Awesome (band) and User:Mjroots/sandbox: Difference between pages
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{{nobot}}I've decided to create a sandbox to work on new articles in peace (hopefully!), rather than having to use the "in use" and "under construction" templates on articles I'm workng on. ''Please leave any comments about the content of this sandbox on my [[User talk:Mjroots|talk page]]. |
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[[Image:Awesome - Jesse aka. a- -slave 01A.jpg|thumb|Guitarist John Osebold (& behind him multi-instrumentalist Robertson Whitmer) in a performance at Reverb Fest 2007 in the [[Ballard, Seattle, Washington|Ballard]] neighborhood of Seattle.]] |
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'''"Awesome"''' (the quotation marks are part of the name) are a [[Seattle]]-based septet with roots in [[cabaret]] and theater, self-described as "Part band, part art collective."<ref name=bio>[http://www.awesometheband.com/about.php Bio], "Awesome" official site. Accessed online 31 August 2008.</ref> While they reject the "rock band" label, Lane Czaplinski, artistic director of [[On the Boards]] remarks, "If they are not rock musicians, "there is rock payoff."<ref name=Beal>Suzanne Beal, [http://www.seattleweekly.com/2006-05-03/arts/you-can-call-them-awesome.php You Can Call Them 'Awesome'], ''Seattle Weekly'', May 3, 2006. Accessed online 31 August 2008.</ref> Czaplinski has compared them to [[Polyphonic Spree]] and [[Scissor Sisters]].<ref name=Frizzelle>Christopher Frizzelle, [http://www.thestranger.com/seattle/Content?oid=32107 No Traffic Signal, No Problem], ''The Stranger'', May 2, 2006. Accessed online 31 August 2008.</ref> |
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=New Windmill Article= |
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"Awesome" began as a cabaret act thrown together by seven experienced [[fringe theater]] actors. Although they continued to perform often in theatrical venues, their identity as a band and cabaret act has eclipsed their status as actors.<ref name=Heynen-Delaware>Kirk Heynen, [http://www.threeimaginarygirls.com/awesome05dec.asp Awesome - Delaware] review, Three Imaginary Girls, December 21, 2005. Accessed online 31 August 2008.</ref> Around October 2003, several future members of "Awesome" played together in a [[They Might Be Giants]] tribute to raise money for Seattle's Open Circle Theater.<ref name=Frizzelle/> Their first performance as "Awesome" was in the Jewelbox theater at [[Belltown, Seattle, Washington|Belltown]] bar the Rendezvous on [[February 6]], [[2004]].<ref name=Frizzelle /> Another early performance was in Seattle at Annex Theater's monthly cabaret "Spin the Bottle" in 2004,<ref name=Beal/> and their first major production was ''Delaware'' (first a multi-media stage production and later an album).<ref name=Heynen-Delaware /> Gigs as a band have included performing on bills with [[Harvey Danger]],<ref name=Frizzelle /><ref name=Nelson>Christian Nelson, [http://thedaily.washington.edu/2007/4/5/intermission-inquisition-awesome-player-david/ INTERMISSION INQUISITION: "Awesome" player David Nixon], ''The Daily'' (University of Washington), April 5, 2007. Accessed online 31 August 2008.</ref> [[A. C. Newman]],<ref name=Frizzelle /> [[United State of Electronica|U.S.E.]], <ref name=Frizzelle /> [[The Presidents of the United States of America (band)|The Presidents of the United States of America]],<ref name=Nelson /> and [[The Long Winters]].<ref name=Nelson /> |
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PREVIEW BEFORE POSTING<br> |
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[[Image:Friston mill.jpg|thumb|June 2006]]'''Friston Windmill''' (TM 412 602 {{Coord|52.187|1.529|display=inline|format=dms}}) is a [[Listed building|Grade II* listed]]<ref name=EH>{{cite web| url= http://www.imagesofengland.org.uk/details/default.aspx?pid=2&id=401005| publisher =English Heritage| title =FRISTON POST MILL, FRISTON, SUFFOLK COASTAL, SUFFOLK | accessdate= 2008-10-08}}</ref> [[post mill]] at [[Friston]], [[Suffolk]], [[England]] which has been conserved. |
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==History== |
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Band member David Nixon is a philosophy professor at the [[University of Washington, Bothell]].<ref name=Nelson /> |
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''Friston Windmill'' was moved from [[Woodbridge, Suffolk|Woodbridge]] by Collins, the [[Melton, Suffolk|Melton]] [[millwright]] in 1812 and erected on land purchased by William and Mary Scarlett. They sold the mill to Joseph Collings in 1812. The mill was worked by several different millers until 1837 when it was purchased by Joshua Reynolds from [[Knodishall]]. The mill passed to Caleb Reynolds Wright in 1883<ref name=Brown/> and to his son Caleb Reynolds Wright Jr.<ref name=Flint/> in 1924. A pair of sails was removed in 1943 and not replaced due to the shortage of timber. The mill worked on two sails until 1956 and then by a [[diesel engine]] until 1964. <ref name=Brown>{{cite book | first =R J | last = Brown| year = 1976| title = Windmills of England | pages= p172| publisher = Robert Hale Ltd| location = London | id = ISBN 07091 5641 3}}</ref> |
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In 1965, [[planning permission|permission]] was granted for the demolition of the mill but this was not carried out.<ref name=Brown/> Due to changes in planning law, permission had to be sought again in 1968. Villagers were divided as to whether the mill should be kept or demolished an there was much debate in the local newspapers. A millwright was asked to inspect the mill and the decision was deferred for a month. The millwrights’ report showed that the mill was structurally sound and it was agreed in principle that the mill should be moved to the [[Museum of East Anglian Life|East Anglian Rural Life Museum]] at [[Stowmarket]], where plans for the museum included a windmill.<ref name=Flint/> Meanwhile, money was raised locally and repairs started on the mill in 1971. Permission for demolition was rescinded and on the death of the last miller in 1972 a new owner bought the mill with the intention of preserving it.<ref name=Brown/> In 1977, the body of the mill was restored by Messrs Jameson Marshall, millwrights.<ref name=Flint/> |
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Many of the group's theatrical pieces are non-narrative or have only minimal, non-linear narratives. For example, ''noSIGNAL'' (2006) was described by ''[[Seattle Times]]'' reviewer Brangien Davis as "addressing, among other topics, technical difficulties, [[recurring dream]]s, [[cell death]], [[regeneration]] and [[bee]]s."<ref>Brangien Davis, [http://community.seattletimes.nwsource.com/archive/?date=20060505&slug=awesome08 Multi-genre "noSIGNAL" creates a buzz], ''Seattle Times'', May 5, 2006. Accessed online 31 August 2008.</ref> |
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In 2003, [[English Heritage]] gave a grant covering 20% of the cost of repairs which then needed doing to the mill.<ref name=World>{{cite web|url=http://www.windmillworld.com/news/archive4.htm#80 |title=Friston mill to get steel framework to allow work to stabilize mill |publisher=Windmill World | accessdate=2008-10-08}}</ref> In 2004, it was announced that a steel framework was to be erected around the mill in order to allow work on the [[trestle (mill)|trestle]] and body of the mill.<ref name=World2>{{cite web|url=http://www.windmillworld.com/news/archive13.htm#312 |title=Bob Wright, miller at Friston Post Mill |publisher=Windmill World | accessdate=2008-10-08}}</ref> |
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==Members== |
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[[Image:Awesome - Evan Mosher 01A.jpg|thumb|Evan Mosher (singing, holding trumpet) and, behind him, Basil Harris (bass).]] |
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* Evan Mosher - Vocals, trumpet<ref name=bio /> |
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* Basil Harris - Mostly bass<ref name=bio /> |
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* Kirk Anderson - Vocals, drums, typewriter<ref name=bio /> |
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* David Nixon - Vocals, banjo, dancing<ref name=bio /> |
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* John Osebold - Vocals, guitar, theremin, violin,<ref name=bio /> principal songwriter<ref name=Heynen-Delaware /> |
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* Rob Witmer - Accordion, saxophone, clarinet, triangle, glockenspiel, assorted other things<ref name=bio /> |
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* John Ackermann - Vocals, mandolin, keyboards, melodica, harmonica, guitar, glockenspiel,<ref name=bio /> ukelele<ref name=Heynen-Delaware /> |
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==Description== |
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==Theatrical performances, etc.== |
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{{for|an explanation of the various pieces of machinery|Mill machinery}} |
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* ''Delaware: A Subtle Spectacular'', directed by Matt Fontaine, written by Tim Sanders, performed by "Awesome" and others at Re-bar, Seattle, Washington February & October 2005. |
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''Friston Windmill'' is a tall post mill with a roundhouse. It had four [[windmill sail|Patent sails]] and was winded by a [[windmill fantail|fantail]] carried on the rear steps in the Suffolk style. The mill is {{convert|50|ft|m|2}} high, making it the tallest surviving post mill in the United Kingdom.<ref name=Brown/> The mill has been preserved but the three pairs of [[millstone]]s have been removed. <ref name=Regan>{{cite book | first =Dean | last = Regan| year = 1997| title = Windmills of Suffolk | pages= p8-9| publisher = Dean Regan| location = Suffolk | id = ISBN 0-9531562-0-6}}</ref> The mill had two pairs of millstones in the breast and one pair in the tail. <ref name=Flint>{{cite book | first =Brian | last = Flint| year = 1997| title = Suffolk Windmills| pages= p9, 121-122 | publisher = The Boydell Press| location = Woodbridge | id = ISBN 0-85115-112-4}}</ref> |
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* ''noSIGNAL'', directed by John Kaufmann, written & performed by "Awesome", film/video by David Russo edited by Brian Short. Premiered at [[On the Boards]] Northwest Artist Series, Seattle, Washington, May 2006.<ref name=Beal /> |
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* "Stuart Dempster", inspired by the life and work of [[Stuart Dempster]], created & performed by "Awesome" as part of ''Dempster Diving'', performed in the back hallway and three dressing rooms at [[Town Hall Seattle|Town Hall]], Seattle, Washington, October 2006. |
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* ''Heres What Happened'', written & performed by "Awesome", directed by Jennifer Zeyl, with four guest narrators including [[Sean Nelson]], premiered at [[Seattle Children's Theatre]], Eve Alvord Theatre, Seattle, Washington, September 2007. |
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* ''Nighttime Forest Fire'', performed by "Awesome", Amy O'Neal, and Shawnmarie Stanton, music composed by John Osebold, performed at On the Boards Northwest New Works Festival, Seattle, Washington, May 2008. |
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* ''The "Awesome" Cycle'', composed & performed by "Awesome", to be performed at [[A Contemporary Theater|ACT]] Bullitt Cabaret, Seattle, Washington, October, November 2008. |
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* Literary series commissioned by ''[[The Stranger (newspaper)|The Stranger]]''; music composed & performed by "Awesome" to accompany authors and their works: |
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** [[Miranda July]] at Neumo's, Seattle, Washington, May 2007. |
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** [[Neal Pollack]] and [[Dan Savage]] at Chop Suey, Seattle, Washington, February 2007 |
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** [[Jonathan Safran Foer]] and [[Charles D'Ambrosio]] at Chop Suey, Seattle, Washington, April 2005 |
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<small>Comprehensive source for credits on all works:<ref>[http://www.awesometheband.com/projects.php Shows], "Awesome" official site. Accessed online 31 August 2008.</ref></small> |
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==Discography== |
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* ''Delaware'', Bandor Records, 2005 |
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* ''Beehive Sessions'', Bandor Records, 2007 |
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== |
==Millers== |
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{{reflist}} |
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*William and Mary Scarlett 1812 |
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*Joseph Collings 1812 – |
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*Robert Reynolds 1850s |
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*John Reynolds 1850s |
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*Joshua Reynolds 1850s – 1883 |
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*Caleb Reynolds Wright 1883 – 1924 |
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*Caleb Reynolds Wright Jr. 1924 – 1964 |
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Reference for above:- <ref name=Brown/><ref name=Flint/> |
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==External links== |
==External links== |
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{{commonscat|Awesome}} |
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* [http://www.awesometheband.com Official site] |
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* [http://www.allaboutjazz.com/php/article.php?id=23953 Review of ''Dempster Diving''], Earshot Jazz |
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*[http://www.windmillworld.com/millid/2549.htm Windmill World] webpage on Friston mill. |
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[[Category:Seattle musical groups]] |
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==References== |
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<!--{{reflist}} |
