View allAll Photos Tagged replacing
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 13-Mar-25.
This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Air Europa, Spain as EC-HKS in May-00. It was returned to ILFC in Apr-07 and leased to Zoom Airlines UK in May-07.
Zoom Airlines UK ceased operations on 28-Aug-08, the aircraft was returned to the lessor and stored at Fort Lauderdale, FL, USA and later at Dothan, AL, USA. It was re-registered N201LF in Oct-08.
In Feb-09 the aircraft was leased to RAM Royal Air Maroc as CN-ROV and returned to the lessor in Jan-19 when it was stored at Shannon, Ireland. In Feb-19 it was sold to DHL Holdings as N276DH and ferried to Mexico City for freighter conversion.
It was converted to full freighter standard with a main deck cargo door in Nov-19. It was leased to Kalitta Air in Dec-19 and operated on behalf of DHL Airways. In May-22 it was transferred to DHL Air UK as G-DHLN. The operation for DHL Airways continued.
In Oct-23 the aircraft was transferred to DHL Air Austria as OE-LYA and operated for DHL Airways. Current, updated 13-Mar-25.
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-engined 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 licence-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 export success followed. These aircraft served with 101° Gruppo/8° Stormo (Cervia-S.Giorgio) from 1970, and later, from 1974, they served with the 13° Gruppo/32° Stormo (Brindisi).
Those 'Gruppi' (Italian equivalent of British 'squadrons', usually equipped with 18 aircraft) lasted until the early '90s, as the only ones equipped with the 'Yankee', using them as attack/recce machines, both over ground and sea, until the AMX replaced them. All in all, Italy operated 65 Fiat G.91Ys until 1994.
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: 3,400 km (ferry range with droptanks) (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
4× under-wing pylon stations with a capacity of 1,814 kg (4,000 lb)
The kit and its assembly:
A real world model, and IMHO one of the nicest special paint schemes I've come across because it's so simple. For its 70th anniversary in 1987, the Italian Air Force's 13° Gruppo turned one of its 32° Stormo G.91Y fighter bombers (as far as I could tell it's 32-13, confirmed by a small code number on the frontal landing gear cover) into a fill-fledged shark, taking the squadron's markings (a classic shark mouth on the aircraft's nose) literally to full scale.
But instead of adding lots of glitter and colors, the scheme remained very simple - a black shark on a white background, with minimal markings and stencils. I've already built this aircraft many years ago when I saw it in a print magazine in 1988 or so (remember - there was no internet at that time!), but I had the plan to re-create it on the basis of more and better photo footage.
Said and done, I dug a Matchbox G.91Y out of the pile and started. The kit is pretty simple, and in this case the fit of the fuselage halves was questionable, calling for massive PSR along the seams. In some areas the kit is really primitive, so I made some minor cosmetic mods:
The cockpit "tub" with an integrated seat is a clumsy joke and was replaced by a cockpit floor with side consoles from a Revell G.91. The seat comes from a Matchbox Gnat trainer and was pimped with ejection handles made from thin wire.
The kit's landing gear is rather simple, too, but I took it OOB since noone would later look into the wells.
The jet exhausts were drilled open (OOB these are just blank covers, only 0.5 mm deep!) and inside some afterburners were simulated.
The 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.
Finally, the drop tanks were replaced by F-86 alternatives with end plate fins, which were typically carried by Italian G.91s, including the anniversary G.91Y (as confirmed by photo footage).
Painting and markings:
I must admit that the paint scheme is, to a certain degree, the result of a guessing game, because any shots I found are profiles views, even in flight! Some details, like the black fins on the wings and the stabilizers could be deduced from the material at hand, but I have no idea how the wings' undersides look like. I think that they remained all-white, just like the aircraft's belly - at least that's what the information I have suggest.
And even though the two-tone paint scheme is rather simple it's still challenging - esp. because I do not use an airbrush. As a consequence, I had to improvise with the means at hand, which meant a basic coat of acrylic white (actually an off-white Volkswagen car color called "Grauweiss") from the rattle can with the shark added on top of that with matt black (in this case from Modelmaster). This is not the smartest way to create the scheme, but I wanted to avoid tedious multi-layers of uneven, brushed white. Horror... :-(
Anyway, the white basic layer ended up thicker than I expected (the paint turned out to be a bit pastous due to age), but the black shark would cover many problem zones, anyway. Painting was done free-handedly, the only masking was used on the canopy during the white base spraying.
The finish was not perfect, but I did not want a "uniform" aircraft, anyway, since most of the aircraft's pictures show it in a used state and not as a pristine museum piece. After a black ink wash (in order to emphasize surface details) the final blemisches were covered under some post-shading and dry-brushing with various shades of black, very dark grey and white that would add some more structure to the hull.
The few markings of this aircraft were taken from the OOB sheet. Since I was not able to find pictures that show it from above or below. I guesstimated the warning stencils on the wings.
The drop tanks became all-white and the "70 anni" slogan on the outer flanks was created with single, black 3mm letters from TL Modellbau.
Finally the kit was sealed with rather matt varnish, a mix of matt and semi-gloss Italeri acyrlic varnish in a 4:1 ratio. Apparently, 32-13 had been painted in a rather dull finish, despite carrying an anniversary scheme.
Well, I am not 100% happy with the result, I had hoped for a better, sharper finish. But it's an improvement when compared to my first attempt to build this machine 30 years ago, and I still find this simple anniversary to be very stylish and elegant, since it goes so well with the G.91Y's lines.
Replacing the Echo in Toyota’s U.S. product lineup and making its debut at the LA Auto Show, the 2007 Yaris is the second generation of a car that was Toyota’s best-selling model in Europe. With 3-door hatchback and 4-door sedan body styles with modern styling and upscale interiors, Yaris is aimed at youthful buyers. Powering the Yaris will be a 1.5-liter, 106 horsepower 4-cylinder engine mated to either a 5-speed manual or 4-speed automatic transmission.
Replacing an earlier scanned photo with a better version 03-Aug-22 (DeNoise AI).
travelcitydirect,com were an online UK travel company which operated trans-Atlantic charter services to Florida from the UK. Their flights were operated by Air Atlanta Europe using their AOC. Flights were operated with two B747-200's and later a B747-300 for just a couple of years before operations ceased.
Delivered to Cathay Pacific Airways as VR-HID in Jun-81, it became B-HID in Aug-97 after Hong Kong became an autonomous region of China. The aircraft was leased to Air Atlanta Icelandic in Nov-98 as TF-ABA and immediately sub-leased to Iberia.
It returned to Air Atlanta in Jun-00. It was wet leased to many companies during it's time with Air Atlanta. Virgin Atlantic Airways (Jan/Oct-01), Nigeria Airways (May/Jul-02), Garuda Indonesian Airlines on Haj Pilgrimage ops (Jan/Mar-03), Air Algerie (Jul/Oct-03) and Saudi Arabian Airlines on Haj Pilgrimage ops (Jan/Mar-04).
In May-04 it was transferred to Air Atlanta Europe and operated for TravelCityDirect.com until it returned to Air Atlanta Icelandic in Nov-04. And finally, it was leased to Malaysia Airline System between Dec-05 & Jan-05 on Haj Pilgrimage ops. It was retired at Sharjah, UAE, in Oct-05 and was subsequently broken up.
Replacing an earlier scanned photo with a better version 17-Jun-21.
This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Britannia Airways as G-BYAU in May-94. The marketing name was changed to Thomson,co.uk (the tour operator) in Apr-04 with additional small 'Operated by Britannia' titles. It was changed again in Nov-04 and became Thomsonfly,com, then to Thomson Airways in Nov-08. The aircraft was returned to the lessor in May-12 and immediately sold to FedEx Federal Express as N927FD. It was stored at Victorville, CA, USA until May-13 when it was converted to freighter configuration with a main deck cargo door. It's based in Europe and occasionally visits it's old hometown in Manchester. Current, updated 17-Jun-21.
One of the earliest incarnations of the Metro, a car that was meant to replace the Mini in the eyes of British Leyland, but even with this prime contender, the Mini continued to soldier on well into the 1990's.
However, even though the car failed to take over the reigns of the small British car market, the Metro can be credited with keeping the British car industry alive for another 20 years, until this too was retired in 1999, it's long outdated design remaining a constant right up until the end.
The MG Metro was a more sporty version of the car launched in 1982, being powered by a slightly more powerful 1.3L engine with a top speed of 105mph and a 0-60 of 10.1 seconds. This at the time was considered the lowest point for the MG name, the last purebred MG car being the MGB which was discontinued in 1980. It would not be until the MG RV8 and the MG F that the brand would find its way onto a car that wasn't based on an Austin/Rover.
Replacing an earlier scanned 6"x4" print with a better version 17-Feb-19.
Operating a Football Charter bringing fans of Galatasaray who were playing Manchester United. It was a 3-3 draw.
The only Istanbul Airlines B737-400 to have round 'dots' over the i's, all the rest had square 'dots'. Hows that for a piece of useless information!
A long history and a lifetime of mostly short leases... This aircraft was delivered to the GPA Group Ltd and leased to SAHSA Airlines (Servicio Aéreo de Honduras S.A.) as HR-SHL in Aug-90, it didn't stay long and was returned to the lessor in Feb-91.
It was leased to VASP Brasil as PP-SOH in Apr-91 and returned to the lessor in Mar-92. In Apr-92 the aircraft was leased to MAS Malaysian Airline System as 9M-MJR and returned to the lessor in Apr-93.
Two weeks later it was leased to Istanbul Airlines as TC-AYA. It was wet-leased to Carnival Airlines (USA) between Nov-95/Apr-95, and to Myanmar Airways International between Nov-96/Jun-97. It was returned to the lessor in Jul-00 as N683GE and stored (Istanbul Airlines ceased operations in Aug-00!).
The aircraft was leased to Garuda Indonesia Airlines as PK-GWW in Jan-01 and it returned to the lessor in Feb-06. It was re-registered N683GE again the Mar-06 and leased to Orenburg Airlines (Orenair) as VP-BGQ later that month. It returned to the lessor as N837TM in Apr-14 and was stored at Roswell, NM, USA.
It was sold to Jetran LLC in Dec-14 and moved to San Jose, Costa Rica is Jan-15 where its storage continued. In Apr-15 the aircraft was sold to the Texas Aviation Group LLC and remained stored at San Jose until it moved to Dothan, AL, USA in Sep-15 for freighter conversion.
It was converted to freighter configuration in early 2016 and was due to be leased to Modern Transportes Aereos (Brasil) as PP-YBB but the lease was cancelled.
Instead, it was sold to Airwork Flight Operations Ltd (New Zealand) as ZK-PAT in Jul-16 and operates on behalf of Parcel Air. Now 32 years old it continues in service. Updated 19-Oct-22.
Replacing the iMac in the kitchen that died, I put my recently retired MacBook Pro in an Ergotron Slim CPU wall mount and purchased an inexpensive Samsung 18" monitor
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 31-Dec-25 (re-scanned from a very 'yellowed' negative).
Originally built as an MD-81, this aircraft was delivered to Swissair as HB-INV in Mar-87. It was sold to a lessor on delivery and leased back to Swissair. It was converted to MD-82 standard in Oct-95.
