUI livery with blue tail and engines and a white fuselage with TUI titles.
It was returned to Kolavia in Nov-15 and was permanently retired at Tallin, Estonia in Dec-15. The registration was cancelled in Jun-16 as 'removed from service'. Updated 31-Aug-22
Royal town Beroun, the gate to Český kras and Křivoklát region, lies near Prague at the crossroad of our capital, west part of the republic and Germany. The old mercantile road is replaced by D5 highway and railway tracks connecting Beroun with Prague, Plzeň and Rakovník. Present Beroun town with nearly 18 thousand inhabitants, is a cultural, administrative and industrial centre of the region. Town Information Centre in Husovo square can give you information about sights, cultural and sport events, train and bus time tables, tickets and so on.
Royal town Beroun lies on the confluence of Berounka and Litavka rivers and it is attractive for its historical sights and rich cultural and sport events and splendid surrounding. It is the gate to two protected landscape areas-Český kras and Křivoklát region. The settlement was found at the ford over Mže river in prehistory in the 13th century. Important mercantile path from Prague to Plzeň and Bavory in Germany went through it. The first written report about the town is in the document of Přemysl Otakar the IInd from 1265. Latin name Verona was translated as Bern into German language and as Berona, Berún, Beroun into Czech language. But the town run wild soon and had to be built again during the reign of Václav the IInd. New rampart and galleries and a new cloister of Dominicans were built. The ruler awarded a majesty to Beroun in 1303, which allowed to use the administrative rules of the Old Prague Town.
The period of the reign of Charles the IVth braught prosperity of the town and crafts. Our ancestors were famous potters, clothmakers, malt makers, vintners and brewery workers. Also german people lived here. They were concentrated around Dominikans cloister and support Zikmund, an emperor during the Hussite wars. But Žižka conquered the town in 1421, pulled down the Dominicans cloister and enemies of chalice let burn. After the town came down on Hussite brotherhood. Beroun citizens support a new king, Jiří from Poděbrady and they helped him as soldiers. During the reign of Vladislav Jagellonský, the town reached the biggest prosperity. Conflagrations disrupted the development of the town, especially houses. Also floods, epidemies and war plunders hit Beroun. But people thanks to their toughness revived and renewed the town again and again.
Only from the half of the 18th century the town is revitalizing and developing to present face. Beroun is becoming the centre of the region, a school and new associations are found, important personalities go through the town, railway track from Prague to Plzeň is open in 1862. Also industry typical for Beroun is developing-iron works, cementworks, limekilns.
Present Beroun has 17 476 inhabitants. Town hall in Husovo square is the dominant feature. Its pseudo-rennaissance style comes from 1903. Prague and Pilsner gate are very popular among tourists, as well as rests of rampart, moat and bulwarks from the 14th century. The town is famous for its ceramics fair, which has been inviting potters and ceramic masters from the whole country for 7 years. Just potters belonged to the most appreciated and respected craftsmen in the Medieval Age. Also Town Hill with a lookout and a bear-home is a big attraction. There have been living 3 little bears, heroes of the evening fairy tale Matěj, Vojta and Kuba since 2000 (see picture on the left above). Beroun town has a bear in his emblem and in his flag and now it is proud of live bears.
Beroun is an important centre of light and middle-heavy industry. Some companies began to build an industrial zone in the beginning of 90s. They belong to the biggest employers in the town and they are- Cembrit CZ, a.s.(producer of roof tiles), Linde Frigera s.r.o. (producer of refrigerating technics), PAI s.r.o. (producer of car components), Českomoravský cement as a member of HeidelbergCement Group.
A real explosion is in the field of individual and group flat constructions. There are built many new flats and family houses, new shopping centres, restaurants and hinterlands for drivers.
Beroun citizens have cooperated with some partner towns for many years-dutch Rijswijk, german Goslar, polish Brzeg. Construction of housing complex in Havlíčkova street in the centre (see picture on the left) by dutch company Bouwfonds is a sample of mutual cooperation. All partner towns supported Beroun in the hardest time, after the destructive flood in August 2002.
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Královské město Beroun ležící na soutoku řek Berounky a Litavky láká k návštěvě nejen svými historickými památkami a bohatou kulturní a sportovní nabídkou, nýbrž i svým překrásným okolím. Je východiskem do dvou chráněných krajinných oblastí - Českého krasu a Křivoklátska. V oblasti, která byla osídlena již od pravěku, vznikla ve třináctém století při brodu přes řeku Mži (Berounku) osada. Procházela jí významná obchodní stezka vedoucí z Prahy do Plzně a dále do Bavor. První písemnou zprávu o městě nacházíme v listině Přemysla Otakara II. z roku 1265. Latinský název Verona byl do němčiny překládán jako Bern, do češtiny jako Berona, Berún a Beroun. Město však brzy zpustlo a musilo být znovu vybudováno za vlády Václava II. Byly založeny nové hradby a ochozy a byl založen i klášter dominikánů. V roce 1303 udělil panovník Berounu majestát, podle něhož se město mohlo spravovat právem Starého Města pražského.
Dnešní Beroun má 17 648 obyvatel. Jeho dominantou je budova radnice na Husově náměstí, jejíž pseudorenesanční podoba pochází z roku 1903. Z velmi zachovalého městského opevnění z 1. poloviny 14. století se těší zájmu turistů Pražská a Plzeňská brána, zbytky hradeb, hradebního příkopu a bašt. Město proslulo i svými hrnčířskými trhy, na které se už sedm let sjíždějí nejlepší hrnčíři a keramici z celé republiky. Právě hrnčíři patřili ve středověku k váženým a uznávaným řemeslníkům. Velkou atrakcí je také berounská Městská hora s rozhlednou a medvědáriem, kde žijí od roku 2000 hrdinové televizního Večerníčku Méďové Matěj, Vojta a Kuba. Město Beroun má ve znaku a na svém praporu medvěda a nyní se může pochlubit i medvědy živými.
Beroun je významným centrem lehkého a středního průmyslu. Svou průmyslovou zónu začal budovat už na počátku 90. let a zdejší podniky - Cembrit CZ, a.s. (výrobce střešní krytiny), Linde Frigera s.r.o. (výrobce chladírenské techniky) či PAI s.r.o. (výrobce automobilových součástek) patří společně s akciovou společností Českomoravský cement, člena skupiny HeidelbergCement Group v České republice mezi nejvýznamnější zaměstnavatele ve městě.
Skutečnou explozi zaznamenala v posledním období hromadná i individuální bytová výstavba. V letech 2004 a 2005 bylo v severozápadní části města, v lokalitě Palouček dokončeno dvanáct bytových domů s 323 novými byty, další bytové jednotky se začnou v blízké době stavět v jejich těsném sousedství. V centru města naproti Grandhotelu Beroun byla v roce 2005 dokončena výstavba polyfunkčního komplexu s obchodními plochami i bytovými jednotkami, v areálu bývalých kasáren staví město 50 malometrážních bytů pro sociálně slabé občany a bytová výstavba se plánuje i v bývalém pivovaru u řeky Berounky.
Berounští už řadu let spolupracují s několika partnerskými městy - holandským Rijswijkem, německým Goslarem a nově také s polským Brzegem. Ukázkou vzájemné spolupráce může být například výstavba obytného souboru v Havlíčkově ulici v centru města dceřinou společností významné holandské firmy na poli bytové výstavby Bouwfonds. Všechna partnerská města pak Beroun podpořila i v době nejtěžší, když se vzpamatovával z rozsáhlých škod způsobených ničivou povodní v srpnu 2002.