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{{England Windmills}} |
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[[Category:Windmills in Suffolk]] |
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[[Category:Post mills]] |
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[[Category:Grade II* listed buildings in Suffolk]] |
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[[Category:1812 architecture]] |
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[[Category:Agricultural buildings]] |
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[[Category:Grinding mills]] |
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--> |
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=New list= |
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A list of [[windmill]]s in the [[Germany|German]] province of [[Mecklenburg-Vorpommern]]. |
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{| class="wikitable" |
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|- |
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! Location |
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! Name of mill |
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! Type |
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! Built |
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! Notes |
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! Photograph |
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|- |
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| [[Altkalen]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| 1913 |
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| [http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| [[Image:Altkalen-windmuehle.jpg|150px]] |
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|- |
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| [[Alt Schwerin]] |
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| |
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| [[tower mill|Erdholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Alt Tellin]] |
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| |
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| [[smock mill|Galerieholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Altwarp]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Anklam]] |
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| |
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| [[tower mill|Galerieholländer]] |
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| |
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| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Bad Sülze]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| Bad Sülze |
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| |
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| [[tower mill|Turmholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| [[Image:Bad Sülze Mühle.jpg|150px]] |
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|- |
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| [[Bansin]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Banzkow]] |
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| Banzkower Mühle |
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| [[smock mill|Galerieholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| [[Image:100 4636.JPG|150px]] |
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|- |
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| [[Dabel]] |
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| |
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| [[smock mill|Galerieholländer]] |
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| |
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| |
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| [[Image:Dabel Mühle.JPG|150px]] |
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|- |
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| [[Eggerow]] |
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| |
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| [[smock mill|Erdholländer]] |
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| |
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| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-1.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Benz, Ostvorpommern|Benz]] |
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| |
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| [[smock mill|Erdholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| [[Image:Erdholländer Benz P9010096.JPG|150px]] |
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|- |
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| [[Besitz]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Blankenhagen]] |
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| |
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| [[smock mill|Galerieholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| Blankenhagen |
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| Restmühle |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| Converted to [[observatory]]<br>[http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| [[Image:Blankenhagen Restmühle.JPG|150px]] |
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|- |
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| [[Boock]] |
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| |
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| [[tower mill|Turmholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Born, Mecklenburg-Vorpommern|Born]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Carwitz]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Dabel]] |
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| |
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| [[smock mill|Galerieholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Dambeck]] |
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| |
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| [[smock mill|Erdholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Dargun]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-2.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Demmin]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Dorf Mecklenburg]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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| [[Image:Windmuehle Dorf Mecklenburg.jpg|150px]] |
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|- |
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| [[Fahrenwalde]] |
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| |
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| [[smock mill|Erdholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Farpen]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| Base only<br>[http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Friedland, Mecklenburg-Vorpommern|Friedland]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| Friedland |
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| |
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| [[tower mill|Turmholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Gaarzer Mühle]] |
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| |
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| [[smock mill|Erdholländer]] |
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| |
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| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Gallin]] |
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| |
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| [[smock mill|Galerieholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Gnoien]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| Converted to restaurant<br>[http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Goldberg, Germany|Goldberg]] |
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| |
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| [[smock mill|Galerieholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-3.htm Muehlen Archiv] ''(German)'' |
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|- |
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| [[Goldenbow]] |
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| |
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| [[smock mill|Galerieholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
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| [[Image:Windmühle in Goldenbow.JPG|150px]] |
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|- |
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| [[Gotthun]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
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|- |
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| [[Graal-Müritz]] |
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| |
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| [[smock mill|Galerieholländer]] |
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| |
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| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
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| |
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|- |
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| [[Grebbin]] |
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| |
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| [[smock mill|Sockelgeschoßholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
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| [[Image:Grebbin Windmühle 2008-06-24.jpg|150px]] |
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|- |
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| [[Greifswald-Eldena]] |
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| |
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| [[post mill|Bockwindmühle]] |
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| |
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| [[Trestle (mill)|Trestle]] only<br>[http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
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| [[Image:Greifswald-Wieck-Okt2004.jpg|150px]] |
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|- |
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| [[Grevesmühlen]] |
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| |
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| [[smock mill|Galerieholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
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|- |
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| [[Gristow]] |
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| [[smock mill|Erdholländer]] |
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| |
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| [http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Großlantow]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Hasselförde]] |
|||
| |
|||
| [[tower mill|Turmholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Heinrichswalde]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-4.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Japenzin-Rehberg]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| Incorporated into engine driven mill<br>[http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Kamminke]] |
|||
| |
|||
| [[tower mill|Turmholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Kladrun]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| Base only, house conversion<br>[http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Klein Ernsthof]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Klein Wardow]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Klockenhagen]] |
|||
| |
|||
| [[post mill|Bockwindmühle]] |
|||
| |
|||
| Restored<br>[http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Klockenhagen Bockwindmühle.JPG|150px]] |
|||
|- |
|||
| [[Klütz]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Kröpelin]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| Kröpelin |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Kröpelin 1.jpg|150px]] |
|||
|- |
|||
| [[Kühlungsborn]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-5.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Kummer, Mecklenburg-Vorpommern|Kummer]] |
|||
| |
|||
| [[tower mill|Turmholländer]] |
|||
| |
|||
| Was incorporated into engine driven mill, now house converted<br>[http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Kummer Windmuehle 2008-04-28 030.jpg|150px]] |
|||
|- |
|||
| [[Laage]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Letzin]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Liechtenhagen]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| House conversion, left of photo<br>[http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Windmühlen in Lichtenhagen.JPG|150px]] |
|||
|- |
|||
| Liechtenhagen |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| House conversion, right of photo<br>[http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Windmühlen in Lichtenhagen.JPG|150px]] |
|||
|- |
|||
| [[Malchow]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| Incorporated into engine driven mill<br>[http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| Malchow |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Mamerow]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Marlow, Germany|Marlow]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Meesiger]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| Derelict<br>[http://www.muehlen-archiv.de/Meckpomm-6.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Mühlenhagen]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Nantrow]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| Restored<br>[http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Neubukow]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| Neubukow |
|||
| |
|||
| [[tower mill|Turmholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Neuenkirchen]]<!--Not sure which of the two in Ostvorpommern--> |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Neu Hinrichdorf]] |
|||
| |
|||
| [[Smock mill|Erdholländer]] |
|||
| |
|||
| |
|||
| [[Image:Mühle Neu-Hinrichdorf.JPG|150px]] |
|||
|- |
|||
| [[Neukalen]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Neukloster]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Neu Rachow]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Neu Thulendorf]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Neu Thulendorf Mühle.JPG|150px]] |