In Oct-95 the aircraft was sub-leased to Crossair and in Feb-97 it was converted to MD-83 standard. Crossair bought it in Dec-99 and then sold it to Odette Airways in Jan-02 and leased it back until it was returned to Odette Airways in Feb-02.
Odette Airways was renamed Helvetic Airways in Oct-03. The aircraft was sold to a lessor in Aug-05 and immediately leased to Map Jet, Austria as OE-LOG. It was sub-leased to AviaJet, Ireland four days later and returned to Map Jet in Mar-06.
The aircraft was withdrawn from use (and abandoned) at Malmo, Sweden in late 2008. By Oct-12 all salvageable parts had been removed and the remaining hulk was moved to the centre of the airfield for use by the Fire Service as a trainer. The aircraft was last noted still at Malmo in Jun-18.
I also have a photo of this in Crossair livery at ...
Dutch baby experiment, replacing almond flour with cornmeal. Chemistry, apparently, is a thing.
12 Likes on Instagram
SR 542 was closed in mid-July 2015 so crews could remove an old split box culvert and fill, then build a new bridge over Anderson Creek. The highway is an important link to eastern Whatcom County. As the new bridge is completed, the crews will restore a natural creek bed that will allow better fish passage in Anderson Creek. Removing the culverts also eliminates a chronic maintenance issue.
Replaces my previous version. Changes include removal of upper nose sensor, removal of windscreen green sun tinting, landing gear doors closed (as would be on the actual aircraft), revision of the camoflauge scheme to to more accurate colors and pattern, and new armament including 2 Mk84 2000lb LGBs, 2 LAU-19 FFAR (Folding Fin Aerial Rocket) pods, 2 AIM-9 Sidewinder air to air missiles, and the retained 25mm belly gun pod system.
replaced the window display today for the fashion department. installed two Window Mannequins, and Rootstein's Renata and Maggie. Hate the clothes, but did the best I could from the pile I was handed.
Replacing an earlier scanned slide with a better version 09-Mar-16.
Dan-Air, no titles.
Delivered to the original Caledonian Airways as G-AXYD in Mar-70, Caledonian took over BUA British United Airways in Nov-70 to form Caledonian//BUA. The company was renamed British Caledonian Airways in Sep-71.
The aircraft was sold to Dan-Air Services in Apr-76. It was leased to British Caledonian Airways between Jan/Mar-84 and again in Nov-87 until B.Cal was merged into British Airways in Mar-88 when the aircraft was returned to Dan-Air Services.
It was sold to ILFC International Lease Finance Corporation in Nov-92 and leased to British World Airlines a few days later. It was initially stored at Southend, UK. The registration G-OBWF was assigned but not taken up.
It was returned to ILFC in Apr-95 and was immediately sold to Aircraft Financing & Trading. The aircraft was sold to Oriental Airlines in Aug-95 for spares use and was finally broken up in Sep-98.
County Wexford, Ireland.
Loftus Hall is a large mansion house on the Hook peninsula, County Wexford, Ireland that is said to have been haunted both by the devil and by the ghost of a young woman.
The Redmond family built the original building in about 1350 during the time of the Black Death. It replaced their original castle at Houseland near Portersgate. The Hall became the property of the Loftus family in the 1650s as a result of the Cromwellian confiscations and this was confirmed after the Restoration of King Charles II of England by the Act of Settlement of 1666.
The building that exists today was built between 1870 and 1871 by the 4th Marquess of Ely. In 1917 Loftus Hall was bought by the Sisters of Providence and turned into a convent and a school for young girls interested in joining the order. In 1983, it was purchased by Michael Deveraux who reopened it as "Loftus Hall Hotel", which was subsequently closed again in the late 1990s.
It was privately owned by Deveraux's surviving family until late 2008, when it was sold to an unnamed buyer, rumoured to be Bono of U2 fame.
The name 'Loftus Hall' is also applied to the townland surrounding the mansion. The entire townland of Loftus Hall, including the building itself, can be overlooked from Hook Lighthouse.
Contents [hide]
In 1642, the future Loftus Hall - then known as Redmond's Hall - was attacked by English soldiers loyal to Charles I of England.
The Irish Confederate Wars had broken out in 1641 and hostilities commenced in Wexford in 1642. An English garrison of around 100 men under the command of Lord Esmonde was based at Duncannon Fort on Waterford Harbour. On 23 February, this garrison was reinforced by a further 200 soldiers under the command of Captain Anthony Weldon and Captain Thomas Aston along with six cannon.
On 19 June a party of these soldiers from the fort were attacked by a group of Irish Confederates under the command of Captain Rossiter and Major James Butler at Shielbaggan while their on way to Tintern. The English were routed and driven back to the fort.
Redmond's Hall was clearly visible to the beleaguered garrison at Duncannon. The Hall's owner, Alexander Redmond, was known to be sympathetic to the rebels. The Hall was known as a place that gave assistance to the rebels. Captain Aston believed it could be easily taken and on 20 July 1642 took ship from Duncannon with around ninety men and two small cannon, landing near the Hall.
Although he was sixty-eight years old, Alexander Redmond barricaded the Hall and prepared to defend it. He was assisted by his sons, Robert and Michael, some of their tenants, two men at arms and an itinerant tailor who happened to be at work in the Hall when the attack took place. The defenders numbered ten in all and were armed with long barrelled fowling pieces.
Captain Aston drew his men up in front of the Hall and demanded admission in the name of the King. Alexander Redmond retorted that Aston was welcome to come in provided only that he left his soldiers and weapons outside. A lengthy gun battle ensued. Aston discovered that his cannon were too small to make much impression on the main door. To add to his troubles about half his men abandoned him to pillage the countryside. As the fight dragged on a heavy sea-mist descended on the Hook Peninsula.
Meanwhile, the Irish Confederates under Captain Rossiter and Captain Thomas Roche were still encamped at Shielbaggan. Hearing of the attack they marched rapidly to the aid of the defenders and surprised the attackers under cover of the fog. About thirty of the English escaped to their boats and back to the fort. Captain Aston himself was one of those killed. Many of the others, including Lord Esmonde's two nephews Lieutenants John and Walter Esmonde were taken prisoner. Several of the English prisoners were hanged the following day on Thomas Roche's orders, probably at Ballyhack. On 20 August eleven others were hanged at New Ross including one of the Esmonde brothers (see also, Siege of Duncannon).
[edit]Dispossession and Change of Ownership
The official Redmond family pedigree (registered in the Ulster Office, Dublin Castle 1763) alleges that Alexander Redmond had to defend the Hall one or even two more times against soldiers of Oliver Cromwell in the autumn of 1649. There is a tradition that the defenders used sacks of wool to block up breaches in the walls created by enemy cannon. These woolsacks and a representation of the Hall can be seen in the coat of arms issued to one of their members in 1763. It is alleged that Alexander Redmond received favourable terms from Cromwell and died in the Hall in 1650 or 1651 after which his surviving family were evicted.
The Loftus family were English planters who had owned land in the neighbourhood from around 1590 when Sir Dudley Loftus was granted the lands around Kilcloggan. Nicholas Loftus acquired the Manor of Fethard-on-Sea in 1634 and Fethard Castle became the family residence. After the end of Cromwell's campaign Nicholas Loftus was given extensive lands in the south of County Wexford and purchased the Hall from 'several Adventurers and soldiers', but it was only in 1666 when his son Henry moved to the Hall from Dungulph that it became the principal residence of the Loftus family. To establish the new name of his property he had the following inscription inscribed in stone on the entrance piers at Portersgate: ' Henry Loftus of Loftus Hall Esq. 1680'. Nonetheless, the old name remained in use till the end of the century. In 1684 Henry Loftus carried out extensive repairs to the Hall, which presumably needed repairing after the turbulent events of the previous decades. The Loftus family rose in the peerage over the following centuries. In 1800 the then owner of the Hall, the first Earl of Ely, previously Baron Loftus of Loftus Hall, was created Marquess of Ely.It was his descendant, the 4th Marquess, who demolished the old Hall and built the present house, in about 1870.
The Redmond family had disputed the claim of the Loftus family in court but without success. In 1684 they were compensated with lands in the Barony of Ballaghkeene in the north of County Wexford. Some of their descendants joined the movement of the Wild Geese and served in a number of foreign armies most notably that of France. Others were involved in banking and politics, and became a prominent local political dynasty in the nineteenth and twentieth centuries in support of the Irish Party of Isaac Butt and Charles Stuart Parnell. The most famous of these was John Redmond who led the party till his death in 1918.
[edit]The Ghost Story
Charles Tottenham and his family came to live in the mansion in the middle of the 18th century. Charles Tottenham's first wife had been the Honourable Anne Loftus.
Charles came for a long stay in the house with his second wife, and his daughter Anne from his first marriage. During a storm, a ship unexpectedly arrived at the Hook Peninsula, which was not far from the mansion. A young man was welcomed into the mansion. Anne and the young man became very close. Then, one night they were in the parlour; when the young man dropped a card on the floor and Anne went to pick it up she glanced under the table and noticed that the young man had a hoof in place of a foot.
It is said that Anne screamed and the man went up through the roof, leaving behind a large hole in the ceiling. Anne was in shock and was put in her favourite room in the mansion, which was known as the Tapestry Room. She refused food and drink and sat with her knees under her chin until she died in the Tapestry Room in 1775. It is said that when she died, they could not straightin her body as her muscles had seized and she was buried in the same sitting position in which she had died. A rumour states that the hole could never be properly repaired, and it is alleged that even to this day, there is still a certain part of the ceiling which is slightly different from the rest. This, of course, is a myth, since the present house was built more than a century after the events described above. Meanwhile it was believed that the stranger with the cloven hoof returned to the house and caused persistent poltergeist activity. A number of Protestant clergymen apparently tried and failed to put a stop to this. The family, who were themselves Protestants, eventually called on Father Thomas Broaders (a Catholic priest, who was also a tenant on the Loftus Hall estate) to exorcise the house.
The apparent success of Father Broaders' exorcism did not end the ghostly visitations at Loftus Hall. The ghost of a young woman, presumed to be Anne Tottenham, was reported to have made frequent appearances in the old Hall, especially in the Tapestry Room, until the building was finally demolished in 1871.
Although the present Loftus Hall is an entirely new building, interest in the ghost story has remained strong and many aspects of the story seem to have attached themselves to the newer house. Also mentioned in a documentary about the mansion many years later after the last owners had gone had said that there were reports from staff that had previously worked at the mansion, that they have seen annes ghost walk down the stairs, and that horses can be heard around the building.
[edit]The current Loftus Hall
In 1870 or 1871 the old Loftus Hall was levelled to the ground and work commenced immediately on the new building which was largely built on the foundations of the old. Only the circular foundation of one of the towers in the 'Ringfield' and an underground passage survive of the original building.
The new Loftus Hall was built with no expense spared. The entrance hall and main staircase alone cost £5000 and are considered very fine. The staircase was created by Italian carpenters and took many years to complete. The house was supplied throughout with lighting by gas which was made on the premises and all the apartments heated by hot air pipes.
