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In Memory of the Officers and Men from Rye Who Gave Their Lives in the Great War Mcmxiv – Mcmxix (1914-1919)
IN MEMORY OF THE OFFICERS AND MEN FROM RYE WHO GAVE THEIR LIVES IN THE GREAT WAR MCMXIV – MCMXIX (1914-1919) ADAMS, JOSEPH. Rank: Second Lieutenant. Date of Death: 23/07/1916. Age: 32. Regiment/Service: Royal Sussex Regiment. 3rd Bn. attd. 2nd Bn. Panel Reference: Pier and Face 7 C. Memorial: THIEPVAL MEMORIAL Additional Information: Son of the late Mr. J. and Mrs. K. Adams. The CWGC Additional Information implies that by then his father had died (Kate died in 1907, prior to his father becoming Mayor). Name: Joseph Adams. Death Date: 23 Jul 1916. Rank: 2/Lieutenant. Regiment: Royal Sussex Regiment. Battalion: 3rd Battalion. Type of Casualty: Killed in action. Comments: Attached to 2nd Battalion. Name: Joseph Adams. Birth Date: 21 Feb 1882. Christening Date: 7 May 1882. Christening Place: Rye, Sussex. Father: Joseph Adams. Mother: Kate 1881 Census: Name: Kate Adams. Age: 24. Birth Year: abt 1857. Spouse: Joseph Adams. Born: Rye, Sussex. Family at Market Street, and corner of Lion Street. Joseph Adams, 21 printers manager; Kate Adams, 24; Percival Bray, 3, son in law (stepson?) born Winchelsea. 1891 Census: Name: Joseph Adams. Age: 9. Birth Year: abt 1882. Father's Name: Joseph Adams. Mother's Name: Kate Adams. Where born: Rye. Joseph Adams, aged 31 born Hastings, printer and stationer at 6, High Street, Rye. Kate Adams, aged 33, born Rye (Kate Bray). Percival A. Adams, aged 9, stepson, born Winchelsea (born Percival A Bray?). Arthur Adams, aged 6, born Rye; Caroline Tillman, aged 19, servant. 1901 Census: Name: Joseph Adams. Age: 19. Birth Year: abt 1882. -
Danube Navigation
pistribüted t0 the C0 u n ci1 C. 4 4 4 (a) M. 164 (a). 1 9 2 5 . VIII. and the Members of the League.] v ' — G e n e v a , August 20th, 1 9 2 5 . LEAGUE OF NATIONS REPORT ON DANUBE NAVIGATION SUBMITTED TO THE ADVISORY AND TECHNICAL COMMITTEE FOR COMMUNICATIONS AND TRANSIT OF THE LEAGUE OF NATIONS BY WALKER D. HINES (with the aid of Major Brehon Somervell) TABLE OF CONTENTS. Part 1. P ag e I Introduction ............................................................................................................................................. 11 II, P a s t a n d P r e s e n t U t i l i s a t i o n o f t h e R i v e r .......................................................................................................... 11 Freight traffic ..................................................................................................................................... 11 Total for 1911, 1923, 1924. Increase expected in 1925. Exports, imports and internal traffic of riparian States. Traffic by flag, 1923 and 1924. Comparison with traffic on Rhine Passenger traffic ..................................................................................................................................... 14 III. T h e R i v e r F l e e t s , t h e i r N a t i o n a l i t y a n d C a p a c i t y ................................................................................ 15 Pre-war situation. Present situation. Changes brought about by the war. Present Danube Fleet by flag. Introduction of self-propelled barges. Greater division of shipping interests. Co-operation among navigation companies. IV. S c h e m e o f A n a l y s i s ................................................................................................................................................................................. 16 V. T h e G e n e r a l C h a r a c t e r i s t i c s o f D a n u b e T r a f f i c .......................................................................................... -
Channel Island Headstones for the Website
JOURNAL October 40 2011 The Ulster Tower, Thiepval Please note that Copyright for any articles contained in this Journal rests with the Authors as shown. Please contact them directly if you wish to use their material. 1 Hello All I do not suppose that the global metal market features greatly in Great War journals and magazines, but we know, sometimes to our cost, that the demand from the emerging economies such as Brazil, China and India are forcing prices up, and not only for newly manufactured metals, but also reclaimed metal. There is a downside in that the higher prices are now encouraging some in the criminal fraternity to steal material from a number of sources. To me the most dangerous act of all is to remove railway trackside cabling, surely a fatal accident waiting to happen, while the cost of repair can only be passed onto the hard-pressed passenger in ticket price rises, to go along with the delays experienced. Similarly, the removal of lead from the roofs of buildings can only result in internal damage, the costs, as in the case of the Morecambe Winter Gardens recently, running into many thousands of pounds. Sadly, war memorials have not been totally immune from this form of criminality and, there are not only the costs associated as in the case of lead stolen from church roofs. These thefts frequently cause anguish to the relatives of those who are commemorated on the vanished plaques. But, these war memorial thefts pale into insignificance by comparison with the appalling recent news that Danish and Dutch marine salvage companies have been bringing up components from British submarine and ships sunk during the Great War, with a total loss of some 1,500 officers and men. -