Sixteen BLM Wyoming Rock Springs Field Office staff worked hand-in-hand with 11 volunteers to replace almost a quarter-mile of net wire fencing with wildlife friendly buck-and-rail fencing during a National Public Lands Day event at the historic 40-acre Crookston Ranch.
The ranch is located in the Greater Sand Dunes Area of Critical Environmental Concern near the Killpecker Sand Dunes Open Play Area northeast of Rock Springs, Wyo. and eligible for the National Register of Historic Places as a representative example of Wyoming Basin homesteading era architecture. The BLM plans to preserve the historic nature of the ranch and provide interpretation on ranching history in the area.
We have just replaced our old Spacestar with this VW Tiguan.
We have had the car for a couple of months now and in general we are very happy with it. The car feels very solid and drives just like a car not a big wobbly 4x4. The engine has enough power and pulls and accelerates really well. I have used the parking assist and it works OK although I still normally park manually. I have read several reviews by people not liking the electronic parking brake, but I think it is great.
If I have any criticisms they are a very short 1st gear, which means you have to change gear within a second of starting to move. The ride on most roads is normally good but some surfaces do produce a strange 'giggly' ride (eg some concrete motorways). Also the fuel economy is not quite as good as I had hoped, maybe this will improve as the engine loosens up.
There was a deer there last week. This week it’s been replaced by a Caterpillar road scrapper.
Nikon D7200 -- Nikon 200-500mm 5.6E ED VR
500mm
F5.6@1/125th
ISO 400
Cropped
(RDO_9165 - 2)
©Don Brown 2019
I replaced C45 with Pilotfly Traveler. I used C45 with RX100M4/LX100 but finally determined my GX7MK3 with Gimbal.
I suppose the better part of guys who have Traveler use this with Sony RX series since I didn't find out anybody who toy with Traveler + LUMIX. So I would like to try to test several combination with Traveler and LUMIX Lenses.
LEICA DG VARIO-ELMARIT 8-18mm/F2.8-4.0 ; Available.
LEICA DG VARIO-ELMARIT 12-60mm/F2.8-4.0: Available.
LEICA DG SUMMILUX 15mm/F1.7: Available.
LEICA DG SUMMILUX 25mm/F1.4: Available.
LEICA DG MACRO-ELMARIT 45mm / F2.8 : Available.
I was afraid if I got a counter wait problem since C45 couldn't be used with GX7MK3 due to this. Traveler has no counter wait issue. So..if you are LUMIX GX7 series user and have an interest in Pilotfly Traveler, you can proceed to buy this coll Gimbal:-).
"Scotney Castle is an English country house with formal gardens south-east of Lamberhurst in the valley of the River Bewl in Kent, England. It belongs to the National Trust.
The gardens, which are a celebrated example of the Picturesque style, are open to the public. The central feature is the ruins of a medieval, moated manor house, Scotney Old Castle, which is on an island on a small lake. The lake is surrounded by sloping, wooded gardens with fine collections of rhododendrons, azaleas and kalmia for spring colour, summer wisteria and roses, and spectacular autumn colour.
At the top of the garden stands a house which was built to replace the Old Castle between 1835 and 1843. This is known as Scotney New Castle, or simply Scotney Castle, and was designed by Anthony Salvin. It is an early, and unusually restrained, example of Tudor Revival architectural style in 19th century Britain. Following the death of the resident, Elizabeth Hussey, in 2006, this house was opened to the public for the first time on 6 June 2007."
en.wikipedia.org/wiki/Scotney_Castle
www.nationaltrust.org.uk/scotney-castle
.......
The Pont Saint-Bénezet, also known as the Pont d'Avignon
Iis a famous medieval bridge in the town of Avignon, in southern France.
The bridge originally spanned the Rhône River between Avignon and Villeneuve-lès-Avignon on the left bank. It was built between 1171 and 1185, with an original length of some 900 m (2950 ft), but it suffered frequent collapses during floods and had to be reconstructed several times. Over the centuries, it became increasingly perilous as arches collapsed and were replaced by rickety wooden sections.
The bridge was finally put out of use by a catastrophic flood in 1668, which swept away much of the structure. It was subsequently abandoned and no more attempts were made to repair it. Since then, its surviving arches have successively collapsed or been demolished, and only four of the initial 22 arches remain intact today.
The arches are elliptical, with the long axis vertical. This innovation in bridge building allowed spans of up to 35 meters, longer than any Roman arch spans.This, along with the novel use of cutwaters that are pointed in both the upstream and the downstream direction, reduced scour around the pilings, one of the main threats to the stability of stone bridges. The bridge's construction was inspired by Saint Bénézet, a local shepherd boy who (according to tradition) was commanded by angels to build a bridge across the river. Although he was ridiculed at first, he dramatically "proved" his divine inspiration by miraculously lifting a huge block of stone. He won support for his project from wealthy sponsors who formed themselves into a Bridge Brotherhood to fund its construction. After his death, he was interred on the bridge itself, in a small chapel standing on one of the bridge's surviving piers on the Avignon side.
The bridge was also the site of devotion by the Rhône boatmen, whose patron saint was Saint Nicholas. They initially worshipped in the Chapel of Saint Nicholas on the bridge itself (where Saint Bénézet's body was also interred) but the increasing dilapidation of the bridge led to the clergy refusing to preside over services for fear of a total collapse. A new chapel was erected on dry land in the 18th century at the foot of the bridge, on the Avignon side.
The bridge had great strategic importance as the only fixed river crossing between Lyon and the Mediterranean Sea. It also formed the only river crossing between the Comtat Venaissin, an enclave controlled by the Pope, and France proper under the authority of the Kings of France. As such, it was closely guarded on both sides of the river. The left bank, which was controlled by the French crown, was overlooked by the formidable fortress of the Tour Phillippe le Bel and the citadel at Villeneuve-les-Avignon. On the Avignon side, the bridge passed through a large gatehouse erected in the 14th century (with major modifications in the 15th century), passing through and over the city wall and exiting via a ramp (now destroyed) which led into the city.
Curtiss had a success with the P-36 Hawk fighter, but so quickly was aerial technology moving in the 1930s that it was nearly obsolete before it even reached full production. To update the design without radically changing it, Curtiss modified a P-36A, replacing the radial engine with an inline Allison V-1710. This streamlined the front of the P-36, lessening drag while maintaining power. Though the V-1710 lacked a supercharger, this was not considered a problem in 1938, and impressed with its performance—especially as the RAF and Luftwaffe were reequipping with inline-engined fighters such as the Supermarine Spitfire and Messerschmitt Bf 109—the US Army Air Corps ordered over 500 P-40B Tomahawks. It also lacked range, but as the Tomahawk was intended as a point-defense interceptor, this was overlooked. A French order for P-40Bs was not filled before the fall of France in May 1940, and so this order was diverted to the RAF as the P-40C/D Kittyhawk. When the United States entered World War II in December 1941, the P-40B was the principal fighter of the USAAF, while RAF P-40Cs were active in North Africa and the P-40B-equipped American Volunteer Group—the famous “Flying Tigers”—were forming in China.