Loftus Hall was sold privately in September 2008 after it was withdrawn from auction. Much speculation abounds as to who the new owner is, but it is widely rumored to be a Dublin financier of considerable wealth with strong business links to the IFSC.
The starting bid of 1.9 million euro was not met, and the building, land, and private beach were speculated to have been collectively sold to a single party for an amount bellow €1,000,000.
The sale of Loftus Hall fell through and at present has not been sold due in no small part to its state of disrepair and vandalism to its interiors, it would cost several million Euros to restore the house, grounds and estate buildings such as the massive old stables and orangery to its original condition and given its previous use as a hotel was an unprofitable period there is not much chance of it becoming a hotel again. Sadly the Tottenham family, descendants of the 4th Marquess of Ely who built it and now reside in Canada, have neither the financial resources or interest in their former stately home to help save it. Local residents and historians have lobbied local government and heritage bodies in Ireland to buy and restore the property for use as a museum but there is no interest and given the state of the Irish economy at present scant resources for such a project.
Source: Wikipedia.
Replacing an earlier scanned photo with a better version 21-Mar-18.
The aviation photography purists won't like this one (too much fence and grass) but in my book, a poor photo is far preferable to no photo at all...
On the left... N120FE.
Delivered to Eastern Air Lines as a Boeing 727-25C in Feb-67 as N8156G, the aircraft was fitted with a main-deck cargo door and could be used in either passenger or freighter configuration. Eastern operated it as 'QC/Quick Change' version with the seating mounted on full width pallets which enabled faster turnrounds between passenger and cargo services. It was sold to FedEx Federal Express as N120FE in Aug-81 and converted to full freighter configuration. The aircraft was sold to a lessor in Nov-91 and leased back to FedEx. It continued in service until it was returned to the lessor in Nov-02 and permanently retired at Memphis, TN, USA. The registration was cancelled in Jan-03.
Note: The registration N120FE has been re-used on a Boeing 767-300F with FedEx.
On the right... C-FBWX.
This aircraft, a standard Boeing 727-25, was delivered to Eastern Air Lines as N8135N in Sep-65. It was sold to Aerostar in Jul-82 but they don't seem to have been able to keep up the payments and it was repossessed by Eastern Air Lines in Aug-83 and stored. The aircraft was sold to FedEx Federal Express in Jul-88 and remained stored until it was converted to freighter configuration with a main deck cargo door in Jan-89, when it was also re-registered N.1.5.3.F.E. The aircraft was leased to Brooker-Wheaton Aviation Ltd (Canada) in May-91 and operated for Federal Express. It was re-registered C-FBWX in Nov-91. The aircraft was transferred to Morningstar Express in Aug-92 and continued to be operated for Federal Express. It was returned to FedEx Federal Express (USA) as N.1.5.3.F.E. in Jan-01 and continued in operation until it was permanently retired and stored at Mojave, CA, USA in Jan-02. The aircraft was ferried to Jacksonville-Cecil Field (VQQ) in Apr-02 and donated to the FCCJ Foundation for use as a training aid by the Florida Community College - Cecil Commerce Centre. It was seen still intact at Cecil Field in Nov-11.
many many years ago sewerage pipes of houses were made of metal. using a metal grinder we slowly cut off the old rusted pipes in preparation for the new installation of the modern plastic pipes . here are some images of this moment
Replacing an earlier scanned slide with a better version 30-Dec-15.
Operating a scheduled service into Harlingen, TX, USA, during the Confederate Air Force Air Show. There were two other airlines after this Braniff. Braniff Inc which operated from 1984/89 and Braniff International Airlines Inc in 1991-92.
Delivered to Braniff Airways Inc in Oct-73 as N426BN. Braniff was marketed in 1980 as 'New Braniff' but it did no good and they ceased operations on 12-May-82. Ownership of the aircraft was transferred to BRNF Liquidating Trust and the aircaft was stored. In Feb-84 it was sold to Peoplexpress Airlines as N551PE and immediately leased to Southwest Airlines for a year between until Feb-85. It was also leased to Pan American World Airways between Sep-86/Jul-90. During the lease period Peoplexpress was merged into Continental Airlines and on it's return from Pan-Am it was re-registered N99763. Continental sold it to Bank of New York in Dec-92 and leased it back until it was returned to BNY in Apr-96. It was sold to Kelowna Flightcraft Charter the same month as C-GIKF and was leased to Greyhound Air between Jul-96/Sep-97. It was leased to Ryan International Airlines in Nov-97 and returned to Kelowna Flightcraft in 2000 and converted to freight config with a main deck cargo door. It was operated for Canadian Parcels company Purolator until it was retired Hamilton, ON, Canada in Jan-14 after 40 years service. It was broken up there in Dec-14.
The B-series pickup trucks were sold from 1948 to 1953. They replaced the prewar Dodge truck and were replaced by the Dodge C series in 1954. The B-series trucks came in several different variants. The B1-B were ½-ton trucks standard with a 95 hp flathead-straight-six engine while the B1-C were ¾-ton trucks with a standard 108 hp flathead-straight 6 engine. It also came in several other variants such as the B1-T and B1-V which were semi-truck cabs and vans, respectively.
The B-series trucks featured a high-visibility "pilot-house" cab with optional rear quarter windows. The engine was shifted forward and the front axle moved back on the frame for better weight distribution as well as a shorter wheelbase, moving from 116 in to 108 in on ½-ton models.
The cargo bed sides were made higher to increase capacity by 40%. The redesigned cab could seat three people, with 2.5 in more height, 6 in more width and 3 in additional in length. The cab was mounted on rubber mounts for an improved ride.
Another innovation for the time was the use of cross-steering arrangement, giving the trucks a 37° turning radius. The cargo box space was increased over previous models and overload springs made optional on all variants to increase hauling capacity.
In 1950, more new features were added as the 3-speed manual shift lever was relocated to the steering column instead of on the floor. A fluid drive standard transmission, with 3 or 4 speeds, became an available option. The front end and dashboard/gauge layout were redesigned for 1951.
1953 was the last year of the "pilot-house" trucks, but brought many new changes. The Truck-O-Matic transmission, a fully automatic transmission was available for ½ and ¾-ton models. The longer 7.5 ft bed previously only available on ¾-tons became available on ½-tons as well, which would increase the wheelbase to 116 in. New longer rear fenders were added, which would continue to be used by Dodge through 1985. (Wikipedia)
Image best viewed in large screen.
Thank-you for your visit, and any comments or faves are always very much appreciated! ~Sonja
Replacing an earlier scanned photo with a better version 02-Apr-22 (DeNoise AI).
Operated by Kendell Airlines on behalf of Ansett Australia.
Replacing an earlier scanned photo with a better version 12-Nov-21 (DeNoise AI).
First flown with the Airbus test registration D-AVYB, this aircraft was delivered to Swissair as HB-IPU in Aug-97. Swissair ceased operation in Mar-02 and with a Swiss Government guarantee, this aircraft was transferred to Crossair and continued in operation.
Crossair was renamed Swiss International Airlines in Jul-02. After 23 years in service the aircraft was permanently retired at St. Athan, Wales UK in late Mar-20. Updated 12-Nov-21.
Replacing an earlier scanned photo with a better version 18-Oct-20.
'Golden Khokhloma', Russia World Tail livery.
This aircraft was delivered to British Airways as G-BNWJ in Mar-91. It was sold to QANTAS Airways (Australia) as VH-ZXD in Jul-00. It was withdrawn from service and stored at Shanghai-Pudong, China in Jul-13. The aircraft was sold to the Jet Midwest Group as N793JM in Jun-14 and remained stored at Shanghai-Pudong. It was sold to KMW Leasing X LLC in Mar-15 and ferried to Kansas City, MO, USA the following month. The aircraft was leased to Dynamic Airways in Jul-17 and entered service at the end of the month. It was sold to Dynamic Airways in Mar-18 and was sold to yet another version on Eastern Airlines in Apr-18. It was re-registered N.7.0.5.K.W. in Jun-18. It was wet-leased to WestJet Airlines (Canada) between Apr/Jul-19. The aircraft returned to the UK in Sep-19 when Eastern Airlines was contracted by the UK CAA to operate repatriation flights after the Thomas Cook Group ceased operations. It returned to the USA on 01-Oct-19. Current, updated (Oct-20).
It's worth noting that KMW Leasing, Dynamic Airways and the new Eastern Airlines are all connected to the Jet Midwest Group...
en.wikipedia.org/wiki/Beamish_Museum
Beamish Museum is the first regional open-air museum, in England, located at Beamish, near the town of Stanley, in County Durham, England. Beamish pioneered the concept of a living museum. By displaying duplicates or replaceable items, it was also an early example of the now commonplace practice of museums allowing visitors to touch objects.
The museum's guiding principle is to preserve an example of everyday life in urban and rural North East England at the climax of industrialisation in the early 20th century. Much of the restoration and interpretation is specific to the late Victorian and Edwardian eras, together with portions of countryside under the influence of industrial revolution from 1825. On its 350 acres (140 ha) estate it uses a mixture of translocated, original and replica buildings, a large collection of artefacts, working vehicles and equipment, as well as livestock and costumed interpreters.
The museum has received a number of awards since it opened to visitors in 1972 and has influenced other living museums. It is an educational resource, and also helps to preserve some traditional and rare north-country livestock breeds.
History
Genesis
In 1958, days after starting as director of the Bowes Museum, inspired by Scandinavian folk museums, and realising the North East's traditional industries and communities were disappearing, Frank Atkinson presented a report to Durham County Council urging that a collection of items of everyday history on a large scale should begin as soon as possible, so that eventually an open air museum could be established. As well as objects, Atkinson was also aiming to preserve the region's customs and dialect. He stated the new museum should "attempt to make the history of the region live" and illustrate the way of life of ordinary people. He hoped the museum would be run by, be about and exist for the local populace, desiring them to see the museum as theirs, featuring items collected from them.
Fearing it was now almost too late, Atkinson adopted a policy of "unselective collecting" — "you offer it to us and we will collect it." Donations ranged in size from small items to locomotives and shops, and Atkinson initially took advantage of a surplus of space available in the 19th-century French chateau-style building housing the Bowes Museum to store items donated for the open air museum. With this space soon filled, a former British Army tank depot at Brancepeth was taken over, although in just a short time its entire complement of 22 huts and hangars had been filled, too.
In 1966, a working party was established to set up a museum "for the purpose of studying, collecting, preserving and exhibiting buildings, machinery, objects and information illustrating the development of industry and the way of life of the north of England", and it selected Beamish Hall, having been vacated by the National Coal Board, as a suitable location.
Establishment and expansion
In August 1970, with Atkinson appointed as its first full-time director together with three staff members, the museum was first established by moving some of the collections into the hall. In 1971, an introductory exhibition, "Museum in the Making" opened at the hall.
The museum was opened to visitors on its current site for the first time in 1972, with the first translocated buildings (the railway station and colliery winding engine) being erected the following year. The first trams began operating on a short demonstration line in 1973. The Town station was formally opened in 1976, the same year the reconstruction of the colliery winding engine house was completed, and the miners' cottages were relocated. Opening of the drift mine as an exhibit followed in 1979.