|||
|- |
|||
| [[Neu Vorwerk]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| Left in photo<br>[http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Neu Vorwerk Zwillingsmühlen.JPG|150px]] |
|||
|- |
|||
| Neu Vorwerk |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| Right in phto<br>[http://www.muehlen-archiv.de/Meckpomm-7.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Neu Vorwerk Zwillingsmühlen.JPG|150px]] |
|||
|- |
|||
| [[Pasewalk]] |
|||
| |
|||
| [[tower mill|Turmholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Plöwen]] |
|||
| Schillermühle |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| Incorporated into engine driven mill<br>[http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Polz]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| |
|||
| [[Image:Polz Windmuehle 2008-05-05.jpg|150px]] |
|||
|- |
|||
| [[Pudagla]] |
|||
| |
|||
| [[post mill|Bockwindmühle]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Pudagla Bockwindmühle 1.JPG|150px]] |
|||
|- |
|||
| [[Röbel]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Roggenstorf]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| Converted to [[watchtower]]<br>[http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Rostock]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Rostock-Dierkow]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Dierkower Mühle.JPG|150px]] |
|||
|- |
|||
| Rostock-Dierkow |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Rostock-Evershagen]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Rostock-Warnemünde]] |
|||
| Meyers Mühle |
|||
| [[smock mill|Galerieholländer]] |
|||
| 1860 |
|||
| [http://www.muehlen-archiv.de/Meckpomm-8.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Rostock-Warnemuende Meyers Muehle.jpg|150px]] |
|||
|- |
|||
| [[Rövershagen]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Erdhollaender roevershagen.jpg|150px]] |
|||
|- |
|||
| [[Ruchow]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Sagard]] |
|||
| |
|||
| [[post mill|Paltrockmühle]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Schönkamp]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Spantekow]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Steinhagen, Nordvorpommern|Steinhagen]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| Restored<br>[http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Steinhagen Erdholländer.JPG|150px]] |
|||
|- |
|||
| [[Storkow, Mecklenburg-Vorpommern|Storkow]] |
|||
| |
|||
| [[post mill|Bockwindmühle]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Stove, Mecklenburg-Vorpommern|Stove]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| Restored<br>[http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Mühle Stove.JPG|150px]] |
|||
|- |
|||
| [[Stralsund]] |
|||
| Mahnkesche Mühle |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Mahnkesche Mühle Stralsund.jpg|150px]] |
|||
|- |
|||
| [[Tolzin]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| Derelict<br>[http://www.muehlen-archiv.de/Meckpomm-9.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Torpin]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| Derelict<br>[http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Trassenheide]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Trent, Germany|Trent]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Ückermünde]] |
|||
| |
|||
| [[post mill|Bockwindmühle]] |
|||
| |
|||
| Restored<br>[http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Varchentin]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Verchen]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Vitte]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Walkendorf]] |
|||
| |
|||
| [[smock mill|Galerieholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Wieck]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| [[Wittenburg]] |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-10.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Wittenburg Muehle.jpg|150px]] |
|||
|- |
|||
| [[Woldegk]] |
|||
| |
|||
| [[smock mill|Erdholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-11.htm Muehlen Archiv] ''(German)'' |
|||
| [[Image:Woldegk Erdholländer.JPG|150px]] |
|||
|- |
|||
| Woldegk |
|||
| |
|||
| [[smock mill|Sockelgeschoßholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-11.htm Muehlen Archiv] ''(German)'' |
|||
| |
|||
|- |
|||
| Woldegk |
|||
| |
|||
| [[tower mill|Turmholländer]] |
|||
| |
|||
| [http://www.muehlen-archiv.de/Meckpomm-11.htm Muehlen Archiv] ''(German)'' |
|||
| |
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| [[tower mill|Turmholländer]] |
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| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-11.htm Muehlen Archiv] ''(German)'' |
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| [[smock mill|Sockelgeschoßholländer]] |
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| Base only<br>[http://www.muehlen-archiv.de/Meckpomm-11.htm Muehlen Archiv] ''(German)'' |
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| Woldegk |
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| Seemühle |
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| [[tower mill|Galerieholländer]] |
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| [http://www.muehlen-archiv.de/Meckpomm-11.htm Muehlen Archiv] ''(German)'' |
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| [[Image:Woldegk Seemühle.JPG|150px]] |
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| [[Wolgast]] |
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| [[smock mill|Erdholländer]] |
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| [http://www.muehlen-archiv.de/Meckpomm-11.htm Muehlen Archiv] ''(German)'' |
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| Wolgast |
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| [[tower mill|Turmholländer]] |
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| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-11.htm Muehlen Archiv] ''(German)'' |
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| Wolgast |
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| [[smock mill|Erdholländer]] |
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| [http://www.muehlen-archiv.de/Meckpomm-11.htm Muehlen Archiv] ''(German)'' |
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| [[Wustrow, Nordvorommern|Wustrow]] |
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| [[smock mill|Sockelgeschoßholländer]] |
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| House conversion<br>[http://www.muehlen-archiv.de/Meckpomm-12.htm Muehlen Archiv] ''(German)'' |
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| [[Zepelin]] |
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| [[smock mill|Sockelgeschoßholländer ]] |
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| [http://www.muehlen-archiv.de/Meckpomm-12.htm Muehlen Archiv] ''(German)'' |
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| [[Zwiedorf]] |
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| [[smock mill|Erdholländer]] |
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| [http://www.muehlen-archiv.de/Meckpomm-12.htm Muehlen Archiv] ''(German)'' |
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=New Ship article= |
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{|{{Infobox Ship Begin}} |
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{{Infobox Ship Image |
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|Ship image=[[Image:SS Celtic (1903) 1.JPG|250px]]}} |
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{{Infobox Ship Career |
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|Hide header= |
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|Ship country= |
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|Ship flag= [[image:Civil Ensign of the United Kingdom.svg|80px]] |
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|Ship name= ''Celtic'' |
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|Ship owner= |
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|Ship ordered= |
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|Ship builder= [[Papendrecht]], [[Netherlands]] |
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|Ship yard number= |
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|Ship laid down= |
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|Ship launched= [[1903]] |
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|Ship out of service= |
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|Ship homeport= [[London]] |
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|Ship fate= |
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|Ship status= Under restoration |
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|Ship identification= Official number 118314 |
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}} |
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{{Infobox Ship Characteristics |
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|Hide header= |
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|Header caption= |
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|Ship class=Steam ship |
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|Ship tonnage= 120 Tons |
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|Ship displacement= |
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|Ship length= {{convert|90|ft|m|2}} |
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|Ship beam= {{convert|23|ft|2|in|m|2}} |
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|Ship height= |
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|Ship draught= {{convert|9|ft|m|2}} |
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|Ship ice class= |
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|Ship speed= |
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}} |
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|} |
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'''''Celtic''''' is a sailing barge which was built in [[Papendrecht]], [[Netherlands]] in 1903 for E & W Goldsmith Ltd. She is currently under restoration at [[Sittingbourne]], [[Kent]]. |
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==History== |
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''Celtic'' was used to trade around the coast of Kent and [[Essex]], and the [[Thames Estuary]]. She was mostly involved in the [[brickmaking]] and [[papermaking]] trades. In 1941 she was requisitioned for war service and used as a [[barrage balloon]] base at [[Portsmouth]], later serving as the headquarters for [[Operation Frankton]]. She saw further service in Scotland after this. Postwar saw her in service along the south coast of the United Kingdon, finally ending her days working in the ballast trade.<ref name=Sitt>Dolphin Museum, Sittingbourne</ref> |
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==References== |
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reflist |
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=New Article= |
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'''Dover Corporation Tramways''' was the operator of the second tramway system built in the United Kingdom. It was in operation from 1897 to 1936. The worst ever tram accident in the United Kingdom occurred on the system in 1917. |
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==History== |
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===Construction=== |
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On 9 November 1895, a special meeting of [[Dover]] Town Council was held. The subject of the meeting was whether or not to apply to the [[Board of Trade]] for authorisation to construct [[tram]]ways in the Borough of Dover. Nineteen of the twenty-one members of the council voted in favour of the motion. Permission was duly granted under the Tramways Orders Confirmation (No.1) Act, 1896 for a total of {{convert|3|mi|6|ch|km}} of line to be built. The lines were to be of {{RailGauge|42}} gauge and no vehicle was to exceed {{convert|6|ft|m|2}} in width. <ref name=Dover>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= II. The opening of the tramways| publisher = The Light Railway Transport League| location = London}}</ref> |
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In July 1896, the [[Town Clerk]] and Borough Surveyor were instructed to prepare a report into various methods of tramway traction, and the Surveyor was also instructed to prepare plans and specifications for the first lines that were to be built. Gas-powered trams were considered, but it was decided that electric traction would be adopted. [[Dick, Kerr & Co.|Dick, Kerr & Co., Ltd]] were the successful tenderers for the construction of electrical equipment and rails – their first such contract. Construction of the lines was to be by J J Briggs & Co of [[Blackburn]], [[Lancashire]].<ref name=Dover/> |
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Construction had started by March 1897, and after a Board of Trade inspection of the system between [[Buckland, Kent|Buckland]] Bridge and the [[Dover Harbour railway station|Harbour Station]] on 24 August the first driver training runs took place.<ref name=Dover/> |
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===Opening=== |
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The official opening ceremony was on the 6 September 1897, when the [[Mayor]] drove tram No.3 from the Town Hall to Buckland, then to the Harbour Station and back to the Town Hall. A single tram was in public service for the rest of the day. The next day three cars were in service, with a 15 minute gap between trams as there was a lack of trained drivers.<ref name=Dover/> |
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Completion of the [[Folkestone]] Road line did not occur until November, and a trial run by tram No.7 took place on 1 December. Following a Board of Trade inspection on 10 December, the line was opened through to [[Maxton, Kent|Maxton]] by the end of the month. Depots were provided at Buckland and Maxton. Initially, ten trams were provided, of which two were trailers. Both of these had been converted to powered trams by June 1898. The system had cost £28,000 to construct, and in its first year of operation 1,794,905 passengers were carried, giving a profit of £1,300.<ref name=Dover/> |