Facing the Japanese Ki-27s and A6M Zeroes in Southeast Asia, and Luftwaffe Bf 109Es in North Africa, P-40 pilots learned that their craft could not manuever with the lighter, more nimble Axis fighters, and that the P-40’s lack of a supercharger put it at a severe disadvantage over 15,000 feet, where it would be sluggish. The armament of two .50 caliber machine guns in the nose and four .30 caliber machine guns in the wings was also considered inadequate against the cannon-armed Axis fighters. Independently, however, both the RAF in North Africa and the AVG in China discovered the P-40’s saving grace: its toughness and weight.
If the P-40 was a poor climber and inadequate in the turn, it was deadly in a dive. P-40 pilots learned to establish altitude over their Axis opponents, then dive, blast through the formation, and use the velocity built up in the dive to return to altitude. Even if the P-40 was intercepted, its robust construction and use of armor around the cockpit meant that it could survive a good deal of punishment; because its level speed was faster than the Bf 109 or the Zero, P-40 pilots could always choose to simply abandon a fight and retreat to fight another day. Even the Zero was at a disadvantage against these tactics: hard turns and dives that were normal for a P-40 would rip the wings off a Zero, and if the P-40 could get away from a Zero, the reverse was not true. Despite being technically inferior to their opponents, the AVG shot down 247 Japanese aircraft for the loss of only four aircraft in air combat.
The earlier P-40B/C variants gave way to the more advanced P-40E, which deleted the nose guns in favor of six .50 caliber machine guns in the wings, and the P-40F/L, which replaced the Allison engine with the more efficient Rolls-Royce Merlin, which improved high altitude performance; to counter the higher torque, the fuselage was extended. These later marks were nicknamed Warhawk.
Final versions included the P-40M/N series, which reintroduced the Allison engine (as there was a shortage of popular Merlins) but kept the stretched fuselage, and cut down the rear fuselage; one weakness of other P-40 variants was a lack of vision to the rear. By the time the P-40 ended production in December 1944, the war had begun to leave it behind: higher-performance aircraft such as the P-51 were in service, and the Warhawk’s lack of range limited its effectiveness. Nonetheless, it was the only American fighter that was in service at the beginning of the war that would finish it. Nearly 14,000 were produced between 1938 and 1944. At the end of the war, the P-40 was rapidly taken out of service due to its obsolescence; however, its popularity among veterans meant that over 80 would be preserved in museums, with 19 still airworthy.
This P-40 is yet another of Dad's models he built for my characters in my novel "Audacity"--again, Akela Canis. In Canis' backstory, he started flying P-40Es with the 57th Fighter Group (a real unit) in North Africa before getting his own command with the 8th AF in England. This is a straight out-of-the-box P-40, using the 1/48 Monogram kit, painted in standard USAAF camouflage for 1943 over the Mediterranean and North Africa--two shades of brown over RAF-style light blue, with early USAAF roundels. The 57th FG did not fly with sharkmouths, but no P-40 looks right without one. The little name on the cowling is "Fifinella," the nickname of female gremlins.
Built in 1923, this Renaissance Revival-style twenty-story skyscraper was designed by George B. Post and Sons to house the Buffalo Statler Hotel, part of the Statler Hotel chain that was headquartered in Buffalo. The second permanent hotel that the Statler family built in Buffalo, the building replaced an earlier hotel that stood on the site, housed in the former Millard Fillmore mansion, known as the Castle Inn, and an earlier flagship Statler Hotel, which was built in 1907, and located at the southeast corner of Swan Street and Washington Street in a building that was heavily influenced by the nearby Guaranty Building. Ellsworth Milton Statler, whom owned the business, had started in the hospitality industry with a restaurant in the basement of the Ellicott Square building in 1896, expanding with a 2,000-room temporary hotel at the 1901 Pan-American Exposition in Buffalo, and a 2,200 room hotel at the 1904 Louisiana Purchase Exposition in St. Louis, which were so successful that Statler, a former bellhop, decided to re-enter the Hotel business permanently. The present building was the flagship hotel for the chain, which was based in Buffalo, but had hotels all around the United States, which featured amenities that are commonly expected today, including private bathrooms, telephones in each room, and free stationery and newspapers, and were priced at a moderate cost for more average travelers, rather than being targeted at wealthy clientele. Statler also wanted to attract the city’s elite to his establishment, and thus bought the nearby Iroquois Hotel, a longstanding center of social life for Buffalo’s elite and business class, in 1923, and closed it a day after his new hotel opened. Arguably, the original Hotel Statler was more architecturally significant, as it was one of the largest ever Art Nouveau buildings constructed in the United States, and featured a far more unique and distinctive interior and exterior, as well as being the first hotel to have all the innovative features that Statler became known for. Like the similarly significant Larkin Building, however, the original Statler Hotel Buffalo was demolished in 1968 to make way for a “shovel-ready” development site, with no regard for the non-monetary value of the building. Private development never materialized on the site, and it sat as a barren parking lot until a baseball stadium and plaza were built on the site in the late 20th Century.
The building features a tripartite composition, with a four-story base, which extends to the rear (east) of the tower along Genesee Street and Mohawk Street to Franklin Street, which contains many of the hotel’s major public spaces, including meeting rooms, ballrooms, lobbies, and retail spaces. Above the base rises a tower, twenty stories tall and E-shaped, with two light wells on the western side of the building that extend deep into the block to the east, with a largely unadorned red brick-clad section between the sill line of the windows on the sixth floor to the sill line of the windows on the eighteenth floor, forming the “shaft” of the composition. At the top is a more richly detailed three-story section of the building, forming the “capital” of the composition, drawing the eye upwards and emphasizing the verticality of the building. The first floor is clad in stone with rustication, with the second and third floors sharing large window bays with decorative surrounds, which include decorative keystones, broken pediments with cartouches, triple arched window openings flanked by doric pilasters and recessed niches on the western facade, paired arched windows facing Niagara Square, separated by doric pilasters, and smaller windows at the east end of the building along Franklin Street and Mohawk Street. Above the arched window bays are low-slope roofs enclosed by decorative balustrades, with smaller window openings on the fourth floor featuring decorative stone trim, with the window bays around the perimeter of the base of the tower portion of the building being flanked by doric pilasters, with an architrave with triglyphs and decorative reliefs above the pilasters, and a cornice featuring modillions running around the sill line of the fifth floor windows, marking the base of the transition from the base to the shaft. The fifth floor features windows with decorative surrounds and keystones with busts, and is topped with a cornice, which is the last strong horizontal datum before the building becomes an unadorned brick shaft for the next twelve floors. The building features double-hung and fixed windows, some of which are original, and others of which are replacements, with two-over-two windows being predominant between the sixth and eighteenth floors. On the eighteenth floor, the sill line of the windows is a line of stone belt coursing, with decorative window trim at the window openings, and a cornice with dentils above the windows, originally extending further out from the facade, but having been chiseled away due to structural issues in the late 20th Century. The nineteenth and twentieth floors feature decorative trim once again, with the outermost bays of the individual north and south facades, as well as the west facade, featuring single windows flanked by doric pilasters with decorative window trim, including busts on the keystones, and the middle bays being recessed, flanked by ionic pilasters, with copper spandrel panels. The top of the twentieth floor windows is a line of belt coursing, above which are a few courses of brick, with decorative reliefs above the doric pilasters on the east and west facades, which sits below the building’s cornice, which features brackets, and runs around the base of the brick parapet that encloses the building’s low-slope roof. Atop the parapet above the doric pilasters are decorative urns. The rear of the building also features a large circulation tower, housing the building’s main stairways and elevators, which features a largely unadorned facade with four oxeye openings with stone trim at the top, with this being the least detailed section of the building’s exterior.