In 1975 the museum was visited by the Queen Elizabeth The Queen Mother, and by Anne, Princess Royal, in 2002. In 2006, as the Grand Master of the United Grand Lodge of England, The Duke of Kent visited, to open the town masonic lodge.
With the Co-op having opened in 1984, the town area was officially opened in 1985. The pub had opened in the same year, with Ravensworth Terrace having been reconstructed from 1980 to 1985. The newspaper branch office had also been built in the mid-1980s. Elsewhere, the farm on the west side of the site (which became Home Farm) opened in 1983. The present arrangement of visitors entering from the south was introduced in 1986.
At the beginning of the 1990s, further developments in the Pit Village were opened, the chapel in 1990, and the board school in 1992. The whole tram circle was in operation by 1993.[8] Further additions to the Town came in 1994 with the opening of the sweet shop and motor garage, followed by the bank in 1999. The first Georgian component of the museum arrived when Pockerley Old Hall opened in 1995, followed by the Pockerley Waggonway in 2001.
In the early 2000s two large modern buildings were added, to augment the museum's operations and storage capacity - the Regional Resource Centre on the west side opened in 2001, followed by the Regional Museums Store next to the railway station in 2002. Due to its proximity, the latter has been cosmetically presented as Beamish Waggon and Iron Works. Additions to display areas came in the form of the Masonic lodge (2006) and the Lamp Cabin in the Colliery (2009). In 2010, the entrance building and tea rooms were refurbished.
Into the 2010s, further buildings were added - the fish and chip shop (opened 2011)[28] band hall (opened 2013) and pit pony stables (built 2013/14) in the Pit Village, plus a bakery (opened 2013) and chemist and photographers (opened 2016) being added to the town. St Helen's Church, in the Georgian landscape, opened in November 2015.
Remaking Beamish
A major development, named 'Remaking Beamish', was approved by Durham County Council in April 2016, with £10.7m having been raised from the Heritage Lottery Fund and £3.3m from other sources.
As of September 2022, new exhibits as part of this project have included a quilter's cottage, a welfare hall, 1950s terrace, recreation park, bus depot, and 1950s farm (all discussed in the relevant sections of this article). The coming years will see replicas of aged miners' homes from South Shields, a cinema from Ryhope, and social housing will feature a block of four relocated Airey houses, prefabricated concrete homes originally designed by Sir Edwin Airey, which previously stood in Kibblesworth. Then-recently vacated and due for demolition, they were instead offered to the museum by The Gateshead Housing Company and accepted in 2012.
Museum site
The approximately 350-acre (1.4 km2) current site, once belonging to the Eden and Shafto families, is a basin-shaped steep-sided valley with woodland areas, a river, some level ground and a south-facing aspect.
Visitors enter the site through an entrance arch formed by a steam hammer, across a former opencast mining site and through a converted stable block (from Greencroft, near Lanchester, County Durham).
Visitors can navigate the site via assorted marked footpaths, including adjacent (or near to) the entire tramway oval. According to the museum, it takes 20 minutes to walk at a relaxed pace from the entrance to the town. The tramway oval serves as both an exhibit and as a free means of transport around the site for visitors, with stops at the entrance (south), Home Farm (west), Pockerley (east) and the Town (north). Visitors can also use the museum's buses as a free form of transport between various parts of the museum. Although visitors can also ride on the Town railway and Pockerley Waggonway, these do not form part of the site's transport system (as they start and finish from the same platforms).
Governance
Beamish was the first English museum to be financed and administered by a consortium of county councils (Cleveland, Durham, Northumberland and Tyne and Wear) The museum is now operated as a registered charity, but continues to receive support from local authorities - Durham County Council, Sunderland City Council, Gateshead Council, South Tyneside Council and North Tyneside Council. The supporting Friends of Beamish organisation was established in 1968. Frank Atkinson retired as director in 1987. The museum has been 96% self-funding for some years (mainly from admission charges).
Sections of the museum
1913
The town area, officially opened in 1985, depicts chiefly Victorian buildings in an evolved urban setting of 1913.
Tramway
The Beamish Tramway is 1.5 miles (2.4 km) long, with four passing loops. The line makes a circuit of the museum site forming an important element of the visitor transportation system.
The first trams began operating on a short demonstration line in 1973, with the whole circle in operation by 1993.[8] It represents the era of electric powered trams, which were being introduced to meet the needs of growing towns and cities across the North East from the late 1890s, replacing earlier horse drawn systems.
Bakery
Presented as Joseph Herron, Baker & Confectioner, the bakery was opened in 2013 and features working ovens which produce food for sale to visitors. A two-storey curved building, only the ground floor is used as the exhibit. A bakery has been included to represent the new businesses which sprang up to cater for the growing middle classes - the ovens being of the modern electric type which were growing in use. The building was sourced from Anfield Plain (which had a bakery trading as Joseph Herron), and was moved to Beamish in the late 1970s and early 1980s. The frontage features a stained glass from a baker's shop in South Shields. It also uses fittings from Stockton-on-Tees.
Motor garage
Presented as Beamish Motor & Cycle Works, the motor garage opened in 1994. Reflecting the custom nature of the early motor trade, where only one in 232 people owned a car in 1913, the shop features a showroom to the front (not accessible to visitors), with a garage area to the rear, accessed via the adjacent archway. The works is a replica of a typical garage of the era. Much of the museum's car, motorcycle and bicycle collection, both working and static, is stored in the garage. The frontage has two storeys, but the upper floor is only a small mezzanine and is not used as part of the display.
Department Store
Presented as the Annfield Plain Industrial Co-operative Society Ltd, (but more commonly referred to as the Anfield Plain Co-op Store) this department store opened in 1984, and was relocated to Beamish from Annfield Plain in County Durham. The Annfield Plain co-operative society was originally established in 1870, with the museum store stocking various products from the Co-operative Wholesale Society (CWS), established 1863. A two-storey building, the ground floor comprises the three departments - grocery, drapery and hardware; the upper floor is taken up by the tea rooms (accessed from Redman Park via a ramp to the rear). Most of the items are for display only, but a small amount of goods are sold to visitors. The store features an operational cash carrier system, of the Lamson Cash Ball design - common in many large stores of the era, but especially essential to Co-ops, where customer's dividends had to be logged.
Ravensworth Terrace
Ravensworth Terrace is a row of terraced houses, presented as the premises and living areas of various professionals. Representing the expanding housing stock of the era, it was relocated from its original site on Bensham Bank, having been built for professionals and tradesmen between 1830 and 1845. Original former residents included painter John Wilson Carmichael and Gateshead mayor Alexander Gillies. Originally featuring 25 homes, the terrace was to be demolished when the museum saved it in the 1970s, reconstructing six of them on the Town site between 1980 and 1985. They are two storey buildings, with most featuring display rooms on both floors - originally the houses would have also housed a servant in the attic. The front gardens are presented in a mix of the formal style, and the natural style that was becoming increasingly popular.
No. 2 is presented as the home of Miss Florence Smith, a music teacher, with old fashioned mid-Victorian furnishings as if inherited from her parents. No. 3 & 4 is presented as the practice and home respectively (with a knocked through door) of dentist J. Jones - the exterior nameplate having come from the surgery of Mr. J. Jones in Hartlepool. Representing the state of dental health at the time, it features both a check-up room and surgery for extraction, and a technicians room for creating dentures - a common practice at the time being the giving to daughters a set on their 21st birthday, to save any future husband the cost at a later date. His home is presented as more modern than No.2, furnished in the Edwardian style the modern day utilities of an enamelled bathroom with flushing toilet, a controllable heat kitchen range and gas cooker. No. 5 is presented as a solicitor's office, based on that of Robert Spence Watson, a Quaker from Newcastle. Reflecting the trade of the era, downstairs is laid out as the partner's or principal office, and the general or clerk's office in the rear. Included is a set of books sourced from ER Hanby Holmes, who practised in Barnard Castle.
Pub
Presented as The Sun Inn, the pub opened in the town in 1985. It had originally stood in Bondgate in Bishop Auckland, and was donated to the museum by its final owners, the Scottish and Newcastle Breweries. Originally a "one-up one down" cottage, the earliest ownership has been traced to James Thompson, on 21 January 1806. Known as The Tiger Inn until the 1850s, from 1857 to 1899 under the ownership of the Leng family, it flourished under the patronage of miners from Newton Cap and other collieries. Latterly run by Elsie Edes, it came under brewery ownership in the 20th Century when bought by S&N antecedent, James Deuchar Ltd. The pub is fully operational, and features both a front and back bar, the two stories above not being part of the exhibit. The interior decoration features the stuffed racing greyhound Jake's Bonny Mary, which won nine trophies before being put on display in The Gerry in White le Head near Tantobie.
Town stables
Reflecting the reliance on horses for a variety of transport needs in the era, the town features a centrally located stables, situated behind the sweet shop, with its courtyard being accessed from the archway next to the pub. It is presented as a typical jobmaster's yard, with stables and a tack room in the building on its north side. A small, brick built open air, carriage shed is sited on the back of the printworks building. On the east side of the courtyard is a much larger metal shed (utilising iron roof trusses from Fleetwood), arranged mainly as carriage storage, but with a blacksmith's shop in the corner. The building on the west side of the yard is not part of any display. The interior fittings for the harness room came from Callaly Caste. Many of the horses and horse-drawn vehicles used by the museum are housed in the stables and sheds.
Printer, stationer and newspaper branch office
Presented as the Beamish Branch Office of the Northern Daily Mail and the Sunderland Daily Echo, the two storey replica building was built in the mid-1980s and represents the trade practices of the era. Downstairs, on the right, is the branch office, where newspapers would be sold directly and distributed to local newsagents and street vendors, and where orders for advertising copy would be taken. Supplementing it is a stationer's shop on the left hand side, with both display items and a small number of gift items on public sale. Upstairs is a jobbing printers workshop, which would not produce the newspapers, but would instead print leaflets, posters and office stationery. Split into a composing area and a print shop, the shop itself has a number of presses - a Columbian built in 1837 by Clymer and Dixon, an Albion dating back to 1863, an Arab Platen of c. 1900, and a Wharfedale flat bed press, built by Dawson & Son in around 1870. Much of the machinery was sourced from the print works of Jack Ascough's of Barnard Castle. Many of the posters seen around the museum are printed in the works, with the operation of the machinery being part of the display.
Sweet shop
Presented as Jubilee Confectioners, the two storey sweet shop opened in 1994 and is meant to represent the typical family run shops of the era, with living quarters above the shop (the second storey not being part of the display). To the front of the ground floor is a shop, where traditional sweets and chocolate (which was still relatively expensive at the time) are sold to visitors, while in the rear of the ground floor is a manufacturing area where visitors can view the techniques of the time (accessed via the arched walkway on the side of the building). The sweet rollers were sourced from a variety of shops and factories.