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===Early years=== |
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By April 1898, trams had ceased to run past Strond Street into Clarence Place as the operation of the railway between Dover Harbour station and [[Dover Marine railway station|Dover Marine station]] caused much delay to trams trying to use that section of track, although the service was later restored. Two more trams were ordered that month. The first of the new cars was delivered in June 1898, when it was announced that a total of five more trams was on order. The new trams would allow a five minute service on the Buckland route and a ten minute service on the Maxton route. Although a through service from Maxton to the harbour was asked for, it was not possible to provide this as doing so would have exceeded the capacity of the line to handle the traffic.<ref name=Dover2>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= III. The tramways from 1897 to 1904| publisher = The Light Railway Transport League| location = London}}</ref> |
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The third pair of new trams (Nos.15 & 16) was delivered in May 1899. These had been manufactured in America by the [[J. G. Brill and Company|Brill Company]]. In November, a proposal to include the Dover system in a tramway linking [[Hastings]] and [[Ramsgate]] was opposed by the council. The scheme was quickly dropped through a lack of support. In March 1900, complaints were received that trams at Maxton were not running past the depot and an instruction was issued that this practise should cease. A track cleaning tram was authorised to be purchased in May 1900.<ref name=Dover2/> |
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In November 1901, proposals were put forward to extend the system to [[River, Kent|River]] and [[Martin Mill]] via [[St. Margarets Bay, Kent|St Margarets Bay]]. Both schemes were approved, but the St Margarets Bay Light Railway was not built. A further new tram was ordered in June 1902. In May 1903, Alderman Adcock suggested that part of the revenue should be set aside to provide for major renewals of track, vehicles and equipment. This request was rejected as it was claimed that the system was in excellent repair and any future renewals would be paid for by a fresh loan. This policy was to cause the system to fall into disrepair in later years. In April 1904, the purchase of a top cover was authorised, and this was fitted to tram No.14. A poll was held in the town on the subject of Sunday services, but opinion was against their introduction at the time.<ref name=Dover2/> |
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===Expansion=== |
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In November 1904 the purchase of four additional trams was authorised, along with the provision of slipper brakes on the eighteen existing trams and new trolley standards for eight trams. On 20 December a special meeting of the council approved the extension to River. The tender of the British Electrical Equipment Company for construction of the double track line at a cost of £10,353 was accepted. Dick, Kerr & Co’s tender for four new trams at a cost of £575 each was also accepted. It was commented in the Dover Express that more covered cars should be provided but the cover fitted to No.14 was not successful as it was too heavy. It was eventually removed and converted to an office at the Maxton depot. The new trams were delivered on 19 May 1905 and the new line at Crabble Hill was under construction by June. By September the line was complete enough for a Board of Trade inspection. The official opening of the extension was on 2 October.<ref name=Dover3>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= IV. The River Extension| publisher = The Light Railway Transport League| location = London}}</ref> |
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===Consolidation=== |
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In 1909, the level crossing at the Crosswall was again the cause of a dispute. The [[South Eastern and Chatham Railway|railway company]] had renewed their track, but had not reinstated the tramway, arguing that this was not their responsibility. <ref name=Dover4/> In March 1911, Sunday services were introduced.<ref name=Dover2/> In 1912, a new siding was constructed at New Bridge to hold trams ready to take passengers after band performances on the Sea Front or at Granville Gardens. In July 1911, three new trams were purchased at a cost of £1,830. They were delivered in 1912. In June 1913, the track cleaning tram was adapted to enable it to water the streets where it ran. The track was by this time in a poor condition. A report estimated a repair cost of £3,477. A decision was made to spend £1,500 on the most urgent repairs, with the rest to be done as soon as possible.<ref name=Dover4>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= V. From the River extension to the First World War| publisher = The Light Railway Transport League| location = London}}</ref> |
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===The First World War=== |
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[[World War One|The war]] led to a shortage of both materials for renewal of the track and spares for the trams. With the start of air raids, the service was cut back so all that trams were in the depot by 10pm. The question of a through service from Maxton to the Pier was again raised in 1916, but it was decided not to introduce this. On 19 August 1917, an accident occurred when tram No.20 ran away down Crabble Hill and overturned at the bottom of the hill. Eleven passengers were killed and sixty were injured. As a consequence of the accident, the top deck was banned on Crabble Hill. In order to provide materials for the repair of the worst sections of track, {{convert|940|yd|m}} of track in Lewisham Road, River was lifted in November 1917, and that section of line reduced to a single line. Manager E C Carden was criticised at the time for the state of the system. He replied that the problems were down to shortage of spares and manpower caused by the war. Although about half the trams were unserviceable, only tram No.17 had been off the road for an excessive amount of time. Some of the trams were running on one motor. Shortly after this, Mr Carden resigned on grounds of ill-health and Mr E H Bond was appointed manager in his place. Bond had previously been with the Isle of Thanet and Colchester Tramways. <ref name=Dover5>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= VI. The tramways during the First World War| publisher = The Light Railway Transport League| location = London}}</ref> |
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In October 1918, a report by Dick, Kerr & Co was presented to the Council. It stated that the whole system was in very bad condition, with the track and overhead wiring needing replacement. Only about half of the fleet were in serviceable condition, with some of the early cars having been cannibalised in order to keep others running.<ref name=Dover5/> |
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===New Management=== |
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Mr Bond obtained authority to fit a set of [[steel]] wheels with removable tyres to one of the trams. It was found to be an improvement on the [[cast iron]] wheels in use, which easily developed flats. The horse-drawn tower wagon was worn out, and a new one was purchased at a cost of £115 from the Electrical and Engineering Co. The overhead wiring was replaced, with new trolley poles where necessary. The suspension of the trams was also modernised where necessary. <ref name=Dover6>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= VII. The new management and the post-war revival| publisher = The Light Railway Transport League| location = London}}</ref> |
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The ban on passengers using the top deck of trams on Crabble Hill was lifted in April 1919. The restoration of the double track at River was asked for, as were three new trams and provision of workshop facilities at the Buckland depot. The manager was asked to report on and extension of the system from Crabble, via [[Kearsney, Kent|Kearsney]] and London Road, thus making a loop at that part of the system. When the Council was told that it would cost £34,556 they immediately dropped the scheme. The purchase of three new trams was authorised, funded by a loan of £6,000 over fifteen years. Although negotiations were commenced in December 1920 to purchase land at Buckland for provision of workshops, agreement could not be reached and the scheme never got off the ground. All maintenance continuing to be done at the small Maxton depot. In 1921, the manager asked that the responsibility for the permanent way be transferred from the Borough Engineer’s Department to himself. There were complaints that the system of repairs and renewals employed by the Borough Engineer was causing operational problem and complaints from residents affected by noisy track. The Council decided to maintain the status quo having heard from the Borough Engineer. Much track repair and renewal was done about this time.<ref name=Dover6/> |
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===The early 1920s=== |
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In October 1921, the Manager again asked for the renewal of the double track at River, and for two new lines. The first was to be along Priory Road, which would have enabled a service between Maxton and River avoiding Worthington Street, and enabled easier transfer of trams between depots. The second was an extension to serve [[Dover Marine railway station|Dover Marine station]]. He again asked for the provision of workshop facilities at the Buckland depot.<ref name=Dover7>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= IX. Planning - and frustration| publisher = The Light Railway Transport League| location = London}}</ref> |
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In November 1921, the Borough Engineer’s report said that the extension to Dover Marine station would cost £16,000. It was suggested that [[trolleybus|”trackless trams”]] should be installed instead. In April 1922, a trolleybus was demonstrated in the town but it did not impress the Council. Track repairs and renewals were done in [[Tower Hamlets, Kent|Tower Hamlets]] and on the Folkestone Road that winter.<ref name=Dover7/> |
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In April 1923, the question of a through service between Maxton and the Pier was again raised. Provision of such a service would have meant renewal of the track and overhead at the Worthington Street junction, which was in poor condition and made even empty stock working between the two depots difficult. The proposal was again turned down. In July, the Council addressed the question of the long-term policy for transport within the Borough. Proposals were made to obtain powers to run [[bus]]es or trolleybuses but these met strong opposition amongst the townsfolk.<ref name=Dover7/> |
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An accident occurred on Crabble Hill on 21 September when a tram ran away down the hill and derailed on the points at the bottom and had a head-on collision with another tram. Despite much broken glass, there were no serious injuries. The two trams were repaired and returned to service. In June 1924, the track in the High Street was renewed at a cost of £2,450.<ref name=Dover7/> |
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===The mid-1920s=== |
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In the autumn of 1924 the Manager asked for more new trams. Most of the trams in service were in good condition, except for a few of the earliest trams which he considered were not worth spending money repairing. There were concerns that the top decks of some of the oldest trams may collapse. Discussions were held about the future of the system and it was again suggested that the Kearsney loop should be built. It was now estimated that this would cost £10,000 to construct and three new trams required at a cost of £5,250. A suggestion was put forward that the tram system should be cut back to New Bridge and that buses or trolleybuses should run through to Dover Marine station. The Council decided to authorise the renewal of all track below New Bridge and to continue the service to Crosswall. <ref name=Dover8>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= X. Make do and mend| publisher = The Light Railway Transport League| location = London}}</ref> |
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In April 1925, an inspection of the trams took place. Tram No.2, having been out of traffic for many years was ordered to be scrapped, with the body being converted to a waiting room. £100 was authorised to be spent on repairs to No.6 and No.13, and £50 on No.14. The body of No.2 was duly converted and served as a waiting room at South Road, River.<ref name=Dover8/> |
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In June 1925, proposals were again put forward for buses or trolleybuses and the track renewals were postponed. After the summer recess, it was decided to authorise a loan of £7,184 for track renewals, including the rebuilding of the Worthington Street junction. In February 1926, tram No.13 re-entered traffic, having been rebuilt at a cost of £216. Authority was given for trams No.15 and 16 to be rebuilt.<ref name=Dover8/> |
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===Secondhand stock=== |
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In the autumn of 1926, it was announced by the General Manager that although six new motors had been bought, new trams were still needed. Tram No.20 was in a dangerous condition bodywise. The Council authorised the purchase of two secondhand trams from [[Darlington]] at a cost of £500, including some spares. These trams took numbers 8 and 9 in the Dover fleet. After problems with worn drive gear were rectified, the trams became popular on the service to Maxton.<ref name=Dover9>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= XI. Secondhand rolling stock| publisher = The Light Railway Transport League| location = London}}</ref> |