Inside, the building features many original semi-public spaces that have been partially preserved from the original period of construction and function as a hotel. These include the “palm room”, the main lobby that is themed after a tropical garden, which sits just outside the hotel’s main dining room, a two-story space with a vaulted ceiling, decorative archways, paired arched second-story openings with balustrades and columns, arched windows above the dining room entrance, an entrance portico at the dining room with ionic columns, a decorative cornice, a broken pediment with a cartouche, and a decorative balustrade atop the portico, and a fountain surrounded by greco-roman statues. There is also the Terrace Room, which features a decorative beam ceiling, ionic columns, and a section of the ceiling that is vaulted, the golden ballroom, formerly the hotel’s main dining room, which features a cantilevered second-story balcony with ionic columns featuring capitals and accents clad in gold leaf, decorative trim and panels clad in gold leaf, a wooden parquet floor, and a vaulted ceiling, and a room in the mezzanine with well-preserved carved wood paneling and black marble fireplace surrounds. Other spaces, including the lounge, tea room, cafeteria, swimming pool, and turkish baths, have not been preserved in as intact of a condition.
The hotel began to see a decline in occupancy with the onset of the Great Depression, with several of its 1,100 rooms regularly sitting vacant. As a result, it began to see portions of its interior converted into office space, which accelerated after the opening of the WBEN TV studio in the building. The Statler hotel chain was bought out by Hilton in 1954, which continued to use the Statler brand on hotels that the chain had already built, but eventually phased it out. The hotel finally shuttered in 1984, with the building being renamed the Statler Towers. The building became largely vacant, with only the lower floors being occupied, with the highest occupancy being in the street-facing retail spaces. In the 2000s, the building was slated for conversion into a hotel and condominium, but this proved unsuccessful when the entity that owned the building went bankrupt, leading to a foreclosure and the building being threatened with demolition. Preservationists worked hard to save the building, leading to it being auctioned to a developer in 2010, whom started to stabilize the structure and address its deferred maintenance, reopening the event spaces on the lower floors in 2011, with plans to eventually renovate the rest of the building with an incremental, multi-phased approach. After that developer died, the building was sold to another developer, whom has announced plans to convert the base into a combination of parking, meeting and event space, amenity space, and retail space, with 600 apartments on the upper levels, with work being well underway in 2022.
Built in 1903-1905, this Prairie-style mansion was designed by Frank Lloyd Wright for Larkin Company executive Darwin D. Martin, whom built the house as a way to bring his family, which had been scattered in various parts of the United States when his mother had died early in his childhood. The house was the culmination of immense personal wealth and professional success that Martin had enjoyed in his life despite his difficult childhood, starting as a soap seller in New York City, being hired by the Larkin Company in 1878, before moving to Buffalo and becoming the single office assistant to John D. Larkin in 1880, and in 1890, replaced Elbert Hubbard, who was a person that Martin immensely admired, as the Corporate Secretary of the Larkin Company. When the Larkin Company was seeking a designer for a major new office building for the company at the turn of the 20th Century, Martin, whom had witnessed Wright’s work in Chicago and Oak Park, wished to hire the architect as the designer of the new building, but needed to convince the skeptical John D. Larkin and other executives at the company of Wright’s suitability for the project. As a result, Martin decided to have Wright design his family estate. Darwin D. Martin became such a close friend of Wright that he commissioned the family’s summer house, Graycliff, located south of Buffalo on the shores of Lake Erie, to be designed by Wright in 1926, and spearheaded the effort to assist Wright with his finances when his personal residence, Taliesin, was threatened with foreclosure in 1927.
The main house is made up of four structures, those being the house itself, which sits at the prominent southeast corner of the property closest to the intersection of Summit Avenue and Jewett Parkway of any structure on the site, the pergola, which is a long, linear covered porch structure that runs northwards from the center of the house, the conservatory, which sits at the north end of the pergola and features a statue of the Winged Victory of Samothrace, which is visible from the front entrance to the house down the long visual axis created by the pergola, and the carriage house, which sits immediately west of the conservatory and behind the west wing of the house, enclosing the rear of the house’s main garden.
On the grounds of the mansion are two other houses, those being the Barton House, built at the northeast corner of the property along Summit Avenue to house Darwin D. Martin’s sister, Delta Martin Barton, and her husband, George F. Barton, which was the first structure to be built on the property and very visually similar to the main house, using the same type of bricks and incorporating many smaller versions of features found on the main house, and the Gardener’s cottage, built in 1909 to house gardeners who maintained the grounds of the property, which is the smallest and plainest of the three houses, which is sandwiched into a narrow strip of the property between two other houses, fronting Woodward Avenue to the west.
The main house features a buff roman brick exterior with raked horizontal mortar joints and filled in vertical joints, giving the masonry the appearance of being made of a series of solid horizontal bands with recessed joints, accentuating the horizontal emphasis of the house’s design and creating texture with shadows. The roof is hipped with wide overhanging eaves, with the gutters draining into downspouts that drop water into drain basins atop various one-story pillars at the corners of the house, with the roof having a T-shaped footprint above the second floor and three separate sections above the first floor, which wrap around the second floor to the south, west, and north, with the roof soaring above a porte-cochere to the west of the house, as well as a separate roof suspended above a porch to the east. The house’s roof is supported by pillars that sit near, but not at the corners of the building, with windows wrapping the corners. The windows are framed by stone sills and wooden trim, with some windows featuring stone lintels. The front door is obscured inside a recessed porch on the front facade, with the tile walkway to the door turning 90 degrees upon its approach to the doorway, a quite common feature of many of Wright’s houses at the time. The house is surrounded by a series of low brick walls with stone bases and stone caps, with sculptural decorative stone planters atop the pillars at the ends of many of these walls, with some of the planters containing carefully chosen decorative vegetation, and others serving as semi-hidden drainage basins for the adjacent one-story roofs.
Inside, the house features a foyer with a head-on view of the pergola and the conservatory to the north, simple but finely crafted wooden trim elements, the beautiful Wisteria Mosaic Fireplace between the foyer and dining room on the first floor that reflects light in different ways via various types of tile with different types of glazing, rough plaster painted a variety of colors, careful use of shadow to highlight certain elements while obscuring others, art glass windows featuring stained glass and clear glass panes in decorative patterns, wooden built ins and Frank Lloyd Wright-designed furnishings, a large kitchen with lots of white surfaces and wooden cabinets overlooking the garden, a living room with a vaulted ceiling and brick fireplace featuring an arched hearth opening, extensive use of expansion and compression via ceiling height to drive movement through the space, ventilation ducts that can be operated via decorative casement windows at the pillars ringing the various spaces of the house, wooden screens to obscure the staircase and second floor, custom light fixtures, art glass ceiling panels, and five large doors with art glass lights to the eastern porch on the first floor. The second floor of the house has multiple bedrooms with a variety of Frank Lloyd Wright built-in and freestanding furniture, wooden trim, and multiple bathrooms. The house is further decorated with Japanese art pieces procured by Wright in Japan, as well as being heavily inspired by traditional Japanese architecture, with usage of shadow and light to obscure and highlight different features, as well as the general form of the house, with the wide eaves providing ample shade to the interior during the summer months, while still allowing light to easily enter the space during the darker winter months.