Bank
Presented as a branch of Barclays Bank (Barclay & Company Ltd) using period currency, the bank opened in 1999. It represents the trend of the era when regional banks were being acquired and merged into national banks such as Barclays, formed in 1896. Built to a three-storey design typical of the era, and featuring bricks in the upper storeys sourced from Park House, Gateshead, the Swedish imperial red shade used on the ground floor frontage is intended to represent stability and security. On the ground floor are windows for bank tellers, plus the bank manager's office. Included in a basement level are two vaults. The upper two storeys are not part of the display. It features components sourced from Southport and Gateshead
Masonic Hall
The Masonic Hall opened in 2006, and features the frontage from a former masonic hall sited in Park Terrace, Sunderland. Reflecting the popularity of the masons in North East England, as well as the main hall, which takes up the full height of the structure, in a small two story arrangement to the front of the hall is also a Robing Room and the Tyler's Room on the ground floor, and a Museum Room upstairs, featuring display cabinets of masonic regalia donated from various lodges. Upstairs is also a class room, with large stained glass window.
Chemist and photographer
Presented as W Smith's Chemist and JR & D Edis Photographers, a two-storey building housing both a chemist and photographers shops under one roof opened on 7 May 2016 and represents the growing popularity of photography in the era, with shops often growing out of or alongside chemists, who had the necessary supplies for developing photographs. The chemist features a dispensary, and equipment from various shops including John Walker, inventor of the friction match. The photographers features a studio, where visitors can dress in period costume and have a photograph taken. The corner building is based on a real building on Elvet Bridge in Durham City, opposite the Durham Marriot Hotel (the Royal County), although the second storey is not part of the display. The chemist also sells aerated water (an early form of carbonated soft drinks) to visitors, sold in marble-stopper sealed Codd bottles (although made to a modern design to prevent the safety issue that saw the original bottles banned). Aerated waters grew in popularity in the era, due to the need for a safe alternative to water, and the temperance movement - being sold in chemists due to the perception they were healthy in the same way mineral waters were.
Costing around £600,000 and begun on 18 August 2014, the building's brickwork and timber was built by the museum's own staff and apprentices, using Georgian bricks salvaged from demolition works to widen the A1. Unlike previous buildings built on the site, the museum had to replicate rather than relocate this one due to the fact that fewer buildings are being demolished compared to the 1970s, and in any case it was deemed unlikely one could be found to fit the curved shape of the plot. The studio is named after a real business run by John Reed Edis and his daughter Daisy. Mr Edis, originally at 27 Sherburn Road, Durham, in 1895, then 52 Saddler Street from 1897. The museum collection features several photographs, signs and equipment from the Edis studio. The name for the chemist is a reference to the business run by William Smith, who relocated to Silver Street, near the original building, in 1902. According to records, the original Edis company had been supplied by chemicals from the original (and still extant) Smith business.
Redman Park
Redman Park is a small lawned space with flower borders, opposite Ravensworth Terrace. Its centrepiece is a Victorian bandstand sourced from Saltwell Park, where it stood on an island in the middle of a lake. It represents the recognised need of the time for areas where people could relax away from the growing industrial landscape.
Other
Included in the Town are drinking fountains and other period examples of street furniture. In between the bank and the sweet shop is a combined tram and bus waiting room and public convenience.
Unbuilt
When construction of the Town began, the projected town plan incorporated a market square and buildings including a gas works, fire station, ice cream parlour (originally the Central Cafe at Consett), a cast iron bus station from Durham City, school, public baths and a fish and chip shop.
Railway station
East of the Town is the Railway Station, depicting a typical small passenger and goods facility operated by the main railway company in the region at the time, the North Eastern Railway (NER). A short running line extends west in a cutting around the north side of the Town itself, with trains visible from the windows of the stables. It runs for a distance of 1⁄4 mile - the line used to connect to the colliery sidings until 1993 when it was lifted between the town and the colliery so that the tram line could be extended. During 2009 the running line was relaid so that passenger rides could recommence from the station during 2010.
Rowley station
Representing passenger services is Rowley Station, a station building on a single platform, opened in 1976, having been relocated to the museum from the village of Rowley near Consett, just a few miles from Beamish.
The original Rowley railway station was opened in 1845 (as Cold Rowley, renamed Rowley in 1868) by the NER antecedent, the Stockton and Darlington Railway, consisting of just a platform. Under NER ownership, as a result of increasing use, in 1873 the station building was added. As demand declined, passenger service was withdrawn in 1939, followed by the goods service in 1966. Trains continued to use the line for another three years before it closed, the track being lifted in 1970. Although in a state of disrepair, the museum acquired the building, dismantling it in 1972, being officially unveiled in its new location by railway campaigner and poet, Sir John Betjeman.
The station building is presented as an Edwardian station, lit by oil lamp, having never been connected to gas or electricity supplies in its lifetime. It features both an open waiting area and a visitor accessible waiting room (western half), and a booking and ticket office (eastern half), with the latter only visible from a small viewing entrance. Adorning the waiting room is a large tiled NER route map.
Signal box
The signal box dates from 1896, and was relocated from Carr House East near Consett. It features assorted signalling equipment, basic furnishings for the signaller, and a lever frame, controlling the stations numerous points, interlocks and semaphore signals. The frame is not an operational part of the railway, the points being hand operated using track side levers. Visitors can only view the interior from a small area inside the door.
Goods shed
The goods shed is originally from Alnwick. The goods area represents how general cargo would have been moved on the railway, and for onward transport. The goods shed features a covered platform where road vehicles (wagons and carriages) can be loaded with the items unloaded from railway vans. The shed sits on a triangular platform serving two sidings, with a platform mounted hand-crane, which would have been used for transhipment activity (transfer of goods from one wagon to another, only being stored for a short time on the platform, if at all).
Coal yard
The coal yard represents how coal would have been distributed from incoming trains to local merchants - it features a coal drop which unloads railway wagons into road going wagons below. At the road entrance to the yard is a weighbridge (with office) and coal merchant's office - both being appropriately furnished with display items, but only viewable from outside.
The coal drop was sourced from West Boldon, and would have been a common sight on smaller stations. The weighbridge came from Glanton, while the coal office is from Hexham.
Bridges and level crossing
The station is equipped with two footbridges, a wrought iron example to the east having come from Howden-le-Wear, and a cast iron example to the west sourced from Dunston. Next to the western bridge, a roadway from the coal yard is presented as crossing the tracks via a gated level crossing (although in reality the road goes nowhere on the north side).
Waggon and Iron Works
Dominating the station is the large building externally presented as Beamish Waggon and Iron Works, estd 1857. In reality this is the Regional Museums Store (see below), although attached to the north side of the store are two covered sidings (not accessible to visitors), used to service and store the locomotives and stock used on the railway.
Other
A corrugated iron hut adjacent to the 'iron works' is presented as belonging to the local council, and houses associated road vehicles, wagons and other items.
Fairground
Adjacent to the station is an events field and fairground with a set of Frederick Savage built steam powered Gallopers dating from 1893.
Colliery
Presented as Beamish Colliery (owned by James Joicey & Co., and managed by William Severs), the colliery represents the coal mining industry which dominated the North East for generations - the museum site is in the former Durham coalfield, where 165,246 men and boys worked in 304 mines in 1913. By the time period represented by Beamish's 1900s era, the industry was booming - production in the Great Northern Coalfield had peaked in 1913, and miners were relatively well paid (double that of agriculture, the next largest employer), but the work was dangerous. Children could be employed from age 12 (the school leaving age), but could not go underground until 14.
Deep mine
Reconstructed pitworks buildings showing winding gear
Dominating the colliery site are the above ground structures of a deep (i.e. vertical shaft) mine - the brick built Winding Engine House, and the red painted wooden Heapstead. These were relocated to the museum (which never had its own vertical shaft), the winding house coming from Beamish Chophill Colliery, and the Heapstead from Ravensworth Park Mine in Gateshead. The winding engine and its enclosing house are both listed.
The winding engine was the source of power for hauling miners, equipment and coal up and down the shaft in a cage, the top of the shaft being in the adjacent heapstead, which encloses the frame holding the wheel around which the hoist cable travels. Inside the Heapstead, tubs of coal from the shaft were weighed on a weighbridge, then tipped onto jigging screens, which sifted the solid lumps from small particles and dust - these were then sent along the picking belt, where pickers, often women, elderly or disabled people or young boys (i.e. workers incapable of mining), would separate out unwanted stone, wood and rubbish. Finally, the coal was tipped onto waiting railway wagons below, while the unwanted waste sent to the adjacent heap by an external conveyor.
Chophill Colliery was closed by the National Coal Board in 1962, but the winding engine and tower were left in place. When the site was later leased, Beamish founder Frank Atkinson intervened to have both spot listed to prevent their demolition. After a protracted and difficult process to gain the necessary permissions to move a listed structure, the tower and engine were eventually relocated to the museum, work being completed in 1976. The winding engine itself is the only surviving example of the type which was once common, and was still in use at Chophill upon its closure. It was built in 1855 by J&G Joicey of Newcastle, to an 1800 design by Phineas Crowther.
Inside the winding engine house, supplementing the winding engine is a smaller jack engine, housed in the rear. These were used to lift heavy equipment, and in deep mines, act as a relief winding engine.
Outdoors, next to the Heapstead, is a sinking engine, mounted on red bricks. Brought to the museum from Silksworth Colliery in 1971, it was built by Burlington's of Sunderland in 1868 and is the sole surviving example of its kind. Sinking engines were used for the construction of shafts, after which the winding engine would become the source of hoist power. It is believed the Silksworth engine was retained because it was powerful enough to serve as a backup winding engine, and could be used to lift heavy equipment (i.e. the same role as the jack engine inside the winding house).
Drift mine
The Mahogany Drift Mine is original to Beamish, having opened in 1855 and after closing, was brought back into use in 1921 to transport coal from Beamish Park Drift to Beamish Cophill Colliery. It opened as a museum display in 1979. Included in the display is the winding engine and a short section of trackway used to transport tubs of coal to the surface, and a mine office. Visitor access into the mine shaft is by guided tour.
Lamp cabin
The Lamp Cabin opened in 2009, and is a recreation of a typical design used in collieries to house safety lamps, a necessary piece of equipment for miners although were not required in the Mahogany Drift Mine, due to it being gas-free. The building is split into two main rooms; in one half, the lamp cabin interior is recreated, with a collection of lamps on shelves, and the system of safety tokens used to track which miners were underground. Included in the display is a 1927 Hailwood and Ackroyd lamp-cleaning machine sourced from Morrison Busty Colliery in Annfield Plain. In the second room is an educational display, i.e., not a period interior.
Colliery railways
The colliery features both a standard gauge railway, representing how coal was transported to its onward destination, and narrow-gauge typically used by Edwardian collieries for internal purposes. The standard gauge railway is laid out to serve the deep mine - wagons being loaded by dropping coal from the heapstead - and runs out of the yard to sidings laid out along the northern-edge of the Pit Village.
The standard gauge railway has two engine sheds in the colliery yard, the smaller brick, wood and metal structure being an operational building; the larger brick-built structure is presented as Beamish Engine Works, a reconstruction of an engine shed formerly at Beamish 2nd Pit. Used for locomotive and stock storage, it is a long, single track shed featuring a servicing pit for part of its length. Visitors can walk along the full length in a segregated corridor. A third engine shed in brick (lower half) and corrugated iron has been constructed at the southern end of the yard, on the other side of the heapstead to the other two sheds, and is used for both narrow and standard gauge vehicles (on one road), although it is not connected to either system - instead being fed by low-loaders and used for long-term storage only.