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In January 1927, the surviving original cars were condemned and it was decided to purchase five trams from the recently defunct [[West Hartlepool]] system at a cost of £850 including spares. These trams took numbers 1 – 5 in the Dover Fleet. Tram No.15 re-entered traffic and No.16 was under overhaul at this time. The scrapping of original trams 3 – 7, 10 – 12 and 14 was authorised, the bodies of some being used as shelters at various municipal sports grounds.<ref name=Dover9/> |
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In July 1928, an evening postal collection was instituted on the 8.30pm tram from River. In December 1928, two secondhand trams were purchased from the Birmingham and Midland Joint Committee, with three top covers at a total cost of £450. The new trams took numbers 11 and 12 and the top covers were fitted to trams 25 – 27. Trams 22 – 24 were withdrawn from traffic so that their bodies could be rebuilt. The introduction of the new cars meant that some alterations had to be made to the overhead wiring and support poles.<ref name=Dover9/> |
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In September 1929, [[Dover Harbour Board]] announced an alteration of the docks, with the result that some track alterations were carried out in Snargate Street. In May 1930, tram No.17 was withdrawn, and one of the others was described as “almost beyond useful service”. Five second-hand trams were purchased from the Birmingham & Midland Joint Committee at a cost of £800. These trams took numbers 6 – 7, 10, 14 and 17 in the fleet.<ref name=Dover9/> |
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In the winter of 1930, track renewals at Dover Priory station were carried out at a cost of £1,502. In September 1931 the track layout in Biggin Street was improved. Further consideration of conversion of the River route to trolleybus operation in the autumn of 1931 came to nothing. Further track renewal at Dover Priory station was done in January 1933. In September 1933, tram No.22 was scrapped as the bodywork was in poor condition. It was considered that two other trams were nearing the end of their useful lives. Two second-hand trams and two tram bodies were purchased from Birmingham Corporation at a cost of £310. The bodies were mounted on the trucks of two scrapped trams, and the four new trams too numbers 19 – 22 in the fleet.<ref name=Dover9/> |
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==Abandonment== |
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In April 1934, discussion of the transport policy in Dover resulted in the decision by the Tramways Committee to run tram services until 31 March 1936 and to promote a bill for the introduction of Corporation bus services within the borough. The East Kent Road Car Company Ltd. had offered to assist with the provision of bus services in the borough. The Council referred the decision cack to the Committee asking for details of East Kent’s terms. In October 1934, the Council asked for expert opinion from the General Manager of Birmingham Corporation’s Transport Department. Three options were to be considered; reconditioning the tramways, the offer from East Kent, and provision of bus services by the Corporation. The result was that East Kent was to provide buses within the borough, with the Corporation receiving 75% of the profits after certain allowable expenses were deducted. The Corporation was free of any liability in the event of a loss being incurred by East Kent. The final trams ran on 31 December 1936, nine months later than was originally planned. The open-top trams were scrapped at River by burning them. The covered trams were disposed of by contract. It is thought that they too were scrapped in this way. <ref name=Dover10>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= XII. The Abandonment| publisher = The Light Railway Transport League| location = London}}</ref> |
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==Accidents== |
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On 19 August 1917, tram No.20 ran away down Crabble Hill and overturned, killing eleven passengers and injuring sixty. A Board of Trade enquiry was held on the 24 August 1917 by Colonel Pringle, R.E. The main causes of the accident were driver error due to inexperience, overloading of the tram and worn brakes. The driver had mishandled the controls with the result that he had driven it at full speed down the hill. He also omitted to make a compulsory stop at the top of the hill as required. The Coroner recorded a verdict of misadventure on all the deceased. It was discovered that the Corporation was under insured, and some of the compensation payable to the victims of the accident had to come out of the general rates. Despite severe damage to the tram, it was eventually repaired and returned to service.<ref name=Dover5/> |
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On 21 September 1923, tram No.23 ran away down Crabble Hill and derailed at the bottom, colliding head-on with tram No.24. Although both cars had many windows broken there were no serious injuries. The causes of the accident were a defective handbrake on tram, low adhesion of the track due to wet leaves, and the driver’s mishandling of the controls of the tram, which he was driving from the rear when the accident happened.<ref name=Dover7/> |
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==Depots== |
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===Buckland=== |
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Buckland Depot had four tracks, each capable of holding five trams. The two centre tracks had inspection pits, but the depot was not suitable for maintenance and repairs, this work having to be done at the Maxton Depot.<ref name=Dover/> Although consideration was given to providing maintenance facilities at Buckland in 1919, the council was unable to negotiate the purchase of the necessary land to expand the depot.<ref name=Dover6/> |
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===Maxton=== |
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Maxton Depot had two tracks, each capable of holding three trams. The left hand track had an inspection pit. All maintenance and repairs were done at this depot.<ref name=Dover/> |
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==Tramcars== |
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===New cars=== |
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{| class="wikitable" |
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|- |
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! Number |
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! Supplier |
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! Body |
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! Trucks |
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! Built |
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! Notes |
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|- |
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| '''1''' |
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| Dick, Kerr |
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| Brush Electrical Engineering Co. Ltd |
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| Peckham |
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| 1897 |
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| Cannibalised by 1918. <ref name=Dover11>{{cite book | first =J V | last = Horn| year = 1955| title = The Story of the Dover Corporation Tramways, 1897-1936 | Chapter= Appendix I| publisher = The Light Railway Transport League| location = London}}</ref> |
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|- |
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| '''2''' |
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| Dick, Kerr |
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| Brush |
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| Peckham |
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| 1897 |
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| Scrapped 1925, body converted to waiting room at South Road, River.<ref name=Dover11/> |
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|- |
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| '''3''' |
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| Dick, Kerr |
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| Brush |
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| Peckham |
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| 1897 |
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| Performed opening ceremony.<ref name=Dover/> Scrapped 1927.<ref name=Dover11/> |
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|- |
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| '''4''' |
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| Dick, Kerr |
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| Brush |
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| Peckham |
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| 1897 |
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| Scrapped 1927.<ref name=Dover11/> |
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|- |
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| '''5''' |
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| Dick, Kerr |
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| Brush |
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| Peckham |
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| 1897 |
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| Scrapped 1927.<ref name=Dover11/> |
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|- |
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| '''6''' |
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| Dick, Kerr |
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| Brush |
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| Peckham |
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| 1897 |
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| Scrapped 1927.<ref name=Dover11/> |
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|- |
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| '''7''' |
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| Dick, Kerr |
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| Brush |
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| Peckham |
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| 1897 |
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| Scrapped 1927.<ref name=Dover11/> |
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|- |
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| '''8''' |
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| Dick, Kerr |
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| Brush |
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| Peckham |
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| 1897 |
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| Body used as waiting room at Buckland.<ref name=Dover11/> |
|||
|- |
|||
| '''9''' |
|||
| Dick, Kerr |
|||
| Brush |
|||
| Peckham |
|||
| 1897 |
|||
| Body used as waiting room at Maxton.<ref name=Dover11/> |
|||
|- |
|||
| '''10''' |
|||
| Dick, Kerr |
|||
| Brush |
|||
| Peckham |
|||
| 1897 |
|||
| Scrapped 1927.<ref name=Dover11/> |
|||
|- |
|||
| '''11''' |
|||
| Milnes |
|||
| |
|||
| Peckham |
|||
| 1898 |
|||
| Scrapped 1927.<ref name=Dover11/> |
|||
|- |
|||
| '''12''' |
|||
| Milnes |
|||
| |
|||
| Peckham |
|||
| 1898 |
|||
| Scrapped 1927.<ref name=Dover11/> |
|||
|- |
|||
| '''13''' |
|||
| Milnes |
|||
| |
|||
| Peckham |
|||
| 1898 |
|||
| Rebuilt 1926, withdrawn 1930.<ref name=Dover11/> |
|||
|- |
|||
| '''14''' |
|||
| Milnes |
|||
| |
|||
| Peckham |
|||
| 1898 |
|||
| Scrapped 1927.<ref name=Dover11/> |
|||
|- |
|||
| '''15''' |
|||
| Brill |
|||
| |
|||
| Brill |
|||
| 1899 |
|||
| Reconditioned 1927, withdrawn 1930.<ref name=Dover11/> |
|||
|- |
|||
| '''16''' |
|||
| Brill |
|||
| |
|||
| Brill |
|||
| 1899 |
|||
| Reconditioned 1927, withdrawn 1930.<ref name=Dover11/> |
|||
|- |
|||
| '''17''' |
|||
| Dick, Kerr |
|||
| |
|||
| Brill |
|||
| 1902 |
|||
| Built with reversed stairs. Rebuilt 1918, withdrawn 1923, body sold 1930.<ref name=Dover11/> |
|||
|- |
|||
| '''18''' |
|||
| Dick, Kerr |
|||
| |
|||
| Brill |
|||
| 1905 |
|||
| Withdrawn 1923 |
|||
|- |
|||
| '''19''' |
|||
| Dick, Kerr |
|||
| |
|||
| Brill |
|||
| 1905 |
|||
| Scrapped 1933, truck retained and reused.<ref name=Dover11/> |
|||
|- |
|||
| '''20''' |
|||
| Dick, Kerr |
|||
| |
|||
| Brill |
|||
| 1905 |
|||
| Severely damaged in accident 1917 but later rebuilt. Scrapped 1926.<ref name=Dover11/> |
|||
|- |
|||
| '''21''' |
|||
| Dick, Kerr |
|||
| |
|||
| Brill |
|||
| 1905 |
|||
| Scrapped 1933, truck retained and reused.<ref name=Dover11/> |
|||
|- |
|||
| '''22''' |
|||
| Brush |
|||
| |
|||
| Brill |
|||
| 1912 |
|||
| Scrapped 1933 |
|||
|- |
|||
| '''23''' |
|||
| Brush |
|||
| |
|||
| Brill |
|||
| 1912 |
|||
| Accident September 1923, repaired and returned to service.<ref name=Dover8/> |
|||
|- |
|||
| '''24''' |
|||
| Brush |
|||
| |
|||
| Brill |
|||
| 1912 |
|||
| Accident September 1923, repaired and returned to service .<ref name=Dover8/> |
|||
|- |
|||
| '''25''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| 1920 |
|||
| Fitted with top cover in 1929.<ref name=Dover11/> |
|||
|- |
|||
| '''26''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| 1920 |
|||
| Fitted with top cover in 1929.<ref name=Dover11/> |
|||
|- |
|||
| '''27''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| 1920 |
|||
| Fitted with top cover in 1929.<ref name=Dover11/> |
|||
|} |
|||
===Second-hand cars== |
|||
{| class="wikitable" |
|||
|- |
|||
! Number |
|||
! Supplier |
|||
! Body |
|||
! Trucks |
|||
! Built |
|||
! Notes |
|||
|- |
|||
| '''1''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| |
|||
| Ex West Hartlepool, acquired 1927.<ref name=Dover11/> |
|||
|- |
|||
| '''2''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| |
|||
| Ex West Hartlepool, acquired 1927.<ref name=Dover11/> |
|||
|- |
|||
| '''3''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| |
|||
| Ex West Hartlepool, acquired 1927.<ref name=Dover11/> |
|||
|- |
|||
| '''4''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| |
|||
| Ex West Hartlepool, acquired 1927.<ref name=Dover11/> |
|||