To the north of the main house is an approximately 90-foot-long pergola with evenly spaced brick pillars framing the tile walkway, decorative wooden trim on the ceiling at each column, light fixtures at each column, and a glass transom and a door with large glass lights and a narrow frame providing a nearly unobstructed view of the interior of the conservatory at the north end of the pergola, focusing the attention of visitors upon their entrance to the house, as the conservatory and pergola form a continual visual axis from the foyer to the statue of the Winged Victory of Samothrace that stands in the northern end of the conservatory. This entire section of the house was rebuilt during its restoration, having been demolished in the 1960s after falling into disrepair. The pergola features a gabled roof that terminates at the bonnet roof around the perimeter of the conservatory to the north and at the first floor hipped roof of the house to the south.
The conservatory sits at the north end of the pergola, and has a latin cross footprint, with a glass skylight roof with a gabled section running north-south and a pyramidal hipped section at the crossing. The skylight terminates at a parapet that surrounds it on all sides, which features distinctive and decorative “birdhouses” at the north and south ends, apparently intended to house Blue Martins, but were not designed appropriately for the specific needs of the species, and have thus never been occupied. Two of the birdhouses survived the decay and demolition of the original conservatory in the 1960s, and were prominently displayed atop a wall in front of the house until the restoration of the complex in 2007. The interior of the conservatory features only a few concrete planters flanking the walkways and below the large Winged Victory of Samothrace that sits in the northern alcove of the space, with this apparently not having been what the Martin family had in mind, leading to the erection of a prefabricated conventional greenhouse made of metal and glass to the west of the Carriage House shortly after the house’s completion. The conservatory utilizes the same small tile on the floor as other areas of the house, with suspended wooden trim frames breaking up the large void of the space into smaller sections, supporting the space’s light fixtures and carefully framing the planters, fountain, and sculpture.
To the west of the conservatory is the two-story Carriage House, which features a simple pyramidal hipped roof with wide overhanging eaves, recessed corner pillars with central sections featuring wrap-around bands of windows on the second floor, a large carriage door in the center of the south facade, flanked by two smaller pillars and two small windows, and a one-story rear wing with a hipped roof. The interior presently houses a gift shop, but is set up like the original structure, demolished in the 1960s, would have been, with horse stables, red brick walls, a utility sink, and a simple staircase to the upper floor.
The house complex was home to the Martin family until 1937, when, owing to financial difficulties brought on by the loss of the family fortune during the 1929 Black Friday stock market crash and Darwin D. Martin’s death in 1935, the house had become too difficult for the family to maintain, with the family abandoning the house, allowing it to deteriorate. Additionally, Isabelle Reidpath Martin, Darwin’s widow, did not like the house’s interior shadows, which made it difficult for her to see. D.R. Martin, Darwin’s son, tried to donate the house to the City of Buffalo and the State University of New York system for use as a library, but neither entity accepted the offer, and the house remained empty until 1946, when it was taken by the city due to back taxes. In 1951, the house was purchased by the Roman Catholic Diocese of Buffalo, which intended to convert the house into a summer retreat for priests, similar to the contemporaneous sale of Graycliff by the Martin family to the Piarists, a Catholic order. However, the property languished until 1955, when it was sold to architect Sebastian Tauriello, whom worked hard to save the architecturally significant and by-then endangered property, hoping the house would avoid the fate that had befallen the Larkin Administration Building five years prior. The house was subdivided into three apartments, with the carriage house, pergola, and conservatory demolished and the rear yard sold, and two uninspired apartment buildings with slapped-on Colonial Revival-style trim known as Jewett Gardens Apartments, were built to the rear of the house. In 1967, the University at Buffalo purchased the house, utilizing it as the university president’s residence, with the Barton House and Gardener’s Cottage being parceled off, both converted to function as independent single-family houses. The university attempted to repair the damage from years of neglect and did some work to keep the house functioning, modernizing portions of the interior and returning several pieces of original furniture to the house. The house would exist in this condition for the next half-century.
In 1975, the house was listed on the National Register of Historic Places, and in 1986, was listed as a National Historic Landmark. In 1992, the nonprofit Martin House Restoration Corporation was founded with the goal of eventually restoring the historically and architecturally significant complex, and opening it as a museum. In 1994, the organization purchased the Barton House, and had the Martin House donated by the University of Buffalo in 2002. The restoration of both houses began under the direction of Hamilton Houston Lownie Architects shortly thereafter, and the Jewett Gardens Apartments were demolished upon the acquisition of the site by the nonprofit around the turn of the millennium. In 2006, the Gardener’s cottage was purchased from private ownership, and work began to rebuild the lost Pergola, Conservatory, and Carriage House, which were completed in 2007. Additional work to restore the house continued over the next decade, restoring the various interior spaces, with extensive work being put in to restore the kitchen and bedrooms. Finally, in 2017, the last part of the house was restored, being the beautiful Wisteria Mosaic Fireplace between the dining room and foyer, which had been extensively altered. An addition to the grounds, located on the former rear yard of an adjacent house, is the contemporary, sleek glass and steel-clad Eleanor & Wilson Greatbatch Pavilion Visitor Center, designed by Toshiko Mori, with a cantilevered roof that appears to float and tapers to thin edges, with glass walls on three sides, which houses the visitor information desk, ticket sales, presentation space, a timeline of the Martin House’s history, and restrooms. The restoration of the house marks one of the first full reconstructions of a demolished Frank Lloyd Wright structure, and is one of several significant works by the architect in Buffalo, including three designs that were built posthumously in the early 21st Century - the Fontana Boat House in Front Park, the Tydol Filling Station at the Buffalo Transportation Pierce Arrow Museum, and the Blue Sky Mausoleum at Forest Lawn Cemetery, which was designed for the Martin family in 1928, but not built until 2004.
Today, the restored Darwin D. Martin House complex serves as a museum, allowing visitors to experience one of the largest Prairie-style complexes designed by Frank Lloyd Wright, faithfully restored to its circa 1907 appearance, giving visitors a sense of the genius and design philosophy of Wright.
Along with Hinxhill, Thanington were the two longest term targets for photographing.
I first went to Thanington at none on Heritage Day, hoping it would be open. It was locked, but a sign indicated it would be open later.
Thing about Heritage Day is to minimise travel time, but to get to Hinxhill and Thanington, there was no choice that to have a 45 minute drive from Upchurch.
With Hinxhill being open and already in the bag, I arrived at Thanington, able to park outside thanks to the road having been resurfaced and the double yellow lines not having yet being painted.
Some churches are well worth the wait to see, like Hinxhill, and others are a disappointment. Thanington falls into the latter.
Heavily restored in the 19th century, and recently re-ordered, it left me cold. But the volunteer loved her church, and she showed me what was thought to be a carved head portrait on a column.
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Thanington is on the main A28, and St Nicholas set beside the road, though hides behind a huge Yew Tree.
I have been along this road many times, but the traffic is either too heavy, or too jammed to be able to stop. But one day earlier this month, I tried to see inside.
Sadly, it was locked, but then that is the fate of many urban churches, not just in Kent but all over.
So another one to add to the list come Heritage and Ride and Stride Weekend in September 2017.