The narrow gauge railway is serviced by a corrugate iron engine shed, and is being expanded to eventually encompass several sidings.
There are a number of industrial steam locomotives (including rare examples by Stephen Lewin from Seaham and Black, Hawthorn & Co) and many chaldron wagons, the region's traditional type of colliery railway rolling stock, which became a symbol of Beamish Museum. The locomotive Coffee Pot No 1 is often in steam during the summer.
Other
On the south eastern corner of the colliery site is the Power House, brought to the museum from Houghton Colliery. These were used to store explosives.
Pit Village
Alongside the colliery is the pit village, representing life in the mining communities that grew alongside coal production sites in the North East, many having come into existence solely because of the industry, such as Seaham Harbour, West Hartlepool, Esh Winning and Bedlington.
Miner's Cottages
The row of six miner's cottages in Francis Street represent the tied-housing provided by colliery owners to mine workers. Relocated to the museum in 1976, they were originally built in the 1860s in Hetton-le-Hole by Hetton Coal Company. They feature the common layout of a single-storey with a kitchen to the rear, the main room of the house, and parlour to the front, rarely used (although it was common for both rooms to be used for sleeping, with disguised folding "dess" beds common), and with children sleeping in attic spaces upstairs. In front are long gardens, used for food production, with associated sheds. An outdoor toilet and coal bunker were in the rear yards, and beyond the cobbled back lane to their rear are assorted sheds used for cultivation, repairs and hobbies. Chalkboard slates attached to the rear wall were used by the occupier to tell the mine's "knocker up" when they wished to be woken for their next shift.
No.2 is presented as a Methodist family's home, featuring good quality "Pitman's mahogany" furniture; No.3 is presented as occupied by a second generation well off Irish Catholic immigrant family featuring many items of value (so they could be readily sold off in times of need) and an early 1890s range; No.3 is presented as more impoverished than the others with just a simple convector style Newcastle oven, being inhabited by a miner's widow allowed to remain as her son is also a miner, and supplementing her income doing laundry and making/mending for other families. All the cottages feature examples of the folk art objects typical of mining communities. Also included in the row is an office for the miner's paymaster.[11] In the rear alleyway of the cottages is a communal bread oven, which were commonplace until miner's cottages gradually obtained their own kitchen ranges. They were used to bake traditional breads such as the Stottie, as well as sweet items, such as tea cakes. With no extant examples, the museum's oven had to be created from photographs and oral history.
School
The school opened in 1992, and represents the typical board school in the educational system of the era (the stone built single storey structure being inscribed with the foundation date of 1891, Beamish School Board), by which time attendance at a state approved school was compulsory, but the leaving age was 12, and lessons featured learning by rote and corporal punishment. The building originally stood in East Stanley, having been set up by the local school board, and would have numbered around 150 pupils. Having been donated by Durham County Council, the museum now has a special relationship with the primary school that replaced it. With separate entrances and cloakrooms for boys and girls at either end, the main building is split into three class rooms (all accessible to visitors), connected by a corridor along the rear. To the rear is a red brick bike shed, and in the playground visitors can play traditional games of the era.
Chapel
Pit Hill Chapel opened in 1990, and represents the Wesleyan Methodist tradition which was growing in North East England, with the chapels used for both religious worship and as community venues, which continue in its role in the museum display. Opened in the 1850s, it originally stood not far from its present site, having been built in what would eventually become Beamish village, near the museum entrance. A stained glass window of The Light of The World by William Holman Hunt came from a chapel in Bedlington. A two handled Love Feast Mug dates from 1868, and came from a chapel in Shildon Colliery. On the eastern wall, above the elevated altar area, is an angled plain white surface used for magic lantern shows, generated using a replica of the double-lensed acetylene gas powered lanterns of the period, mounted in the aisle of the main seating area. Off the western end of the hall is the vestry, featuring a small library and communion sets from Trimdon Colliery and Catchgate.
Fish bar
Presented as Davey's Fried Fish & Chip Potato Restaurant, the fish and chip shop opened in 2011, and represents the typical style of shop found in the era as they were becoming rapidly popular in the region - the brick built Victorian style fryery would most often have previously been used for another trade, and the attached corrugated iron hut serves as a saloon with tables and benches, where customers would eat and socialise. Featuring coal fired ranges using beef-dripping, the shop is named in honour of the last coal fired shop in Tyneside, in Winlaton Mill, and which closed in 2007. Latterly run by brothers Brian and Ramsay Davy, it had been established by their grandfather in 1937. The serving counter and one of the shop's three fryers, a 1934 Nuttal, came from the original Davy shop. The other two fryers are a 1920s Mabbott used near Chester until the 1960s, and a GW Atkinson New Castle Range, donated from a shop in Prudhoe in 1973. The latter is one of only two known late Victorian examples to survive. The decorative wall tiles in the fryery came to the museum in 1979 from Cowes Fish and Game Shop in Berwick upon Tweed. The shop also features both an early electric and hand-powered potato rumblers (cleaners), and a gas powered chip chopper built around 1900. Built behind the chapel, the fryery is arranged so the counter faces the rear, stretching the full length of the building. Outside is a brick built row of outdoor toilets. Supplementing the fish bar is the restored Berriman's mobile chip van, used in Spennymoor until the early 1970s.
Band hall
The Hetton Silver Band Hall opened in 2013, and features displays reflecting the role colliery bands played in mining life. Built in 1912, it was relocated from its original location in South Market Street, Hetton-le-Hole, where it was used by the Hetton Silver Band, founded in 1887. They built the hall using prize money from a music competition, and the band decided to donate the hall to the museum after they merged with Broughtons Brass Band of South Hetton (to form the Durham Miners' Association Brass Band). It is believed to be the only purpose built band hall in the region. The structure consists of the main hall, plus a small kitchen to the rear; as part of the museum it is still used for performances.
Pit pony stables
The Pit Pony Stables were built in 2013/14, and house the museum's pit ponies. They replace a wooden stable a few metres away in the field opposite the school (the wooden structure remaining). It represents the sort of stables that were used in drift mines (ponies in deep mines living their whole lives underground), pit ponies having been in use in the north east as late as 1994, in Ellington Colliery. The structure is a recreation of an original building that stood at Rickless Drift Mine, between High Spen and Greenside; it was built using a yellow brick that was common across the Durham coalfield.
Other
Doubling as one of the museum's refreshment buildings, Sinker's Bait Cabin represents the temporary structures that would have served as living quarters, canteens and drying areas for sinkers, the itinerant workforce that would dig new vertical mine shafts.
Representing other traditional past-times, the village fields include a quoits pitch, with another refreshment hut alongside it, resembling a wooden clubhouse.
In one of the fields in the village stands the Cupola, a small round flat topped brick built tower; such structures were commonly placed on top of disused or ventilation shafts, also used as an emergency exit from the upper seams.
The Georgian North (1825)
A late Georgian landscape based around the original Pockerley farm represents the period of change in the region as transport links were improved and as agriculture changed as machinery and field management developed, and breeding stock was improved. It became part of the museum in 1990, having latterly been occupied by a tenant farmer, and was opened as an exhibit in 1995. The hill top position suggests the site was the location of an Iron Age fort - the first recorded mention of a dwelling is in the 1183 Buke of Boldon (the region's equivalent of the Domesday Book). The name Pockerley has Saxon origins - "Pock" or "Pokor" meaning "pimple of bag-like" hill, and "Ley" meaning woodland clearing.
The surrounding farmlands have been returned to a post-enclosure landscape with ridge and furrow topography, divided into smaller fields by traditional riven oak fencing. The land is worked and grazed by traditional methods and breeds.
Pockerley Old Hall
The estate of Pockerley Old Hall is presented as that of a well off tenant farmer, in a position to take advantage of the agricultural advances of the era. The hall itself consists of the Old House, which is adjoined (but not connected to) the New House, both south facing two storey sandstone built buildings, the Old House also having a small north–south aligned extension. Roof timbers in the sandstone built Old House have been dated to the 1440s, but the lower storey (the undercroft) may be from even earlier. The New House dates to the late 1700s, and replaced a medieval manor house to the east of the Old House as the main farm house - once replaced itself, the Old House is believed to have been let to the farm manager. Visitors can access all rooms in the New and Old House, except the north–south extension which is now a toilet block. Displays include traditional cooking, such as the drying of oatcakes over a wooden rack (flake) over the fireplace in the Old House.
Inside the New House the downstairs consists of a main kitchen and a secondary kitchen (scullery) with pantry. It also includes a living room, although as the main room of the house, most meals would have been eaten in the main kitchen, equipped with an early range, boiler and hot air oven. Upstairs is a main bedroom and a second bedroom for children; to the rear (i.e. the colder, north side), are bedrooms for a servant and the servant lad respectively. Above the kitchen (for transferred warmth) is a grain and fleece store, with attached bacon loft, a narrow space behind the wall where bacon or hams, usually salted first, would be hung to be smoked by the kitchen fire (entering through a small door in the chimney).
Presented as having sparse and more old fashioned furnishings, the Old House is presented as being occupied in the upper story only, consisting of a main room used as the kitchen, bedroom and for washing, with the only other rooms being an adjoining second bedroom and an overhanging toilet. The main bed is an oak box bed dating to 1712, obtained from Star House in Baldersdale in 1962. Originally a defensive house in its own right, the lower level of the Old House is an undercroft, or vaulted basement chamber, with 1.5 metre thick walls - in times of attack the original tenant family would have retreated here with their valuables, although in its later use as the farm managers house, it is now presented as a storage and work room, housing a large wooden cheese press.[68] More children would have slept in the attic of the Old House (not accessible as a display).
To the front of the hall is a terraced garden featuring an ornamental garden with herbs and flowers, a vegetable garden, and an orchard, all laid out and planted according to the designs of William Falla of Gateshead, who had the largest nursery in Britain from 1804 to 1830.
The buildings to the east of the hall, across a north–south track, are the original farmstead buildings dating from around 1800. These include stables and a cart shed arranged around a fold yard. The horses and carts on display are typical of North Eastern farms of the era, Fells or Dales ponies and Cleveland Bay horses, and two wheeled long carts for hilly terrain (as opposed to four wheel carts).
Pockerley Waggonway
The Pockerley Waggonway opened in 2001, and represents the year 1825, as the year the Stockton and Darlington Railway opened. Waggonways had appeared around 1600, and by the 1800s were common in mining areas - prior to 1800 they had been either horse or gravity powered, before the invention of steam engines (initially used as static winding engines), and later mobile steam locomotives.
Housing the locomotives and rolling stock is the Great Shed, which opened in 2001 and is based on Timothy Hackworth's erecting shop, Shildon railway works, and incorporating some material from Robert Stephenson and Company's Newcastle works. Visitors can walk around the locomotives in the shed, and when in steam, can take rides to the end of the track and back in the line's assorted rolling stock - situated next to the Great Shed is a single platform for passenger use. In the corner of the main shed is a corner office, presented as a locomotive designer's office (only visible to visitors through windows). Off the pedestrian entrance in the southern side is a room presented as the engine crew's break room. Atop the Great Shed is a weather vane depicting a waggonway train approaching a cow, a reference to a famous quote by George Stephenson when asked by parliament in 1825 what would happen in such an eventuality - "very awkward indeed - for the coo!".