|- |
|||
| '''5''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| |
|||
| Ex West Hartlepool, acquired 1927.<ref name=Dover11/> |
|||
|- |
|||
| '''6''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland Joint Committee, Tividale. Acquired 1930.<ref name=Dover11/> |
|||
|- |
|||
| '''7''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland, acquired 1930.<ref name=Dover11/> |
|||
|- |
|||
| '''8''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| |
|||
| Ex Darlington, acquired 1926.<ref name=Dover11/> |
|||
|- |
|||
| '''9''' |
|||
| English Electric |
|||
| |
|||
| Preston |
|||
| |
|||
| Ex Darlington, acquired 1926.<ref name=Dover11/> |
|||
|- |
|||
| '''10''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland, acquired 1930.<ref name=Dover11/> Was the “last tram” .<ref name=Dover10/> |
|||
|- |
|||
| '''11''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland, acquired 1928.<ref name=Dover11/> |
|||
|- |
|||
| '''12''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland, acquired 1928.<ref name=Dover11/> |
|||
|- |
|||
| '''14''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland, acquired 1930.<ref name=Dover11/> |
|||
|- |
|||
| '''17''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland, acquired 1930.<ref name=Dover11/> |
|||
|- |
|||
| '''19''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland, acquired 1933.<ref name=Dover11/> |
|||
|- |
|||
| '''20''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland, acquired 1933.<ref name=Dover11/> |
|||
|- |
|||
| '''21''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Ex Birmingham & Midland, acquired 1933.<ref name=Dover11/> |
|||
|- |
|||
| '''22''' |
|||
| |
|||
| |
|||
| |
|||
| |
|||
| Converted to open top tram. Ex Birmingham & Midland, acquired 1933.<ref name=Dover11/> |
|||
|} |
|||
==External links== |
|||
*[http://www.dover-kent.co.uk/transport/trams_idx.htm Dover Corporation Tramways] book extracts. |
|||
=New Giant Hovercraft= |
|||
{|{{Infobox Ship Begin}} |
|||
{{Infobox Ship Image |
|||
|Ship image= |
|||
|Ship caption= |
|||
}} |
|||
{{Infobox Ship Career |
|||
|Hide header= |
|||
|Ship country= United Kingdom |
|||
|Ship flag= [[image:Flag_of_the_United_Kingdom.svg|60px]] |
|||
|Ship name= New Giant Hovercraft |
|||
|Ship owner= |
|||
|Ship operator= |
|||
|Ship ordered= |
|||
|Ship builder= Atlas Hovercraft Inc. |
|||
|Ship yard number= |
|||
|Ship laid down= |
|||
|Ship launched= |
|||
|Ship completed= |
|||
|Ship christened= |
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|Ship renamed= |
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|Ship acquired= |
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|Ship in service= |
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|Ship out of service= |
|||
|Ship homeport= |
|||
|Ship fate= |
|||
|Ship status= Concept design |
|||
|Ship notes= |
|||
}} |
|||
{{Infobox Ship Characteristics |
|||
|Hide header= |
|||
|Header caption= |
|||
|Ship class= Hovercraft |
|||
|Ship tonnage= |
|||
|Ship displacement= |
|||
|Ship length= {{convert|65|m|ftin}} |
|||
|Ship beam= {{convert|35|m|ftin}} |
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|Ship height= |
|||
|Ship draught= {{convert|203|mm|in}} |
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|Ship draft= |
|||
|Ship depth= |
|||
|Ship ice class= |
|||
|Ship sail plan= |
|||
|Ship power= |
|||
|Ship propulsion= |
|||
|Ship speed= |
|||
|Ship capacity= 2,000 passengers / 120 cars and 1,000 passengers / 12 HGVs |
|||
|Ship crew= |
|||
|Ship notes= |
|||
}} |
|||
|}The '''New Giant Hovercraft''' (NGH) is a planned future [[hovercraft]]. The proposed builders are Atlas Hovercraft Inc., of [[Green Cove Springs]], [[Florida]]. |
|||
==Concept== |
|||
The NGH is designed to carry either 2,000 passengers or 120 cars and 1,000 passengers in a two deck layout; or 12 HGVs in a single deck layout, thus giving a 500 tonne payload for the single deck version. The unit cost for eight to twelve hovercraft is estimated at US$40m-$50m each.<ref name=Ferry>{{cite web | url = http://www.directferries.co.uk/news/2005october.htm| publisher = Direct Ferries| title = Investors raise Cross Channel hovercraft hopes| accessdate = 2008-03-14}} |
|||
</ref><ref name=Pix>{{cite web | url = http://www.usamarineservice.com/HOASitePhotos/index.html| publisher = Hovercraft Consulting| title = Hovercraft Consulting Photos| accessdate = 2008-03-14}} - scroll down to bottom for artists impressions</ref> |
|||
==Proposed Builders== |
|||
The proposed builders are Atlas Hovercraft Inc., who currently build the AH-100 and AH-26 hovercraft. Atlas have been involved in the NGH concept and are prepared to build it if a customer should place an order. |
|||
==References== |
|||
==External links== |
|||
[http://www.atlashovercraft.com/ Atlas Hovercraft] |
|||
[[:Category:Hovercraft]] |
|||
==References== |
|||
{{reflist}} |
|||
=Infobox Windmill= |
|||
The windmill infobox is intended for use on traditional windmills, not modern wind turbines. It will need to include the following information:- |
|||
*mill name= (use where a mill has a name, Black Mill, Smith's Mill etc, may be more than one name or left blank) |
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*mill location= (use in all cases} |
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*built= (use for year of building, may be a year, decade or early/mid/late century) |
|||
*purpose= (use for function of mill) |
|||
*type= (may be Composite, Hollow Post, Horizontal, Open Trestle Post, Paltok, Post with Roundhouse, Smock, Tower, or Trestle) |
|||
*storeys= (use for Tower mills, do not count cap; for Smock mills count the smock only; for Post mills count floors in body only) |
|||
*base storeys= (use for Smock mills only, may be 0 if mill on on a very low base) |
|||
*roundhouse storeys = (may be 1, 2 or 3) |
|||
*smock sides= (may be 4, 6, 8, 10 or 12, used for Smock and Trestle mills) |
|||
*sail number= (may be 4, 5, 6, 8 or 12, (except in Horizontal mills)) |
|||
*sail type= (may be Common, Patent, Roller Reefing, Spring, or Spring Patent, not used for Horizontal mills, may be a combination) |
|||
*windshaft= (may be wood, wood with cast iron poll end, or cast iron) |
|||
*winding= (may be hand, fantail, tailpole, or winch} |
|||
*blades= (may be 5, 6, 7 or 8 - only used if winding=fantail) |
|||
*power= (may be used for auxiliary power - electric motor, gas engine, oil engine, steam engine - may be more than one in succession, use dates if known and line break for each) |
|||
*stones= (use for number of pairs of millstones, may be 1, 2, 3, 4 or 5, may be edge stones) |
|||
*stone size= (use for size of millstones if known) |
|||
*stone drive= (may be underdrift or overdrift) |
|||
*saw type= (use for sawmills, may be circular or reciprocating) |
|||
*pump type= (use for drainage mills, may be Appold, Archimedes Screw, plunger, scoopwheel, three-throw) |
|||
*scoopwheel dia= (use for diameter of scoopwheel if known) |
|||
*lost= (use for date of mill's demolition or destruction) |
|||
*notes= (use for any other information, such as building of replica mills on existing bases etc., details of mill removals - original location, date of removal etc) |
|||
=Templates= |
|||
;full templates |
|||
*<nowiki>{{cite book | first = | last = | authorlink = | coauthors = | year = | month = | title = | chapter = | editor = | others = | edition = | pages = | publisher = | location = | id = ISBN | url = }}</nowiki> |
|||
*<nowiki>{{cite web | url = | first = | last = | origyear = | origmonth = | publisher = | work = | title = | accessdate = 2008-04-01}}</nowiki> |
|||
;most often used bits |
|||
*<nowiki>{{cite book | first = | last = | year = | month = | title = | pages = | publisher = | location = | id = ISBN }}</nowiki> |
|||
*<nowiki>{{cite web | url = | publisher = | title = | accessdate = 2008-05-01}}</nowiki> |
|||
Note: Date is yyyy--mm--dd. |
|||
=Railway template= |
|||
{| {{Railway line header}} |
|||
{{BS-header|Railway Line test}} |
|||
{{BS-table}} |
|||
{{BS5||||KBFa|||}} |
|||
{{BS5||||ABZrg|||}} |
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{{BS5||||ABZrf|||}} |
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{{BS5||||ABZlg|||}} |
|||
{{BS5||||ABZlf|||}} |
|||
{{BS5||||KBFe|||}} |
|||
|} |
|||
|} |
|||
==River diagram== |
|||
{| {{Railway line header}} |
|||
{{UKrail-header2|River Bourne mills|#0099FF}} |
|||
{{BS-table-canal}} |
|||
|colspan="3"| |
|||
{{BS4|||uHSTa||||''River Bourne''}} |
|||
{{BS4|||uWMILL R||||Old Mill}} |
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{{BS4|||uSTRd|uHSTa|||}} |
|||
{{BS4|||uSTRd|uWMILL L|||Crouch Mill}} |
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{{BS4|||uABZrg|uSTRrf||||}} |
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{{BS4|||uWMILL R||||Basted Mill}} |
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{{BS4|||uWMILL R||||Lower Basted Mill}} |
|||
{{BS4|||uWMILL R||||Winfield Mill}} |
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{{BS4|||uWMILL R||||Longmill}} |
|||
{{BS4|||uWMILL R||||Roughway Paper Mill}} |
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{{BS4|||uWMILL R||||Hamptons Mill}} |
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{{BS4|uHSTa||uSTRd||||}} |
|||
{{BS4|uWMILL L||uSTRd|||Uridge's Mill}} |
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{{BS4|uSTRd|uHSTa|uSTRd|||}} |
|||
{{BS4|uSTRd|uWMILL L|uSTRd|||Fairlawne Sawmill}} |
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{{BS4|uABZrg|uSTRrf|uSTRd||||}} |
|||
{{BS4|uWMILL L||uSTRd||||Claygate Pump}} |
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{{BS4|uSTRlf|uSTRr|uABZlg||||}} |
|||
{{BS4|||uWMILL R||||Oxonhoath Mill}} |
|||
{{BS4|||uWMILL R||||Bourne Mill}} |
|||
{{BS4|||uWMILL R||||Goldhill Mill}} |
|||
{{BS4|||uWMILL R||||Pierce Mill}} |
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{{BS4|||uWMILL R||||Little Mill}} |
|||
{{BS4|||uSTRd||||}} |
|||
{{BS4||uSTRr|uABZ3lf|uSTRr|||River Medway}} |
|||
|} |
|||
|} |
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Revision as of 16:03, 13 October 2008
Template:NobotI've decided to create a sandbox to work on new articles in peace (hopefully!), rather than having to use the "in use" and "under construction" templates on articles I'm workng on. Please leave any comments about the content of this sandbox on my talk page.
New Windmill Article
PREVIEW BEFORE POSTING
Friston Windmill (TM 412 602 52°11′13″N 1°31′44″E / 52.187°N 1.529°E) is a Grade II* listed[1] post mill at Friston, Suffolk, England which has been conserved.
History
Friston Windmill was moved from Woodbridge by Collins, the Melton millwright in 1812 and erected on land purchased by William and Mary Scarlett. They sold the mill to Joseph Collings in 1812. The mill was worked by several different millers until 1837 when it was purchased by Joshua Reynolds from Knodishall. The mill passed to Caleb Reynolds Wright in 1883[2] and to his son Caleb Reynolds Wright Jr.[3] in 1924. A pair of sails was removed in 1943 and not replaced due to the shortage of timber. The mill worked on two sails until 1956 and then by a diesel engine until 1964. [2]
In 1965, permission was granted for the demolition of the mill but this was not carried out.[2] Due to changes in planning law, permission had to be sought again in 1968. Villagers were divided as to whether the mill should be kept or demolished an there was much debate in the local newspapers. A millwright was asked to inspect the mill and the decision was deferred for a month. The millwrights’ report showed that the mill was structurally sound and it was agreed in principle that the mill should be moved to the East Anglian Rural Life Museum at Stowmarket, where plans for the museum included a windmill.[3] Meanwhile, money was raised locally and repairs started on the mill in 1971. Permission for demolition was rescinded and on the death of the last miller in 1972 a new owner bought the mill with the intention of preserving it.[2] In 1977, the body of the mill was restored by Messrs Jameson Marshall, millwrights.[3]
In 2003, English Heritage gave a grant covering 20% of the cost of repairs which then needed doing to the mill.[4] In 2004, it was announced that a steel framework was to be erected around the mill in order to allow work on the trestle and body of the mill.[5]
Description
Friston Windmill is a tall post mill with a roundhouse. It had four Patent sails and was winded by a fantail carried on the rear steps in the Suffolk style. The mill is 50 feet (15.24 m) high, making it the tallest surviving post mill in the United Kingdom.[2] The mill has been preserved but the three pairs of millstones have been removed. [6] The mill had two pairs of millstones in the breast and one pair in the tail. [3]
Millers
- William and Mary Scarlett 1812
- Joseph Collings 1812 –
- Robert Reynolds 1850s
- John Reynolds 1850s
- Joshua Reynolds 1850s – 1883
- Caleb Reynolds Wright 1883 – 1924
- Caleb Reynolds Wright Jr. 1924 – 1964
External links
- Windmill World webpage on Friston mill.
References
New list
A list of windmills in the German province of Mecklenburg-Vorpommern.
New Ship article
_1.JPG)
| |
| History | |
|---|---|
 | |
| Name | Celtic |
| Builder | Papendrecht, Netherlands |
| Launched | 1903 |
| Homeport | London |
| Identification | Official number 118314 |
| Status | Under restoration |
| General characteristics | |
| Class and type | Steam ship |
| Tonnage | 120 Tons |
| Length | 90 feet (27.43 m) |
| Beam | 23 feet 2 inches (7.06 m) |
| Draught | 9 feet (2.74 m) |
Celtic is a sailing barge which was built in Papendrecht, Netherlands in 1903 for E & W Goldsmith Ltd. She is currently under restoration at Sittingbourne, Kent.
History
Celtic was used to trade around the coast of Kent and Essex, and the Thames Estuary. She was mostly involved in the brickmaking and papermaking trades. In 1941 she was requisitioned for war service and used as a barrage balloon base at Portsmouth, later serving as the headquarters for Operation Frankton. She saw further service in Scotland after this. Postwar saw her in service along the south coast of the United Kingdon, finally ending her days working in the ballast trade.[7]
References
reflist
New Article
Dover Corporation Tramways was the operator of the second tramway system built in the United Kingdom. It was in operation from 1897 to 1936. The worst ever tram accident in the United Kingdom occurred on the system in 1917.