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Low beside the road to Canterbury and outside (without) its walls, St Nicholas is a church that has seen many changes. An odd plan of nave with north tower, chancel and south nave chapel, it is built of local flints. Yew trees, the largest of which has an enormous round seat encompassing it, dominate the exterior. Inside the church has been recently re-ordered and the stone floor replaced by one of solid wood - a vast improvement. The pulpit and most of the nineteenth century stonework is by William Butterfield. In the nave are two gothic tablets to the Cooper family but apart from that there are few memorials to be seen. The east window of the south chapel has a fine piece of 20th century glass of The Good Shepherd contrasting with the earlier Mary and Elizabeth in its south windows. The plain arch into the tower shows the difference between medieval and later stonework and now leads to the church room added further down the slope and completely invisible from the south side of the church. The piscina is a wonderful piece of Victorian inventiveness with scrolly end stops and lobed inner arch whilst set into a recess in the east wall is a fascinating statue of St Nicholas the patron saint, with two children at his feet looking just as if they had stepped out of an Enid Blyton book! Delightful if somewhat bizarre.
www.kentchurches.info/church.asp?p=Thanington+Without
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HANINGTON lies about a mile from Canterbury, near the suburbs of Wincheap, part of the street of which, as well as St. Jacob's hospital at the entrance of it, are within the bounds of it; the river Stour runs through it, on the southern side is the church and courtlodge, beyond which and the Ashford road the hill rises on a poor flinty soil, among the coppice woods, as far as Iffens wood, a small part of which is within it. On the Ashford road stands the manor-house of Cockering, formerly possessed by a family of the same name, it has for some length of time belonged to the Honywoods, of Markshall, in Essex, and does now to Filmer Honywood, esq. of Marks-hall. A small distance higher on the hills, is New-house, formerly belonging to the Roberts's, of Harbledown, and thence by marriage to Robert Mead Wilmot, esq. who sold it to Sir Thomas Pym Hales, bart. as he did to Geo. Gipps, esq. the present owner of it. Between the above road and the church there are some very rich hop grounds. On the opposite, or northern side of the river, over which there is here a long wooden bridge for foot passengers only, and a ford, there is a large tract of meadows, and at the edge of them the manor and borough of Toniford. The ruins of the west front of the antient castellated mansion of it still remain, having four circular towers at equal distances, built of flint and ashlar stone. The gateway leading to it is still left, and the moat round it, very broad and deep, is still visible. Adjoining to the ruins is the modern house, built on the scite of the old one. The Kingsfords were for some generations resident here, as tenants of this estate. Above this the hill rises among much poor rough land. towards the woods.
THIS PLACE was antiently held of the archbishop, as part of his hundred and manor of Westgate, and in the reign of the Conqueror, as appears by domesday, it was held by Gosfridus Dapifer. (fn. 1) Some time after which THE MANOR OF THANINGTON appears to have been held by the eminent families of Valoyns and Septvans, of the archbishop; but in the next reign of king Richard II. it was held by Sir William Waleys, whose only daughter and heir Elizabeth carried it in marriage to Peter Halle, esq. of Herne, whose grandson Thomas died anno 1 Henry VII. unmarried, and was buried in Thanington church; upon which this manor came to his sister Joane, whose husband Thomas Atkins, in her right, became entitled to it. His son William Atkins, about the 17th year of king Henry VIII. alienated it, by fine and recovery, to John Hales, esq. of the Dungeon, in Canterbury, a baron of the exchequer, whose second son Thomas Hales, esq. by his fa ther's will, became possessed of this manor, where he afterwards resided. During which time his eldest brother Sir James Hales, late a justice of the common pleas, having been dismissed from his office on queen Mary's accession, retired to his nephew's seat here, where, in a fit of despondency, he drowned himself in the river near it, in 1555. (fn. 2) Thomas Hales died in 1583. His son Sir Charles Hales likewise resided here till he removed to Howlets, in Bekesborne, where his posterity remained till within these few years. At length his descendant Sir Philip Hales, bart. in 1775, passed it away by sale to George Gipps, esq. of Harbledowne, who is the present owner of it. A court baron is held for this manor.
TONIFORD, usually called Tunford, is a manor, situated within the borough of its own name, near the western bounds of this parish, and on that side of the river Stour next to Harbledowne. It was in early times both the property and residence of a family, who took their name from it, and bore for their arms, Gules, on a cross, argent, three fleurs de lis, sable. John de Toniford was possessed of it in the latter end of king Henry III.'s reign, and was a good benefactor to the hospital of Harbledowne. And his descendant, John de Toniford, resided here in king Edward III.'s reign, at the latter end of which he alienated it to Sir Thomas Fogge, whose son, of the same name, resided here, and died possessed of it anno 9 Henry IV. and was buried in the cathedral of Canterbury. From this family it afterwards passed into that of Browne, of Beechworth-castle, and in the 27th year of Henry VI. Sir Thomas Browne, of that place, comptroller and treasurer of the king's houshold, obtained a grant of liberty to embattle and impark, and to have free warren, &c. within this manor, among others. One of his descendants sold it to Colepeper, who again passed it away to Vane, from which name it was sold, in king Charles I.'s reign, to Capt. Thomas Collins, of Sittingborne, afterwards of Brightling, in Sussex, whose arms were Gules, on a bend, or, three martlets azure, within a bordure, ermine. In whose descendants it continued down to Mr. Henry Collins, of Chichester, who died possessed of it in king George II.'s reign, after whose death, it came to Thomas Lucksford, esq. of Chichester, whose widow Mrs. Hannah Lucksford dying in 1794, it came by devise at her decease, to William Wills, esq. of Ulcombe, who is the present possessor of it.
ST. JACOB'S, alias ST. JAMES'S HOSPITAL, which was situated at the further end of Wincheap-street, just without the bounds of the city of Canterbury, which extends close to the walls of it, was founded for leprous women, before the reign of king John. For in archbishop Hubert's time, who died in the 7th year of that reign, the prior and convent of Christ-church, in Canterbury, took this hospital into their custody and protection, and engaged themselves, that they would maintain three priests and one clerk for the service of religion, and twenty-five leprous women in this house, and supply them both, with all necessary provisions out of the profits of the church of Bredgar, and the other possessions of it, which church or parsonage king Henry III. afterwards confirmed to this hospital, in pure and perpetual alms. The revenues of it were valued anno 26 Henry VIII. at 53l. 16s. IId. in the whole, or 32l. 2s. 1¼d. clear annual income.
The members of it were exempted from the payment of tithes for their gardens and cattle; but there was a consideration in money, of eighteen pence per annum, in lieu of tithe, for the scite of the hospital, paid to the parson of Thanington.
This hospital escaped the dissolution of such foundations in king Henry VIII.'s reign, and continued till the 5th year of king Edward VI. when it was surren dered into the king's hands. The scite of it is now the property of Mr. Daniel Sankey, of Wincheap street, Canterbury. There are only the stone walls, which inclose an orchard, and the lower part of the front of the house, remaining of the antient buildings of it; the rest of the house, now called the hospital, being of a much more modern date.
There are no parochial charities. The poor constantly maintained are about fifteen, casually twenty-five.
THANINGTON is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of of the same.