At the far end of the waggonway is the (fictional) coal mine Pockerley Gin Pit, which the waggonway notionally exists to serve. The pit head features a horse powered wooden whim gin, which was the method used before steam engines for hauling men and material up and down mineshafts - coal was carried in corves (wicker baskets), while miners held onto the rope with their foot in an attached loop.
Wooden waggonway
Following creation of the Pockerley Waggonway, the museum went back a chapter in railway history to create a horse-worked wooden waggonway.
St Helen's Church
St Helen's Church represents a typical type of country church found in North Yorkshire, and was relocated from its original site in Eston, North Yorkshire. It is the oldest and most complex building moved to the museum. It opened in November 2015, but will not be consecrated as this would place restrictions on what could be done with the building under church law.
The church had existed on its original site since around 1100. As the congregation grew, it was replaced by two nearby churches, and latterly became a cemetery chapel. After closing in 1985, it fell into disrepair and by 1996 was burnt out and vandalised leading to the decision by the local authority in 1998 to demolish it. Working to a deadline of a threatened demolition within six months, the building was deconstructed and moved to Beamish, reconstruction being authorised in 2011, with the exterior build completed by 2012.
While the structure was found to contain some stones from the 1100 era, the building itself however dates from three distinct building phases - the chancel on the east end dates from around 1450, while the nave, which was built at the same time, was modernised in 1822 in the Churchwarden style, adding a vestry. The bell tower dates from the late 1600s - one of the two bells is a rare dated Tudor example. Gargoyles, originally hidden in the walls and believed to have been pranks by the original builders, have been made visible in the reconstruction.
Restored to its 1822 condition, the interior has been furnished with Georgian box pews sourced from a church in Somerset. Visitors can access all parts except the bell tower. The nave includes a small gallery level, at the tower end, while the chancel includes a church office.
Joe the Quilter's Cottage
The most recent addition to the area opened to the public in 2018 is a recreation of a heather-thatched cottage which features stones from the Georgian quilter Joseph Hedley's original home in Northumberland. It was uncovered during an archaeological dig by Beamish. His original cottage was demolished in 1872 and has been carefully recreated with the help of a drawing on a postcard. The exhibit tells the story of quilting and the growth of cottage industries in the early 1800s. Within there is often a volunteer or member of staff not only telling the story of how Joe was murdered in 1826, a crime that remains unsolved to this day, but also giving visitors the opportunity to learn more and even have a go at quilting.
Other
A pack pony track passes through the scene - pack horses having been the mode of transport for all manner of heavy goods where no waggonway exists, being also able to reach places where carriages and wagons could not access. Beside the waggonway is a gibbet.
Farm (1940s)
Presented as Home Farm, this represents the role of North East farms as part of the British Home Front during World War II, depicting life indoors, and outside on the land. Much of the farmstead is original, and opened as a museum display in 1983. The farm is laid out across a north–south public road; to the west is the farmhouse and most of the farm buildings, while on the east side are a pair of cottages, the British Kitchen, an outdoor toilet ("netty"), a bull field, duck pond and large shed.
The farm complex was rebuilt in the mid-19th century as a model farm incorporating a horse mill and a steam-powered threshing mill. It was not presented as a 1940s farm until early 2014.
The farmhouse is presented as having been modernised, following the installation of electric power and an Aga cooker in the scullery, although the main kitchen still has the typical coal-fired black range. Lino flooring allowed quicker cleaning times, while a radio set allowed the family to keep up to date with wartime news. An office next to the kitchen would have served both as the administration centre for the wartime farm, and as a local Home Guard office. Outside the farmhouse is an improvised Home Guard pillbox fashioned from half an egg-ended steam boiler, relocated from its original position near Durham.
The farm is equipped with three tractors which would have all seen service during the war: a Case, a Fordson N and a 1924 Fordson F. The farm also features horse-drawn traps, reflecting the effect wartime rationing of petrol would have had on car use. The farming equipment in the cart and machinery sheds reflects the transition of the time from horse-drawn to tractor-pulled implements, with some older equipment put back into use due to the war, as well as a large Foster thresher, vital for cereal crops, and built specifically for the war effort, sold at the Newcastle Show. Although the wartime focus was on crops, the farm also features breeds of sheep, cattle, pigs and poultry that would have been typical for the time. The farm also has a portable steam engine, not in use, but presented as having been left out for collection as part of a wartime scrap metal drive.
The cottages would have housed farm labourers, but are presented as having new uses for the war: Orchard Cottage housing a family of evacuees, and Garden Cottage serving as a billet for members of the Women's Land Army (Land Girls). Orchard Cottage is named for an orchard next to it, which also contains an Anderson shelter, reconstructed from partial pieces of ones recovered from around the region. Orchard Cottage, which has both front and back kitchens, is presented as having an up to date blue enameled kitchen range, with hot water supplied from a coke stove, as well as a modern accessible bathroom. Orchard Cottage is also used to stage recreations of wartime activities for schools, elderly groups and those living with dementia. Garden Cottage is sparsely furnished with a mix of items, reflecting the few possessions Land Girls were able to take with them, although unusually the cottage is depicted with a bathroom, and electricity (due to proximity to a colliery).
The British Kitchen is both a display and one of the museum's catering facilities; it represents an installation of one of the wartime British Restaurants, complete with propaganda posters and a suitably patriotic menu.
Town (1950s)
As part of the Remaking Beamish project, with significant funding from the National Lottery Heritage Fund, the museum is creating a 1950s town. Opened in July 2019, the Welfare Hall is an exact replica of the Leasingthorne Colliery Welfare Hall and Community Centre which was built in 1957 near Bishop Auckland. Visitors can 'take part in activities including dancing, crafts, Meccano, beetle drive, keep fit and amateur dramatics' while also taking a look at the National Health Service exhibition on display, recreating the environment of an NHS clinic. A recreation and play park, named Coronation Park was opened in May 2022 to coincide with the celebrations around the Platinum Jubilee of Elizabeth II.
The museum's first 1950s terrace opened in February 2022. This included a fish and chip shop from Middleton St George, a cafe, a replica of Norman Cornish's home, and a hairdressers. Future developments opposite the existing 1950s terrace will see a recreation of The Grand Cinema, from Ryhope, in Sunderland, and toy and electricians shops. Also underdevelopment are a 1950s bowling green and pavilion, police houses and aged miner's cottages. Also under construction are semi-detached houses; for this exhibit, a competition was held to recreate a particular home at Beamish, which was won by a family from Sunderland.
As well as the town, a 1950s Northern bus depot has been opened on the western side of the museum – the purpose of this is to provide additional capacity for bus, trolleybus and tram storage once the planned trolleybus extension and the new area are completed, providing extra capacity and meeting the need for modified routing.
Spain's Field Farm
In March 2022, the museum opened Spain's Field Farm. It had stood for centuries at Eastgate in Weardale, and was moved to Beamish stone-by-stone. It is exhibited as it would have been in the 1950s.
1820s Expansion
In the area surrounding the current Pockerley Old Hall and Steam Wagon Way more development is on the way. The first of these was planned to be a Georgian Coaching Inn that would be the museum's first venture into overnight accommodation. However following the COVID-19 pandemic this was abandoned, in favour of self-catering accommodation in existing cottages.
There are also plans for 1820s industries including a blacksmith's forge and a pottery.
Museum stores
There are two stores on the museum site, used to house donated objects. In contrast to the traditional rotation practice used in museums where items are exchanged regularly between store and display, it is Beamish policy that most of their exhibits are to be in use and on display - those items that must be stored are to be used in the museum's future developments.
Open Store
Housed in the Regional Resource Centre, the Open Store is accessible to visitors. Objects are housed on racks along one wall, while the bulk of items are in a rolling archive, with one set of shelves opened, with perspex across their fronts to permit viewing without touching.
Regional Museums Store
The real purposes of the building presented as Beamish Waggon and Iron Works next to Rowley Station is as the Regional Museums Store, completed in 2002, which Beamish shares with Tyne and Wear Museums. This houses, amongst other things, a large marine diesel engine by William Doxford & Sons of Pallion, Sunderland (1977); and several boats including the Tyne wherry (a traditional local type of lighter) Elswick No. 2 (1930). The store is only open at selected times, and for special tours which can be arranged through the museum; however, a number of viewing windows have been provided for use at other times.
Transport collection
Main article: Beamish Museum transport collection
The museum contains much of transport interest, and the size of its site makes good internal transportation for visitors and staff purposes a necessity.
The collection contains a variety of historical vehicles for road, rail and tramways. In addition there are some modern working replicas to enhance the various scenes in the museum.
Agriculture
The museum's two farms help to preserve traditional northcountry and in some cases rare livestock breeds such as Durham Shorthorn Cattle; Clydesdale and Cleveland Bay working horses; Dales ponies; Teeswater sheep; Saddleback pigs; and poultry.
Regional heritage
Other large exhibits collected by the museum include a tracked steam shovel, and a coal drop from Seaham Harbour.
In 2001 a new-build Regional Resource Centre (accessible to visitors by appointment) opened on the site to provide accommodation for the museum's core collections of smaller items. These include over 300,000 historic photographs, printed books and ephemera, and oral history recordings. The object collections cover the museum's specialities. These include quilts; "clippy mats" (rag rugs); Trade union banners; floor cloth; advertising (including archives from United Biscuits and Rowntree's); locally made pottery; folk art; and occupational costume. Much of the collection is viewable online and the arts of quilting, rug making and cookery in the local traditions are demonstrated at the museum.
Filming location
The site has been used as the backdrop for many film and television productions, particularly Catherine Cookson dramas, produced by Tyne Tees Television, and the final episode and the feature film version of Downton Abbey. Some of the children's television series Supergran was shot here.
Visitor numbers
On its opening day the museum set a record by attracting a two-hour queue. Visitor numbers rose rapidly to around 450,000 p.a. during the first decade of opening to the public, with the millionth visitor arriving in 1978.
Awards
Museum of the Year1986
European Museum of the Year Award1987
Living Museum of the Year2002
Large Visitor Attraction of the YearNorth East England Tourism awards2014 & 2015
Large Visitor Attraction of the Year (bronze)VisitEngland awards2016
It was designated by the Museums, Libraries and Archives Council in 1997 as a museum with outstanding collections.
Critical responses
In responding to criticism that it trades on nostalgia the museum is unapologetic. A former director has written: "As individuals and communities we have a deep need and desire to understand ourselves in time."
According to the BBC writing in its 40th anniversary year, Beamish was a mould-breaking museum that became a great success due to its collection policy, and what sets it apart from other museums is the use of costumed people to impart knowledge to visitors, rather than labels or interpretive panels (although some such panels do exist on the site), which means it "engages the visitor with history in a unique way".
Legacy
Beamish was influential on the Black Country Living Museum, Blists Hill Victorian Town and, in the view of museologist Kenneth Hudson, more widely in the museum community and is a significant educational resource locally. It can also demonstrate its benefit to the contemporary local economy.