British 8Th Infantry Division on the Western Front, 1914-1918
Centre for First World War Studies British 8th Infantry Division on the Western Front, 1914-18 by Alun Miles THOMAS Thesis submitted to The University of Birmingham For the Degree of DOCTOR OF PHILOSOPHY School of History and Cultures College of Arts & Law January 2010 University of Birmingham Research Archive e-theses repository This unpublished thesis/dissertation is copyright of the author and/or third parties. The intellectual property rights of the author or third parties in respect of this work are as defined by The Copyright Designs and Patents Act 1988 or as modified by any successor legislation. Any use made of information contained in this thesis/dissertation must be in accordance with that legislation and must be properly acknowledged. Further distribution or reproduction in any format is prohibited without the permission of the copyright holder. ABSTRACT Recent years have seen an increasingly sophisticated debate take place with regard to the armies on the Western Front during the Great War. Some argue that the British and Imperial armies underwent a ‘learning curve’ coupled with an increasingly lavish supply of munitions, which meant that during the last three months of fighting the BEF was able to defeat the German Army as its ability to conduct operations was faster than the enemy’s ability to react. This thesis argues that 8th Division, a war-raised formation made up of units recalled from overseas, became a much more effective and sophisticated organisation by the war’s end. It further argues that the formation did not use one solution to problems but adopted a sophisticated approach dependent on the tactical situation. -
999 € 7 Days 18 Bamberg to Regensburg 2 Bike & Barge Tours Europe #B1/2416
Full Itinerary and Tour details for Bamberg to Regensburg 7-day Bike & Barge Tour (LBF) Prices starting from. Trip Duration. Max Passengers. 999 € 7 days 18 Start and Finish. Activity Level. Bamberg to Regensburg 2 Experience. Tour Code. Bike & Barge Tours Europe #B1/2416 Bamberg to Regensburg 7-day Bike & Barge Tour (LBF) Tour Details and Description Test your bike skills on this self paced journey and tour through some of the oldest cities and regions of Bavaria from early morning until sunset. Visit Bamberg - a world class city port. Discover Erlangen - "the beer city of Germany" and while you are there enjoy some locally brewed beers. Wander around medieval Nurnberg. Take in Bavarian landscapes from a sundeck and bike through one of Germany's most beautiful bike routes “The Regnitz Radweg”. Tour along valleys, canals and of course the blue river Danube. A day tour takes you to Freystadt, where you can visit the pilgrim church of “Mari Hilf Wallfahrtskirche” - a baroque monument in the middle of flowering fields. On your last day a city tour of medieval Regensburg where you can stop and do some last minute shopping! If you can't keep up get an E- bike! (electronic) - they are fantastic! Ship Category Standard Plus The barge was built in 1929 as a freighter of type 'luxury motor.In 1993 the ship was converted into a passenger ship. She was renovated and rebuilt during winter 2011/2012. It is a great ship to relax after a bike ride. Capacity: max.19 people Cabins: 9 double cabins. All cabins with private bathroom and central heating. -
New Waterway Link Shows the Way to a Productive Future
Click here for Full Issue of EIR Volume 19, Number 43, October 30, 1992 �TImFeature New wateIWay link shows the way to a productive future by Alexander Hartmann On Sept. 25, Bavarian Prime Minister Max Streibl �nd German Minister of Trans portation Gunter Krause opened the Main-Danube'Canal, connecting the system of waterways of western Europe with that of centr.1 and southeastern Europe, in a ceremony attended by German President Richard von W eizsiicker, heads of government or ministers of 15 nations which are !>Qund together by the new link, and thousands of joyful citizens. In dozens of towns �Iong the waterway, more than 100,000people celebrated the canal's opening, making it the biggest celebration of a political event in Germany since reunification. The new waterway is an integral part of a pill-n, entitled the "Paris-Berlin Vienna Productive Triangle," authored by Americ.n economist and independent presidential candidate Lyndon LaRouche, which emphasizes investment in infra structure in the most densely populated area of Eu.-ope-the area between Paris, Berlin, and Vienna-in order to most efficiently multiply the productive means available to maximize investment in the infrastructure connecting this area with the major population centers outside the triangle. ffhis in tum will multiply the means to improve the economic situation in the regions between these corridors of development, through the development of secondary corridors. If you mark on a map of Europe the area of t�e "Productive Triangle," the Rhine-Main-Danube waterway, and the canal, Y01!l will see that the canal is an example of exactly what LaRouche is talking about: It is situated right in the middle of the triangle; it improves the traffic conditions within the triangle, where otherwise all other transportation systems are nearing their limit of capacity; and it also connects all countries along the Danube with this central area. -