The church, which is dedicated to St. Nicholas, is but small, consisting of one isle, a high chancel, and another on the south side, having a small pointed turret on the middle of the north side, in which hang three bells. It is an antient building. In the isle is a memorial for Thomas Hale, obt. 15—, rest obliterated, and arms gone. Two memorials for the Kingsfords, of Tonford. In the high chancel is a gravestone, coffinshaped. A stone with the figure of a man in armour, and inscription in brass, for Thomas Halle, esq. obt. 1485; arms, Halle, barry, three escutcheons. Within the altar-rails, a memorial for Anne, wife of Sir Charles Hales, of Canterbury, daughter of Robert Honywood, esq. of Charing, obt. 1617. Another for Sir Charles Hales, obt. 1623, arms, Hales, a crescent for difference. Memorial for Millicent, wife of Henry See, gent. married first to Henry Blechenden, esq. of Aldington; secondly to Jerom Brett, esq. of Leedes; lastly to Thomas Rownyng, gent. obt. 1612. In the south wall is an arch, hollowed in the building, and a tomb underneath. At the end of the south chancel there was formerly an altar; the niche for holy water still remains. In the church-yard, near the south side of the chancel, are the remains of an antient tomb, singularly shaped, having a stone in the shape of a lozenge lying on the base of it. By two grooves in the side and other marks, it seems to have had much more belonging to it.
This church was part of the antient possessions of the priory of St. Gregory, founded by archbishop Lanfranc, and was by archbishop Hubert confirmed to it in king Richard I.'s reign. (fn. 3) In the 8th year of king Richard II. this church was become appropriated to that priory, when, on the taxation, it was valued at 11l. 6s. 8d. at which time there was a vicarage here, valued at four pounds, being one of those small benefices in this deanry not taxed to the tenth. After which, both church and advowson, remained part of the possessions of the priory till the dissolution of it in king Henry VIII.'s reign, when it came into the king's hands, and was soon afterwards granted, with the scite and other estates of the priory, in exchange, to the archbishop, part of whose revenues the appropriation of this church continues at this time. George Gipps, esq. of Harbledowne, is the present lessee under the archbishop, of this parsonage, among the other possessions of St. Gregory's priory.
In 1774 this parsonage consisted of a part of a messuage, called the vicarage-house, or Cockering-farm, with a stable, and two pieces of land, containing thirteen acres, with the tithes of corn, hay, seeds and pasture, of hops and wood, the church-yard, and a piece of hop-ground. Total value 128l. 10s. procurations to the archdeacon 5s. and to the archbishop at his visitations 6s. The vicarage-house consists of a lower and upper room, being the north-east end of Cockering-house, Mr. Honywood's, and easily distinguished from the rest of it. A like instance of such contiguity, I never have as yet met with.
Before the dissolution of the priory this church was served by a vicar; but from that time it has been esteemed only as a perpetual curacy, in the patronage of his grace the archbishop.
¶The antient stipend of the curate was eight pounds, but archbishop Juxon increased this stipend, among others, to forty pounds, to be paid by the lessee of the appropriation, at which sum the value of it is now certified. And it has been since further augmented by two hundred pounds from the governors of queen Anne's bounty, and the addition of two hundred pounds more from the same fund, on a distribution from the legacy of Mrs. Ursula Taylor, paid to it by Sir Philip Boteler, bart.
In 1588 here were eighty-eight communicants. In 1640 only forty.
Strathspey Railways' DMU pictured at Boat of Garten.Running as part of the Highland Railway 150 event.Looking very smart,it is painted in early BR livery with "speed whiskers" on the ends.These were replaced with full yellow panels in BR days as the "whiskers" were found to be not visible enough.
This machine was replaced by a 2021 PDQ Laserwash 360 Plus in 2021.
Located at Suds Up Car Wash in Adelaide, SA.
Rear view.
Sorry about the poor lighting. I've been meaning to get photos of this wash ever since I filmed it in 2019–but just never got around to it. A couple weeks ago, I passed this place and decided to finally do it.
© Cool James 2019 - 2021, all rights reserved.
Replacing an earlier digital photo with a better version 12-Sep-20.
'Old' Condor livery with Thomas Cook tail logo.
First flown with the Boeing test registration N1786B, this aircraft was delivered to Condor Flugdienst as D-ABOJ in Mar-00. From early 2000 the UK's Thomas Cook Group gradually bought up Lufthansa's shares in Condor and in Mar-03 it became Thomas Cook Airlines Germany (powered by Condor). The Thomas Cook name didn't work well in Germany and the name was changed back to Condor Flugdienst in Jun-04. The aircraft was wet-leased to Ryan International Airlines (USA) between Dec-04/Jun-05, Operating for Apple Vacations. It was fitted with blended winglets at Helsinki, Finland in Dec-09. The Thomas Cook Group (UK) ceased operations in Sep-19 and Condor was granted a loan by the German Government to keep operating. The aircraft was stored at Frankfurt in Mar-20 due to the COVID-19 Pandemic. It returned to service in early Jul-20. Current, updated (Sep-20).
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 08-Sep-25.
This aircraft was delivered to China Southern Airlines as B-2822 in Jun-92. 20 years later, in Mar-12, it was withdrawn from service and stored at Guangzhou, China.
It was sold to SCAT Airlines, Kazakhstan as UP-B5704 in Mar-13 and operated on behalf of Sunday Airlines, Kazakhstan. It was withdrawn from service and stored at Almaty, Kazakhstan in Oct-21. It was noted still stored at Almaty in Apr-23 in poor condition. Now 33 years old it's presumably permanently retired. Updated 08-Sep-25.
I did a fairly extensive photo shoot with my Fodens the other day. Having dug the Fodens out for the first time in ages I gave them a wash to get rid of eight months’ worth of dust. I wanted something to photograph with the new gear to start and get a feel for it, there are some photographs with the EOS M but most are with the 5D. They will appear repetitive but for my own reasons I have decided to upload most of the shoot.
M462LYL was one of the 400 or so 4000 series gritters that were supplied to the Highways Agency over a period of years to replace the S80 series Fodens, that we had five of. This wagon would have been scrapped along with most of the others but for the intervention of Stuart Kaye. Although it is in exceptional condition so were most of them, regardless, they had to be scrapped and not sold back onto the UK market. A scandalous waste of money, many had been extensively (and expensively) refurbished to a very high standard – total rebuilds – they were still scrapped. A Cummins 325 and six speed auto box makes this wagon very nice to drive empty! I very much doubt that the auto box and gearing would get up our local hills fully loaded and certainly not if pushing a plough. The wagon has covered 85,000 km and other than corrosion caused by salty hands the cab interior is very good.
I bought a second 4000 series, but just the chassis cab. The scrapping contract allowed for chassis or gritter bodies to be sold separately. Once separated the body takes a lot of refitting. There are hundreds of wires in plastic trunking and they just hacked through them, you couldn’t overstate the scale of the job of refitting, cost effectively, a body back onto one of the original chassis. I had sourced a dump truck body from an MOD Foden Alpha that would fit nicely on the 4000 chassis. We use this around the yard alongside our 1960’s Foden dumper.
It was whilst looking at the chassis cabs with Stuart in Geesons at Ripley that we saw OYE779Y, parked up with a plough fitted, it was minus 11 during this period and almost every motor in the yard had flat batteries, which the frost had then killed completely. We didn’t get to see a motor running but I ended up buying two including OYE. As soon as I saw this motor I knew that there was something strange about it. A Paccar (Kenworth) chassis, Cummins L10 250, Eaton Twinsplitter and Rockwell axles, with a 4000 series cab. As a regular buyer and driver of Fodens in the 80’s and 90’s I knew that these components weren’t available in 1982, when it was allegedly built. I had a new Foden the same month as this motor was supposed to have been built, December 1982. BYG167Y had Foden chassis and S10 cab, the Twinsplitter hadn’t been invented at this point. The serial number stamped on the chassis relates to an S80 series gritter, one of the previous generation, with Foden Gearbox, chassis, axles and Rolls Royce 265L engine. This is what the Foden Microfiche build sheet still shows for this serial number.