History
Construction
On 9 November 1895, a special meeting of Dover Town Council was held. The subject of the meeting was whether or not to apply to the Board of Trade for authorisation to construct tramways in the Borough of Dover. Nineteen of the twenty-one members of the council voted in favour of the motion. Permission was duly granted under the Tramways Orders Confirmation (No.1) Act, 1896 for a total of 3 miles 6 chains (4.9 km) of line to be built. The lines were to be of 42 gauge and no vehicle was to exceed 6 feet (1.83 m) in width. [8]
In July 1896, the Town Clerk and Borough Surveyor were instructed to prepare a report into various methods of tramway traction, and the Surveyor was also instructed to prepare plans and specifications for the first lines that were to be built. Gas-powered trams were considered, but it was decided that electric traction would be adopted. Dick, Kerr & Co., Ltd were the successful tenderers for the construction of electrical equipment and rails – their first such contract. Construction of the lines was to be by J J Briggs & Co of Blackburn, Lancashire.[8]
Construction had started by March 1897, and after a Board of Trade inspection of the system between Buckland Bridge and the Harbour Station on 24 August the first driver training runs took place.[8]
Opening
The official opening ceremony was on the 6 September 1897, when the Mayor drove tram No.3 from the Town Hall to Buckland, then to the Harbour Station and back to the Town Hall. A single tram was in public service for the rest of the day. The next day three cars were in service, with a 15 minute gap between trams as there was a lack of trained drivers.[8]
Completion of the Folkestone Road line did not occur until November, and a trial run by tram No.7 took place on 1 December. Following a Board of Trade inspection on 10 December, the line was opened through to Maxton by the end of the month. Depots were provided at Buckland and Maxton. Initially, ten trams were provided, of which two were trailers. Both of these had been converted to powered trams by June 1898. The system had cost £28,000 to construct, and in its first year of operation 1,794,905 passengers were carried, giving a profit of £1,300.[8]
Early years
By April 1898, trams had ceased to run past Strond Street into Clarence Place as the operation of the railway between Dover Harbour station and Dover Marine station caused much delay to trams trying to use that section of track, although the service was later restored. Two more trams were ordered that month. The first of the new cars was delivered in June 1898, when it was announced that a total of five more trams was on order. The new trams would allow a five minute service on the Buckland route and a ten minute service on the Maxton route. Although a through service from Maxton to the harbour was asked for, it was not possible to provide this as doing so would have exceeded the capacity of the line to handle the traffic.[9]
The third pair of new trams (Nos.15 & 16) was delivered in May 1899. These had been manufactured in America by the Brill Company. In November, a proposal to include the Dover system in a tramway linking Hastings and Ramsgate was opposed by the council. The scheme was quickly dropped through a lack of support. In March 1900, complaints were received that trams at Maxton were not running past the depot and an instruction was issued that this practise should cease. A track cleaning tram was authorised to be purchased in May 1900.[9]
In November 1901, proposals were put forward to extend the system to River and Martin Mill via St Margarets Bay. Both schemes were approved, but the St Margarets Bay Light Railway was not built. A further new tram was ordered in June 1902. In May 1903, Alderman Adcock suggested that part of the revenue should be set aside to provide for major renewals of track, vehicles and equipment. This request was rejected as it was claimed that the system was in excellent repair and any future renewals would be paid for by a fresh loan. This policy was to cause the system to fall into disrepair in later years. In April 1904, the purchase of a top cover was authorised, and this was fitted to tram No.14. A poll was held in the town on the subject of Sunday services, but opinion was against their introduction at the time.[9]
Expansion
In November 1904 the purchase of four additional trams was authorised, along with the provision of slipper brakes on the eighteen existing trams and new trolley standards for eight trams. On 20 December a special meeting of the council approved the extension to River. The tender of the British Electrical Equipment Company for construction of the double track line at a cost of £10,353 was accepted. Dick, Kerr & Co’s tender for four new trams at a cost of £575 each was also accepted. It was commented in the Dover Express that more covered cars should be provided but the cover fitted to No.14 was not successful as it was too heavy. It was eventually removed and converted to an office at the Maxton depot. The new trams were delivered on 19 May 1905 and the new line at Crabble Hill was under construction by June. By September the line was complete enough for a Board of Trade inspection. The official opening of the extension was on 2 October.[10]
Consolidation
In 1909, the level crossing at the Crosswall was again the cause of a dispute. The railway company had renewed their track, but had not reinstated the tramway, arguing that this was not their responsibility. [11] In March 1911, Sunday services were introduced.[9] In 1912, a new siding was constructed at New Bridge to hold trams ready to take passengers after band performances on the Sea Front or at Granville Gardens. In July 1911, three new trams were purchased at a cost of £1,830. They were delivered in 1912. In June 1913, the track cleaning tram was adapted to enable it to water the streets where it ran. The track was by this time in a poor condition. A report estimated a repair cost of £3,477. A decision was made to spend £1,500 on the most urgent repairs, with the rest to be done as soon as possible.[11]
The First World War
The war led to a shortage of both materials for renewal of the track and spares for the trams. With the start of air raids, the service was cut back so all that trams were in the depot by 10pm. The question of a through service from Maxton to the Pier was again raised in 1916, but it was decided not to introduce this. On 19 August 1917, an accident occurred when tram No.20 ran away down Crabble Hill and overturned at the bottom of the hill. Eleven passengers were killed and sixty were injured. As a consequence of the accident, the top deck was banned on Crabble Hill. In order to provide materials for the repair of the worst sections of track, 940 yards (860 m) of track in Lewisham Road, River was lifted in November 1917, and that section of line reduced to a single line. Manager E C Carden was criticised at the time for the state of the system. He replied that the problems were down to shortage of spares and manpower caused by the war. Although about half the trams were unserviceable, only tram No.17 had been off the road for an excessive amount of time. Some of the trams were running on one motor. Shortly after this, Mr Carden resigned on grounds of ill-health and Mr E H Bond was appointed manager in his place. Bond had previously been with the Isle of Thanet and Colchester Tramways. [12]
In October 1918, a report by Dick, Kerr & Co was presented to the Council. It stated that the whole system was in very bad condition, with the track and overhead wiring needing replacement. Only about half of the fleet were in serviceable condition, with some of the early cars having been cannibalised in order to keep others running.[12]
New Management
Mr Bond obtained authority to fit a set of steel wheels with removable tyres to one of the trams. It was found to be an improvement on the cast iron wheels in use, which easily developed flats. The horse-drawn tower wagon was worn out, and a new one was purchased at a cost of £115 from the Electrical and Engineering Co. The overhead wiring was replaced, with new trolley poles where necessary. The suspension of the trams was also modernised where necessary. [13]
The ban on passengers using the top deck of trams on Crabble Hill was lifted in April 1919. The restoration of the double track at River was asked for, as were three new trams and provision of workshop facilities at the Buckland depot. The manager was asked to report on and extension of the system from Crabble, via Kearsney and London Road, thus making a loop at that part of the system. When the Council was told that it would cost £34,556 they immediately dropped the scheme. The purchase of three new trams was authorised, funded by a loan of £6,000 over fifteen years. Although negotiations were commenced in December 1920 to purchase land at Buckland for provision of workshops, agreement could not be reached and the scheme never got off the ground. All maintenance continuing to be done at the small Maxton depot. In 1921, the manager asked that the responsibility for the permanent way be transferred from the Borough Engineer’s Department to himself. There were complaints that the system of repairs and renewals employed by the Borough Engineer was causing operational problem and complaints from residents affected by noisy track. The Council decided to maintain the status quo having heard from the Borough Engineer. Much track repair and renewal was done about this time.[13]
The early 1920s
In October 1921, the Manager again asked for the renewal of the double track at River, and for two new lines. The first was to be along Priory Road, which would have enabled a service between Maxton and River avoiding Worthington Street, and enabled easier transfer of trams between depots. The second was an extension to serve Dover Marine station. He again asked for the provision of workshop facilities at the Buckland depot.[14]
In November 1921, the Borough Engineer’s report said that the extension to Dover Marine station would cost £16,000. It was suggested that ”trackless trams” should be installed instead. In April 1922, a trolleybus was demonstrated in the town but it did not impress the Council. Track repairs and renewals were done in Tower Hamlets and on the Folkestone Road that winter.[14]
In April 1923, the question of a through service between Maxton and the Pier was again raised. Provision of such a service would have meant renewal of the track and overhead at the Worthington Street junction, which was in poor condition and made even empty stock working between the two depots difficult. The proposal was again turned down. In July, the Council addressed the question of the long-term policy for transport within the Borough. Proposals were made to obtain powers to run buses or trolleybuses but these met strong opposition amongst the townsfolk.[14]
An accident occurred on Crabble Hill on 21 September when a tram ran away down the hill and derailed on the points at the bottom and had a head-on collision with another tram. Despite much broken glass, there were no serious injuries. The two trams were repaired and returned to service. In June 1924, the track in the High Street was renewed at a cost of £2,450.[14]
The mid-1920s
In the autumn of 1924 the Manager asked for more new trams. Most of the trams in service were in good condition, except for a few of the earliest trams which he considered were not worth spending money repairing. There were concerns that the top decks of some of the oldest trams may collapse. Discussions were held about the future of the system and it was again suggested that the Kearsney loop should be built. It was now estimated that this would cost £10,000 to construct and three new trams required at a cost of £5,250. A suggestion was put forward that the tram system should be cut back to New Bridge and that buses or trolleybuses should run through to Dover Marine station. The Council decided to authorise the renewal of all track below New Bridge and to continue the service to Crosswall. [15]
In April 1925, an inspection of the trams took place. Tram No.2, having been out of traffic for many years was ordered to be scrapped, with the body being converted to a waiting room. £100 was authorised to be spent on repairs to No.6 and No.13, and £50 on No.14. The body of No.2 was duly converted and served as a waiting room at South Road, River.[15]
In June 1925, proposals were again put forward for buses or trolleybuses and the track renewals were postponed. After the summer recess, it was decided to authorise a loan of £7,184 for track renewals, including the rebuilding of the Worthington Street junction. In February 1926, tram No.13 re-entered traffic, having been rebuilt at a cost of £216. Authority was given for trams No.15 and 16 to be rebuilt.[15]
Secondhand stock
In the autumn of 1926, it was announced by the General Manager that although six new motors had been bought, new trams were still needed. Tram No.20 was in a dangerous condition bodywise. The Council authorised the purchase of two secondhand trams from Darlington at a cost of £500, including some spares. These trams took numbers 8 and 9 in the Dover fleet. After problems with worn drive gear were rectified, the trams became popular on the service to Maxton.[16]
In January 1927, the surviving original cars were condemned and it was decided to purchase five trams from the recently defunct West Hartlepool system at a cost of £850 including spares. These trams took numbers 1 – 5 in the Dover Fleet. Tram No.15 re-entered traffic and No.16 was under overhaul at this time. The scrapping of original trams 3 – 7, 10 – 12 and 14 was authorised, the bodies of some being used as shelters at various municipal sports grounds.[16]