The Schwarzach Canal Bridge
report A Magazine for the Production Industry Automatically ice-free with blower air after 160 years The Schwarzach Canal Bridge When it opened in 1846, the King Ludwig I of Bavaria enthusias- is a masterpiece of civil engineer- tically sought to realize an ancient ing. A 25 mile stretch of the canal Danube-Main (Ludwig) Canal plan of connecting the Danube between Beilngries and Nuremberg was an ambitious engineer- and Main rivers with the Black Sea is maintained in virtually its original ing project intended to put the and North Sea in order to expand condition by the later city’s munici- shipping networks in Europe. He pal water authority. recently founded Kingdom of also had ulterior motives, however: Two of the most imposing architec- Bavaria on the map as a mod- to forge a stronger bond between tural monuments along the Lud- Bavaria proper and the parts of ern industrial power. Over its wigs Canal are located 15 miles Franconia that had been given to south of the Nuremberg city center. length of 107 miles, 100 locks Bavaria by Napoleon (against the There is the large canal bridge or are employed along the canal will of the inhabitants) as part of aqueduct above the Schwarzach his political restructuring of Europe. to equalize elevation gains up gorge located directly adjacent to The crossing of the Franconian the Feucht rest stop along the A9 to 600 feet through the Jura Jura between Neumarkt in the Up- autobahn, and the smaller Gugel- region of Franconia. per Palatinate and Schwarzenbruck Kaeser Compressors, Inc. -
“Inland Navigations in Europe.”
HARTLEY ON INLAND NAVIGATIONS IN EUROPE. 101 19 March, 1885. Sir FEEDEEICK J. BEAMWELL, F.B.S., President, in the Chair. "Inland Navigations in Europe." By Sir CHARLES A. HARTLEY, K.C.M.G., M. Inst. C.E. THE subject on which the Council has done me the honour to ask me to lecture this evening is so vast in its scope that I fear that in whatever way it may be treated, in the short space of time at the disposal of a lecturer, the result cannot fail to disappoint a portion at least of his audience. With a view to minimise this natural feeling of disappointed expectation, I think it best to announce at once that my remarks to• night, instead of referring, as might naturally be expected, almost solely to inland navigation in connection with the United Kingdom, will direct your attention almost exclusively to certain important inland navigations and river improvements on the continent of Europe (Plate 2), with which, owing to my avocations abroad for a period of nearly thirty years, I am in a measure practically acquainted. In other words, I naturally prefer to confine my observations almost wholly, and with but one exception, to that part of the subject of my lecture on which I have some direct knowledge, namely, to systems of large river navigations in Europe—for time will not allow me to allude even in the briefest way to navigations in other quarters of the globe—rather than to dwell at length on the more popular subject of home navigations, concerning which the majority of my audience are doubtless already much better informed than myself, or, in any case, may speedily become so after reference to the many excellent publica• tions on rivers and canals to be found in every public library, and especially on the well-stocked shelves of this Institution. -
Commemoration for the Lives of the Braidwood and District ANZACS “We Will Remember Them Well”
Commemoration for the Lives of the Braidwood and District ANZACS “We will remember them well” ROLLROLL OF OF HONOUR HONOUR : SMITH (GREENWOOD), Meade, Arthur Stuart George ServiceService Number:Number: 26671501 Rank:Rank: SergeantPrivate From 1914 - 1918, 465 volunteers from Braidwood and the District joined the Australian Imperial Force in World War I. 88 lost their lives, never to return home. This is their story. Introduction WORLD WAR I This year, 2015, marks the centenary of the start of the Gallipoli campaign and Australia’s World War I lasted four years, from 4 August 1914 until 11 November 1918. It began after the involvement as a nation in the greatest and most assassination of the heir to the Austrian throne. terrible conflict ever seen to that time. Australians The axis powers were Germany and Austria. ROLL OF HONOUR joined their Armed Forces in large numbers. Their Russia and France were the initial allies. When motives were as varied as their upbringings, from Germany invaded Belgium, Britain entered the a need to save the Empire, of which Australia was war on the side of Russia and France. an integral part, to the desire to have a great adventure. The war was in Europe, the Western Front was in France and Belgium. The Eastern Front was Braidwood and district were no exception. Over Russia and Austria-Hungary. Africa was another front because of colonial possessions on that the four years from 1914 to 1918, from a GEORGE SMITH (alias) population of about 5000, 465 men and women continent, and after Turkey entered the war on 1 – November 1914, the Middle East became from what is now the 2622 postcode area another theatre of war. -