OYE779Y seems to have been built to replace the original, which was written off in a serious accident. The strange thing is the allocation of the same serial and registration numbers to a totally different vehicle. We have seen a black and white photograph of the wagon, when new with a conventional Atkinson gritter body. This was replaced with the French body now fitted. This has water tanks and can spread the salt with water, made of plastic and stainless steel, it appears unused. The wagon itself was unloved and un driven, we think, because of the Twin splitter gearbox, which wasn’t suitable for the drivers employed on the motorway gritting teams. With 30,000 km on the clock, mostly service miles, the wagon is like new. Other than sag in the roof lining material the cab interior is like new. I’m guessing that it saw very little actual work, subsequently it doesn’t have the fantastic paint job of the newer 4000 series, the result of being sandblasted and two pack painted. OYE has been touched up, a bit of a splodge here and there. There is a total lack of corrosion, it just needs a good respray and it would be like new. A new set of tyres fitted in 2003 still have the stickers on them. The long and the short of it is that this is a much newer wagon. The 4000 series cab was available in 1987, I bought one on an E plate, the last generation of S10 was still available in 1986 on a D plate so I reckon it would be built around this time.
There are only a few 4000 series gritters survived in the UK but some went to Ireland and others to Eastern Europe. Presumably Roger Geeson was allowed to export to countries where it wouldn't affect the sales of the suppliers of the new gritting fleet - this appeared to be why there was a restriction on sales in the UK.
If anyone has more to add regarding this story please let me Know.
I couldn’t resist adding my other two Fodens to the line-up, customers were coming and going at the same time hence some other motors in there. I decided to add some cab interior shots a day or two later, just for the record as it were.
To see more about J B Schofield and Sons and the history of the business and its 33 years as a gritting contractor, look here www.jbschofieldandsons.co.uk/
Replacing the Coe-Clemons Creek culvert will reduce the risk of catastrophic road failure of SR 203 in Duvall.
For: the people that love to download music for free without worrying too much about viruses or fake songs...
purpose: is to show that there are other p2p sharing software out there besides plain-old virus filled limewire.
downsides: If you are using Internet explorer you'll end up gettin some pop-ups... i would recommend safari for most of us but ill talk about that in a diff vid.
Title: State Street Station, longitudinal girder to be replaced with through girder
Date: 1905 May 23
Source: Boston Elevated Railway photographs, 9800.018.
File name: 9800018_005_040
Rights: Public Domain
Citation: Boston Elevated Railway photographs, 9800.018.City of Boston Archives, Boston
We are replacing a serpentine belt on a Ford F-250,6.0 poerstroke diesel engine. We are Ford Powertroke,Cummins,and Duramax Diesel engine Experts. Call Dan's Auto/Truck Repair in Arlington,Texas for any questions or concerns you may have. 817-548-8373,ask for Dan
I did a fairly extensive photo shoot with my Fodens the other day. Having dug the Fodens out for the first time in ages I gave them a wash to get rid of eight months’ worth of dust. I wanted something to photograph with the new gear to start and get a feel for it, there are some photographs with the EOS M but most are with the 5D. They will appear repetitive but for my own reasons I have decided to upload most of the shoot.
M462LYL was one of the 400 or so 4000 series gritters that were supplied to the Highways Agency over a period of years to replace the S80 series Fodens, that we had five of. This wagon would have been scrapped along with most of the others but for the intervention of Stuart Kaye. Although it is in exceptional condition so were most of them, regardless, they had to be scrapped and not sold back onto the UK market. A scandalous waste of money, many had been extensively (and expensively) refurbished to a very high standard – total rebuilds – they were still scrapped. A Cummins 325 and six speed auto box makes this wagon very nice to drive empty! I very much doubt that the auto box and gearing would get up our local hills fully loaded and certainly not if pushing a plough. The wagon has covered 85,000 km and other than corrosion caused by salty hands the cab interior is very good.
I bought a second 4000 series, but just the chassis cab. The scrapping contract allowed for chassis or gritter bodies to be sold separately. Once separated the body takes a lot of refitting. There are hundreds of wires in plastic trunking and they just hacked through them, you couldn’t overstate the scale of the job of refitting, cost effectively, a body back onto one of the original chassis. I had sourced a dump truck body from an MOD Foden Alpha that would fit nicely on the 4000 chassis. We use this around the yard alongside our 1960’s Foden dumper.
It was whilst looking at the chassis cabs with Stuart in Geesons at Ripley that we saw OYE779Y, parked up with a plough fitted, it was minus 11 during this period and almost every motor in the yard had flat batteries, which the frost had then killed completely. We didn’t get to see a motor running but I ended up buying two including OYE. As soon as I saw this motor I knew that there was something strange about it. A Paccar (Kenworth) chassis, Cummins L10 250, Eaton Twinsplitter and Rockwell axles, with a 4000 series cab. As a regular buyer and driver of Fodens in the 80’s and 90’s I knew that these components weren’t available in 1982, when it was allegedly built. I had a new Foden the same month as this motor was supposed to have been built, December 1982. BYG167Y had Foden chassis and S10 cab, the Twinsplitter hadn’t been invented at this point. The serial number stamped on the chassis relates to an S80 series gritter, one of the previous generation, with Foden Gearbox, chassis, axles and Rolls Royce 265L engine. This is what the Foden Microfiche build sheet still shows for this serial number.
OYE779Y seems to have been built to replace the original, which was written off in a serious accident. The strange thing is the allocation of the same serial and registration numbers to a totally different vehicle. We have seen a black and white photograph of the wagon, when new with a conventional Atkinson gritter body. This was replaced with the French body now fitted. This has water tanks and can spread the salt with water, made of plastic and stainless steel, it appears unused. The wagon itself was unloved and un driven, we think, because of the Twin splitter gearbox, which wasn’t suitable for the drivers employed on the motorway gritting teams. With 30,000 km on the clock, mostly service miles, the wagon is like new. Other than sag in the roof lining material the cab interior is like new. I’m guessing that it saw very little actual work, subsequently it doesn’t have the fantastic paint job of the newer 4000 series, the result of being sandblasted and two pack painted. OYE has been touched up, a bit of a splodge here and there. There is a total lack of corrosion, it just needs a good respray and it would be like new. A new set of tyres fitted in 2003 still have the stickers on them. The long and the short of it is that this is a much newer wagon. The 4000 series cab was available in 1987, I bought one on an E plate, the last generation of S10 was still available in 1986 on a D plate so I reckon it would be built around this time.
There are only a few 4000 series gritters survived in the UK but some went to Ireland and others to Eastern Europe. Presumably Roger Geeson was allowed to export to countries where it wouldn't affect the sales of the suppliers of the new gritting fleet - this appeared to be why there was a restriction on sales in the UK.
If anyone has more to add regarding this story please let me Know.
I couldn’t resist adding my other two Fodens to the line-up, customers were coming and going at the same time hence some other motors in there. I decided to add some cab interior shots a day or two later, just for the record as it were.
To see more about J B Schofield and Sons and the history of the business and its 33 years as a gritting contractor, look here www.jbschofieldandsons.co.uk/
Replaced VU Meter Lamps by two Blue 5mm LED's (3,5V / 20mA) in series with one resistor of 240 Ohm.
Watch the polarity: on this device the + was on the left (black wire)
On the right VU meter you can see the factory installed green tube lamp.