The unselective collecting policy has created a lasting bond between museum and community.
Replaced my vehicle, so I thought it would be appropriate to take the new one up to the same place I went and took photos of my old car the day I got my license.
L'espace est vraiment exigu pour travailler, mais finalement le travail est fait, les nouvelles batteries sont installées et mon amie Laila est heureuse et attend patiemment que le soleil frappe ses panneaux !
The Series 70 (models 70 and 75) was a full-size V8-powered series of cars produced by Cadillac from the 1930s through the 1980s. It replaced the 1935 355E as the company's mainstream car just as the much less expensive Series 60 was introduced.
1936–1937
The 1936 Series 70 and 75 both had v-shaped windshield styles by Fleetwood. A narrower radiator shell was supported by the new louver style 'Convex vee' grill. Headlights were mounted on the radiator shell. Parking lights were inside the headlights. Front fenders were new with a crease along the center line. The cowl vent was changed back to opening forward. There were built-in trunks on "touring" styles, town cars and 4-door convertibles. Coupes and 2-door convertibles had rumble seats plus a separate door for the spare tire at the extreme rear of the deck. All bodies now utilized the Fisher Turret Top.
The Series 70 and 75 were powered by the new 346 cu in (5.7 L) Monobloc V8, This 135 hp (101 kW) engine was both less expensive and more powerful, and the stylish body by Fleetwood should have made the Series 70 and 75 an instant hit. However, the high price ($2,445 and up) limited their appeal in the Great Depression era. Only 5,248 were sold for 1936.
In 1937 bodies were the same except for drip moldings running from the bottom of the front pillar up and over the doors and rear quarter window, new fenders and bumpers, headlights rigidly attached (adjusted by moving reflector), wheel discs incorporated a hubcap, and a built-in trunk was incorporated on most bodies. A die-cast eggcrate grille was used, but the hood louver treatment differed from that used in Fisher bodied cars. Chrome die cast strips were used at the rear of the hood side panels.
Standard Series 70 chassis featured a shorter 131 in (3,327 mm) wheelbase (shown here). A seven-passenger Fisher-bodied Special touring sedan, (built on the longer 75-Series chassis) without a division window was offered on the 138.0 in (3,505 mm) wheelbase. These two body styles had the eggcrate hood louvers typical of all Fisher bodied Cadillacs for 1937. The Business car line included eight-passenger versions of these Special sedans plus eight-passenger versions of Fleetwood body styles. The eighth passenger was seated with two others on auxiliary seats.A commercial chassis on a 156.0 in (3,962 mm) wheelbase was offered.
Other body styles offered across the two 70-Series and 75-Series wheelbases included 2-door coupe, 2-door convertible, 4-door sedan, 4-door convertible, 4-door towncar, 4-door limousine. A range of custom bodies were also available, but not featured as extensively as on the V12-engined Series 80/85 and the V16-engined Series 90.
Engine changes included a lighter flywheel, a generator relocated in the vee, an oil filter, a new carburetor with full automatic electric choke, an oil bath cleaner, and a relocated distributor. A new transmission design featured pin-type synchronizers, shifter rails relocated to the side of the case, a cover on the bottom of the case, and an extension integral with the transmission mainshaft. Sales totaled 4,332.
[Text taken from Wikipedia]
Replacing an earlier scanned photo with a better version 26-Oct-18.
This aircraft (c/n 1790) was due for delivery to Transair Cambodia but it was never delivered and remained stored at Manchester.
First flown with the test registration G-BJTL in Dec-81, this aircraft was initially stored at Woodford, UK before being delivered to Air Virginia as N749AV in May-82. It was repossessed by British Aerospace in Jun-84 and stored. It was re-registered with the B.Ae test registration G-11-6 in Apr-85 and became G-BJTL again in Aug-86. It was sold to SATA Air Azores as CS-TAQ in Jul-87. The aircraft was sold back to British Aerospace in Apr-92 and was stored at Manchester, UK. It was re-registered G-11-790 in Jun-92 and was due to be sold to Transair Cambodia but they never took delivery and it remained stored at Manchester. It was re-registered G-BJTL again in Jul-92 and ferried to Exeter, UK in late Jul-92 for further storage. The aircraft was transferred to Jetstream Aircraft Ltd in Dec-94. It was leased to Awood Air (Canada) as C-GHSC in Mar-95 and then sold to Calm Air International in May-97 and based at Thompson, MB, Canada. The aircraft was noted still in service in 2014 as a freighter. It's CofA was cancelled and it was removed from the Canadian register in Jul-18
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 16-Aug-25
This aircraft was delivered to British Airways as G-BDXF in Apr-78. 24 years later it was sold to European Skybus Ltd in May-02 and leased to a subsidiary company, European Aviation Air Charter the same day.
It was wet-leased to Corsair, France in Jul-05 and returned to European Air Charter in Nov-05. The aircraft was parked at Exeter, UK for a couple of weeks before being ferried to Kemble, UK at the end of Nov-05 and permanently retired. It was broken up a Kemble in Dec-06. Updated 05-Jul-25.
Replacing an earlier digital photo with a better version 29-May-20.
'Star Alliance' livery.
This aircraft was delivered to Itochu Airlease BV and leased to VARIG Brasil as PP-VOK in Jun-90. It was returned to the lessor as N483TC in May-05. The aircraft was leased to LOT Polish Airlines as SP-LPE in Jul-05, painted in 'Star Alliance' livery. It was permanently retired at Middlesborough-Teesside Airport, UK in Jul-13.
Replacing an earlier scanned print with a better version 23-Mar-16.
With additional 'Slovenia' titles
I keep two pieces of blotting paper in my diary; the old ones have been in use for several years so I thought it's time to replace them.
I have an amazing set of four Momo "Ronel" alloy rims that were on my Alfa Romeo Spider when I bought it in 1986. Soon thereafter I replaced the mags with the standard steel rims and no longer needed these. Since then, these rims have been safely stored, wrapped in plastic in a dry cellar in Pretoria.
They have never been resprayed and are almost as fresh as when they left the factory in Italy in the early-80's. This is an opportunity to get your hands on a set of rare, period rims that have not been molested. Sure, they have some light wear from everyday use, but have never been seriously curbed, and the coating is almost immaculate. As you will see from the images, they are visually impressive, and the only spanner-rash is in the wheel-nut sockets. I doubt whether you're going to find a set of +30 year alloy rims in better condition.
I have advertised these alloy rims on Gumtree in South Africa - please see the advert here: bit.ly/2aSDWGh
Additional Information:
* Codes in the metal on the wheels read 6Jx14H2 and ET38
* Written on the inside of one of the wheels is the text: CA 1460-108G
* Stickers on the inside of three of the four wheels say: 108 Interasse Bolt Circle
* An additional sticker on the inside of a wheel reads: 108 Ford Interasse Bolt Circle
I am currently abroad and will only be back in South Africa in about October. Nevertheless, these wheels are accessible in my absence and will have to be collected from an address in Pretoria East. Grab yourself a bargain, and give your classic Alfa or Ford that real, period look they're crying out for!
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 27-Apr-24.
Operated for Excel Airways by Air Atlanta Icelandic.
First flown with the Boeing test registration N6009F, this aircraft was delivered to Britannia Airways (UK) as G-BOPB in Nov-88. It was sold to a lessor in Apr-98 and leased back to Britannia Airways.
It was returned to the lessor in Apr-01, leased to Air Atlanta Icelandic as TF-ATP and wet-leased to Excel Airways (UK) the following month. It was returned to Air Atlanta Icelandic in Oct-01 and was immediately wet-leased to Air Algeria (Algeria), returning to Air Atlanta Icelandic in Mar-02.
Air Atlanta Icelandic is an ACMI leasing company and the aircraft got around. It was wet-leased to Excel Airways between May/Dec-02, then to Albarka Airlines (Nigeria) from Jan/Mar-03.
In Mar-03 the aircraft was transferred to Air Atlanta Europe and wet-leased Excel Airways again between Mar/May-03 when the aircraft was re-registered G-BOPB, the lease continued until it was returned to Air Atlanta Europe in Nov-03.
It was returned to Air Atlanta Icelandic as TF-ATP the same day and was wet-leased to Saudia Saudi Arabian Airlines for a Haj Pilgrimage operation between Jan/Mar-04.
On it's return it was transferred back to Air Atlanta Europe as G-BOPB and leased to Excel Airways in Apr-04. It stayed with Excel for longer this time and returned to Air Atlanta Europe in Nov-05 when it was stored at Shannon, Ireland.
The aircraft was leased to Excel Airways again in Mar-06. Excel Airways was renamed XL Airways UK in Nov-06 and the aircraft continued in service until XL Airways ceased operations in Sep-08.
It was returned direct to the lessor and stored at Sanford, FL, USA. It was sold to Jordan Aviation as JY-JAL in Nov-08, based at Amman, Jordan and operated mostly for other airlines.
It was wet-leased to TACV Transportes Aereos de Cabo Verde between Jul/Nov-18. It was wet-leased to Ariana Afghan Airlines between Oct-19/Mar-20. The aircraft was permanently retired at Amman, Jordan in Aug-23 after 35 years in service.
Replacing a digital photo with a better version 25-Feb-23.
Lufthansa Regional, op by Eurowings
First flown in Sep-91 with the British Aerospace test registration G-6-200, it was registered G-BTVT to British Aerospace in Nov-91. It was initially due for lease to Meridiana SpA (Italy as I-FLRZ but lease was cancelled and the aircraft was stored.
The aircraft was leased to Conti-Flug as D-ACFA in Oct-92. It was repossessed by British Aerospace in Jul-94 and stored. In Oct-94 it was leased to Eurowings. British Aerospace sold it to Trident Aviation Leasing in Mar-98 while the lease to Eurowings continued.
It was initially in Eurowings full livery and later repainted in Lufthansa Regional livery with small Eurowings titles. The aircraft was withdrawn from service and stored at Exeter, UK in Apr-10 and moved to Southend, UK for further storage in Jun-10.
The aircraft was returned to BAE Systems Asset Management as G-BTVT in Aug-10 although it remained stored at Southend. It was transferred to British Aerospace's 'in-house' airline, BAE Systems Corporate Air Travel as G-TYPH in Feb-11.
It operated inter-factory shuttle services for BAE until it was permanently retired at Cranfield, UK in Aug-19. The aircraft was broken up at Cranfield in Nov-19.
Replacing an earlier scanned photo with a better version 16-Apr-17, plud Topaz DeNoise AI 05-Jan-24
ANA's first two B777-300's were delivered in this special "Winds" '777-300' promo livery.
This aircraft was delivered to ANA All Nippon Airways as JA752A in Aug-98. It was withdrawn from service and stored at Osaka - Kansai in Jan-21 due to the effects of the COVID-19 Pandemic.
It was ferried to Hong Kong for maintenance for four weeks between Dec-21 / Jan-22 and then stored at Xiamen, China until it returned to Japan in early Aug-22, it returned to service on 27-Aug-22. Now 25.5 years old. Current, updated 05-Jan-24.