The Bedhampton War Memorial
The Bedhampton War Memorial Remembering those of this parish who gave their lives during World War One and World War Two Charles Main’s Commonwealth War Grave headstone in St Thomas’ churchyard 11 November 2018 Centenary of the end of the First World War £6 A meeting of subscribers inspected the designs for the memorial tablet and selected one of carved oak with a brass plate containing the names of the men of the parish who have fallen in the war, which it was decided should be erected on the south wall of the church. To date a sum of £31 7s. 3d. has been subscribed for this memorial. Hampshire Telegraph, 2 May1919 The Memorial tablet in St Thomas’ church On 23rd November 1919, at 3 p.m. the Memorial Tablet was unveiled at a most impressive ceremony by the South Hants M.P. Major-General Sir John Davidson, K.C.M.G., C.B., D.S.O., M.P. The service was organised by the Rector, Revd H. Pelham Stokes, and attended by the neighbouring clergy and a vast congregation, Lady Davidson being present. Special seats were allocated to the mourners. A notable feature was the opportune arrival of the Hants Regimental Band after an absence from home of 20 years. The band joined the organ in the accompaniments to the stirring hymns, ending with the sounding of the Last Post. Revd Stokes' booklet on Bedhampton 2 Sidney R. Balchin Born: 1889 Address: 12 Western Road, Havant Served: Royal Field Artillery, 5th (reserve) Brigade, 78th Battery Rank: Driver Service Number: 65967 Died: 1 July 1918, aged 29 Cemetery: St Thomas’ churchyard Family: Alexander and Emma Jane Balchin, originally from Dorking, Surrey. -
CHAPTER XIV DURING the Sudden Preparation for the Action At
CHAPTER XIV OPERATIONS AT POZI~RES-JULY MTH TO Z~ND DURINGthe sudden preparation for the action at Frotnelles the three divisions of the I Anzac Corps, ignorant almost to a man of what was happening in the north, had concentrated in the quiet area twenty-live miles west of the Sonime battle- front. After marching to the Flemish abbey-town of St. Omer, they had been carried by train, the 1st Division to the old defended borough of Doullens, eighteen miles north of Amiens, and the 2nd to Longueau and Saleux. a few miles south-east and south-west respectively of the same city. The Ist, as it arrived, marched off to billets in the villages of Domart and Berteaucourt ; the 2nd passed at inter- vals on July 11th and 12th through the streets of -4miens to Ailly, Picquigny, and neighbour- ing villages in the beautiful and peaceful valley of the Sonime.' Aniiens was then a miniature Paris, iar beyond shell-range, practically undamaged, the important streets and boulevards thronged with a bright population not visibly affected by the war ; hotels, shops, cafbs, caharcts, and news- paper kiosks carried on a brisk trade, the light blue unifarms of the French brightening the sombre crowds of black-coated civilians and khaki-clad British. From many of the rolling hill-slopes on which the Australians drilled, the faint blue-grey shape of the cathedral could be seen rising high above the mists of the valley. The surrounding region was largely rolling pasture-land, much more open than the crowded agricultural lowlands of Flanders. -
5 Waterways As Invasion Highways – Impact of Climate Change and Globalization
5 Waterways as Invasion Highways – Impact of Climate Change and Globalization BELLA S. GALIL, STEFAN NEHRING, and VADIM PANOV 5.1 Introduction The earliest civilizations flourished on the banks of navigable rivers. Indeed, their first monumental hydrological construction projects were concerned with irrigation and transport: around 2200 B.C., the first navigable canal, the Shatt-el-hai, linking the Tigris and Euphrates rivers in Mesopotamia, was excavated; in the 6th century B.C., a canal was built that joined the Nile with the northern Red Sea, and in the 4th century B.C., the Grand Canal in China connected Peking to Hangzhou, a distance of almost 1,000 km. The techno- logical innovations of the 18th century led to an expansion of the network of navigable inland waterways, followed in the 19th century and the early part of the 20th century by the excavation of two interoceanic canals: the Suez Canal, which opened a direct route from the Mediterranean Sea to the Indo- Pacific Ocean, and the Panama Canal, which afforded passage between the Atlantic and the Eastern Pacific oceans. Canals connecting rivers over watersheds or seas across narrow land bridges “dissolve” natural barriers to the dispersal of aquatic organisms, thereby furnishing these with many opportunities for natural dispersal as well as for shipping-mediated transport. The introduction of alien aquatic species has proven to be one of the most profound and damaging anthropo- genic deeds – involving both ecological and economic costs. Globalization and climate change are projected to increase aquatic bioinvasions and re- duce environmental resistance to invasion of thermophilic biota.