In July 1928, an evening postal collection was instituted on the 8.30pm tram from River. In December 1928, two secondhand trams were purchased from the Birmingham and Midland Joint Committee, with three top covers at a total cost of £450. The new trams took numbers 11 and 12 and the top covers were fitted to trams 25 – 27. Trams 22 – 24 were withdrawn from traffic so that their bodies could be rebuilt. The introduction of the new cars meant that some alterations had to be made to the overhead wiring and support poles.[16]
In September 1929, Dover Harbour Board announced an alteration of the docks, with the result that some track alterations were carried out in Snargate Street. In May 1930, tram No.17 was withdrawn, and one of the others was described as “almost beyond useful service”. Five second-hand trams were purchased from the Birmingham & Midland Joint Committee at a cost of £800. These trams took numbers 6 – 7, 10, 14 and 17 in the fleet.[16]
In the winter of 1930, track renewals at Dover Priory station were carried out at a cost of £1,502. In September 1931 the track layout in Biggin Street was improved. Further consideration of conversion of the River route to trolleybus operation in the autumn of 1931 came to nothing. Further track renewal at Dover Priory station was done in January 1933. In September 1933, tram No.22 was scrapped as the bodywork was in poor condition. It was considered that two other trams were nearing the end of their useful lives. Two second-hand trams and two tram bodies were purchased from Birmingham Corporation at a cost of £310. The bodies were mounted on the trucks of two scrapped trams, and the four new trams too numbers 19 – 22 in the fleet.[16]
Abandonment
In April 1934, discussion of the transport policy in Dover resulted in the decision by the Tramways Committee to run tram services until 31 March 1936 and to promote a bill for the introduction of Corporation bus services within the borough. The East Kent Road Car Company Ltd. had offered to assist with the provision of bus services in the borough. The Council referred the decision cack to the Committee asking for details of East Kent’s terms. In October 1934, the Council asked for expert opinion from the General Manager of Birmingham Corporation’s Transport Department. Three options were to be considered; reconditioning the tramways, the offer from East Kent, and provision of bus services by the Corporation. The result was that East Kent was to provide buses within the borough, with the Corporation receiving 75% of the profits after certain allowable expenses were deducted. The Corporation was free of any liability in the event of a loss being incurred by East Kent. The final trams ran on 31 December 1936, nine months later than was originally planned. The open-top trams were scrapped at River by burning them. The covered trams were disposed of by contract. It is thought that they too were scrapped in this way. [17]
Accidents
On 19 August 1917, tram No.20 ran away down Crabble Hill and overturned, killing eleven passengers and injuring sixty. A Board of Trade enquiry was held on the 24 August 1917 by Colonel Pringle, R.E. The main causes of the accident were driver error due to inexperience, overloading of the tram and worn brakes. The driver had mishandled the controls with the result that he had driven it at full speed down the hill. He also omitted to make a compulsory stop at the top of the hill as required. The Coroner recorded a verdict of misadventure on all the deceased. It was discovered that the Corporation was under insured, and some of the compensation payable to the victims of the accident had to come out of the general rates. Despite severe damage to the tram, it was eventually repaired and returned to service.[12]
On 21 September 1923, tram No.23 ran away down Crabble Hill and derailed at the bottom, colliding head-on with tram No.24. Although both cars had many windows broken there were no serious injuries. The causes of the accident were a defective handbrake on tram, low adhesion of the track due to wet leaves, and the driver’s mishandling of the controls of the tram, which he was driving from the rear when the accident happened.[14]
Depots
Buckland
Buckland Depot had four tracks, each capable of holding five trams. The two centre tracks had inspection pits, but the depot was not suitable for maintenance and repairs, this work having to be done at the Maxton Depot.[8] Although consideration was given to providing maintenance facilities at Buckland in 1919, the council was unable to negotiate the purchase of the necessary land to expand the depot.[13]
Maxton
Maxton Depot had two tracks, each capable of holding three trams. The left hand track had an inspection pit. All maintenance and repairs were done at this depot.[8]
Tramcars
New cars
| Number | Supplier | Body | Trucks | Built | Notes |
|---|---|---|---|---|---|
| 1 | Dick, Kerr | Brush Electrical Engineering Co. Ltd | Peckham | 1897 | Cannibalised by 1918. [18] |
| 2 | Dick, Kerr | Brush | Peckham | 1897 | Scrapped 1925, body converted to waiting room at South Road, River.[18] |
| 3 | Dick, Kerr | Brush | Peckham | 1897 | Performed opening ceremony.[8] Scrapped 1927.[18] |
| 4 | Dick, Kerr | Brush | Peckham | 1897 | Scrapped 1927.[18] |
| 5 | Dick, Kerr | Brush | Peckham | 1897 | Scrapped 1927.[18] |
| 6 | Dick, Kerr | Brush | Peckham | 1897 | Scrapped 1927.[18] |
| 7 | Dick, Kerr | Brush | Peckham | 1897 | Scrapped 1927.[18] |
| 8 | Dick, Kerr | Brush | Peckham | 1897 | Body used as waiting room at Buckland.[18] |
| 9 | Dick, Kerr | Brush | Peckham | 1897 | Body used as waiting room at Maxton.[18] |
| 10 | Dick, Kerr | Brush | Peckham | 1897 | Scrapped 1927.[18] |
| 11 | Milnes | Peckham | 1898 | Scrapped 1927.[18] | |
| 12 | Milnes | Peckham | 1898 | Scrapped 1927.[18] | |
| 13 | Milnes | Peckham | 1898 | Rebuilt 1926, withdrawn 1930.[18] | |
| 14 | Milnes | Peckham | 1898 | Scrapped 1927.[18] | |
| 15 | Brill | Brill | 1899 | Reconditioned 1927, withdrawn 1930.[18] | |
| 16 | Brill | Brill | 1899 | Reconditioned 1927, withdrawn 1930.[18] | |
| 17 | Dick, Kerr | Brill | 1902 | Built with reversed stairs. Rebuilt 1918, withdrawn 1923, body sold 1930.[18] | |
| 18 | Dick, Kerr | Brill | 1905 | Withdrawn 1923 | |
| 19 | Dick, Kerr | Brill | 1905 | Scrapped 1933, truck retained and reused.[18] | |
| 20 | Dick, Kerr | Brill | 1905 | Severely damaged in accident 1917 but later rebuilt. Scrapped 1926.[18] | |
| 21 | Dick, Kerr | Brill | 1905 | Scrapped 1933, truck retained and reused.[18] | |
| 22 | Brush | Brill | 1912 | Scrapped 1933 | |
| 23 | Brush | Brill | 1912 | Accident September 1923, repaired and returned to service.[15] | |
| 24 | Brush | Brill | 1912 | Accident September 1923, repaired and returned to service .[15] | |
| 25 | English Electric | Preston | 1920 | Fitted with top cover in 1929.[18] | |
| 26 | English Electric | Preston | 1920 | Fitted with top cover in 1929.[18] | |
| 27 | English Electric | Preston | 1920 | Fitted with top cover in 1929.[18] |
=Second-hand cars
| Number | Supplier | Body | Trucks | Built | Notes |
|---|---|---|---|---|---|
| 1 | English Electric | Preston | Ex West Hartlepool, acquired 1927.[18] | ||
| 2 | English Electric | Preston | Ex West Hartlepool, acquired 1927.[18] | ||
| 3 | English Electric | Preston | Ex West Hartlepool, acquired 1927.[18] | ||
| 4 | English Electric | Preston | Ex West Hartlepool, acquired 1927.[18] | ||
| 5 | English Electric | Preston | Ex West Hartlepool, acquired 1927.[18] | ||
| 6 | Ex Birmingham & Midland Joint Committee, Tividale. Acquired 1930.[18] | ||||
| 7 | Ex Birmingham & Midland, acquired 1930.[18] | ||||
| 8 | English Electric | Preston | Ex Darlington, acquired 1926.[18] | ||
| 9 | English Electric | Preston | Ex Darlington, acquired 1926.[18] | ||
| 10 | Ex Birmingham & Midland, acquired 1930.[18] Was the “last tram” .[17] | ||||
| 11 | Ex Birmingham & Midland, acquired 1928.[18] | ||||
| 12 | Ex Birmingham & Midland, acquired 1928.[18] | ||||
| 14 | Ex Birmingham & Midland, acquired 1930.[18] | ||||
| 17 | Ex Birmingham & Midland, acquired 1930.[18] | ||||
| 19 | Ex Birmingham & Midland, acquired 1933.[18] | ||||
| 20 | Ex Birmingham & Midland, acquired 1933.[18] | ||||
| 21 | Ex Birmingham & Midland, acquired 1933.[18] | ||||
| 22 | Converted to open top tram. Ex Birmingham & Midland, acquired 1933.[18] |
External links
- Dover Corporation Tramways book extracts.
New Giant Hovercraft
| History | |
|---|---|
 United Kingdom | |
| Name | New Giant Hovercraft |
| Builder | Atlas Hovercraft Inc. |
| Status | Concept design |
| General characteristics | |
| Class and type | Hovercraft |
| Length | 65 metres (213 ft 3 in) |
| Beam | 35 metres (114 ft 10 in) |
| Draught | 203 millimetres (8.0 in) |
| Capacity | 2,000 passengers / 120 cars and 1,000 passengers / 12 HGVs |
The New Giant Hovercraft (NGH) is a planned future hovercraft. The proposed builders are Atlas Hovercraft Inc., of Green Cove Springs, Florida.
Concept
The NGH is designed to carry either 2,000 passengers or 120 cars and 1,000 passengers in a two deck layout; or 12 HGVs in a single deck layout, thus giving a 500 tonne payload for the single deck version. The unit cost for eight to twelve hovercraft is estimated at US$40m-$50m each.[19][20]
Proposed Builders
The proposed builders are Atlas Hovercraft Inc., who currently build the AH-100 and AH-26 hovercraft. Atlas have been involved in the NGH concept and are prepared to build it if a customer should place an order.
References
External links
References
- ^ "FRISTON POST MILL, FRISTON, SUFFOLK COASTAL, SUFFOLK". English Heritage. Retrieved 2008-10-08.
- ^ a b c d e f Brown, R J (1976). Windmills of England. London: Robert Hale Ltd. pp. p172. ISBN 07091 5641 3.
{{cite book}}:|pages=has extra text (help) - ^ a b c d e Flint, Brian (1997). Suffolk Windmills. Woodbridge: The Boydell Press. pp. p9, 121–122. ISBN 0-85115-112-4.
{{cite book}}:|pages=has extra text (help) - ^ "Friston mill to get steel framework to allow work to stabilize mill". Windmill World. Retrieved 2008-10-08.
- ^ "Bob Wright, miller at Friston Post Mill". Windmill World. Retrieved 2008-10-08.
- ^ Regan, Dean (1997). Windmills of Suffolk. Suffolk: Dean Regan. pp. p8-9. ISBN 0-9531562-0-6.
{{cite book}}:|pages=has extra text (help) - ^ Dolphin Museum, Sittingbourne
- ^ a b c d e f g h Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ a b c d Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ a b Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ a b c Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ a b c Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ a b c d e Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ a b c d e Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ a b c d e Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ a b Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao Horn, J V (1955). The Story of the Dover Corporation Tramways, 1897-1936. London: The Light Railway Transport League.
{{cite book}}: Unknown parameter|Chapter=ignored (|chapter=suggested) (help) - ^ "Investors raise Cross Channel hovercraft hopes". Direct Ferries. Retrieved 2008-03-14.
- ^ "Hovercraft Consulting Photos". Hovercraft Consulting. Retrieved 2008-03-14. - scroll down to bottom for artists impressions
Infobox Windmill
The windmill infobox is intended for use on traditional windmills, not modern wind turbines. It will need to include the following information:-
- mill name= (use where a mill has a name, Black Mill, Smith's Mill etc, may be more than one name or left blank)
- mill location= (use in all cases}
- built= (use for year of building, may be a year, decade or early/mid/late century)
- purpose= (use for function of mill)
- type= (may be Composite, Hollow Post, Horizontal, Open Trestle Post, Paltok, Post with Roundhouse, Smock, Tower, or Trestle)
- storeys= (use for Tower mills, do not count cap; for Smock mills count the smock only; for Post mills count floors in body only)
- base storeys= (use for Smock mills only, may be 0 if mill on on a very low base)
- roundhouse storeys = (may be 1, 2 or 3)
- smock sides= (may be 4, 6, 8, 10 or 12, used for Smock and Trestle mills)
- sail number= (may be 4, 5, 6, 8 or 12, (except in Horizontal mills))
- sail type= (may be Common, Patent, Roller Reefing, Spring, or Spring Patent, not used for Horizontal mills, may be a combination)
- windshaft= (may be wood, wood with cast iron poll end, or cast iron)
- winding= (may be hand, fantail, tailpole, or winch}
- blades= (may be 5, 6, 7 or 8 - only used if winding=fantail)
- power= (may be used for auxiliary power - electric motor, gas engine, oil engine, steam engine - may be more than one in succession, use dates if known and line break for each)
- stones= (use for number of pairs of millstones, may be 1, 2, 3, 4 or 5, may be edge stones)
- stone size= (use for size of millstones if known)
- stone drive= (may be underdrift or overdrift)
- saw type= (use for sawmills, may be circular or reciprocating)
- pump type= (use for drainage mills, may be Appold, Archimedes Screw, plunger, scoopwheel, three-throw)
- scoopwheel dia= (use for diameter of scoopwheel if known)
- lost= (use for date of mill's demolition or destruction)
- notes= (use for any other information, such as building of replica mills on existing bases etc., details of mill removals - original location, date of removal etc)
Templates
- full templates
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- {{cite book | first = | last = | year = | month = | title = | pages = | publisher = | location = | id = ISBN }}
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