title: History of Lothian Buses

abstract: Lothian Buses is the largest provider of bus services in and around Edinburgh, the capital city of Scotland. It is entirely municipally owned, being 91% owned by the City of Edinburgh Council, with the remainder owned by Midlothian, East Lothian and West Lothian councils. Lothian Buses plc is registered in Annandale Street, Edinburgh as company number SC096849.

text:
# History of Lothian Buses

**Lothian Buses** is the largest provider of bus services in and around Edinburgh, the capital city of Scotland. It is entirely municipally owned, being 91% owned by the City of Edinburgh Council, with the remainder owned by Midlothian, East Lothian and West Lothian councils. Lothian Buses plc is registered in Annandale Street, Edinburgh as company number SC096849.

## Origins to 1956

Several tramway companies were founded in Edinburgh in the late nineteenth century.

The Edinburgh Street Tramways Company was founded in 1871, initially operating a horse-drawn tram line from Haymarket to Bernard Street in Leith, which was at that point a separate burgh from Edinburgh. This company's routes inside Edinburgh itself were taken over by Edinburgh and District Tramways in 1893, while the Leith Burgh Corporation took over those routes within their own boundaries in 1904, running them as Leith Corporation Tramways, after which Edinburgh Street Tramways ceased to trade.

In 1888, Edinburgh Northern Tramways began operating cable-hauled tram services from George Street to Ferry Road and Comely Bank. They were also taken over by Edinburgh and District Tramways in 1897.

The Corporation of the City of Edinburgh (then the formal name for the city council) introduced a motor bus service in July 1914. This service was short lived, with the buses being requisitioned for wartime use, and services did not resume until after the First World War. In December 1916 the Corporation published a report they commissioned from various tram experts. Having only been tasked to report on the future of cable-trams regarding potential expansion and alternative methods of traction, it commented on the potential of the motor bus to substitute trams. It concluded that the introduction of motor buses instead of tramcars would incur a total loss of £39,425 per annum, and that the bus only had a future serving thinly populated districts, or acting as a feeder for trams. The report was heavily criticised by *Commercial Motor* magazine as being wholly one-sided, with fallacious assumptions, seeming to them a deliberate attempt to discredit buses. It recommended the Corporation procure independent advice from people with experience running motor buses at the necessary scale. In contrast to the negativity of the tram experts, bus operator the Scottish Motor Traction Company Ltd was reportedly in good financial health, being able to both "pay the petrol tax and to make profits in Edinburgh and district." in the same year.

The City Corporation took over Edinburgh and District Tramways on 1 July 1919, forming the **Edinburgh Corporation Tramways** Department. At the same time, it began seasonal bus tour services around Holyrood Park using Leyland charabancs. The first post-war regular bus service began on 29 December 1919, being extended the following March. The route ran between Ardmillan Terrace and Abbeyhill via Holyrood Palace, the Royal Mile and the Castle, to supplement the trams. It was extended to Easter Road the following March.

Edinburgh Corporation Tramways and Leith Corporation Tramways merged on 10 November 1920.

By the end of 1919 the Corporation was applying for parliamentary powers to run motor buses 5 to 10 miles beyond the city boundaries. Fares for ordinary services were charged on a graduated scale based on distance – the higher the fare (charged by the penny, 1d, 2d, etc.), the further the distance. As of early 1922, 1d bought 1,033 yards, while 5d bought 4 miles 1,170 yards. Special services in the early 1920s included football specials (requiring as many as 30 extra buses) and late night services to venues like the Marine Gardens ballroom, with the entrance fee included in the ticket. In the early years buses and trams also carried parcels, working with a network of collection/delivery boys, with the head office acting as a sorting office.

By the end of 1920 the Corporation was considering the replacement of northern cable tram routes with buses. By the summer of 1921, the number of buses and coaches using The Mound as an interchange was causing concern for the City Magistrates. By May 1921 the department manager was already crediting the buses' contribution to the city's transport system, which at that time also comprised cable and electric trams, for preventing rate relief being necessary. By early 1922 buses had replaced a quarter of the cable-tram network (approx. 6.2 miles).

In 1922 there were bus garages in Shrubhill, which had capacity for 53 vehicles, and Henderson Row, which held up to 45. In 1926, the bus fleet moved into Central Depot on Annandale Street, a former Industrial Exhibition hall, which is still Lothian Buses' main depot today. Hoping for economies of scale, originally all of the Corporation's road transport fleet (including such vehicles as fire tenders and waste collection vehicles) were to be garaged in this depot.

In the period of 1920–5, the experience of running buses at high frequency (every 3 mins) on busy city routes to temporarily replace cable trams exposed the early designs' weaknesses – the vibration issues (particularly bad due to Edinburgh's paved streets), the low capacity and narrow doors in comparison to trams, and the fact that, despite their speed advantage between stops, longer load/unload times often meant they were slower overall. In some cases, the buses were so unpopular they were removed and replaced with electric trams. On the other hand, they were showing their usefulness in other areas. Because of this, by 1925 the department's manager was of the opinion that trams should still be used for the heaviest and busiest loadings, but never for new routes with a frequency less than 6 per hour, while buses would still remain employed on routes either complementing or connecting existing tram lines, or on routes that were unsuitable or uneconomic for trams. He nonetheless advocated for the bus as a necessary part of new housing developments such as Lochend, where revenue growth over time was evident, and considered the vibration issue solved since the introduction of pneumatic tyres. He concluded that as both modes are so inter-dependent, they "should be considered as a single transport organization for the city."

The effect of motor bus tyres (which at that time were solid rubber) on the road surface was an early issue. Reimbursement for repairing the damage to the roads in Holyrood Park by the tour charabancs was laid down as a condition of operating there in the 1921 season. In 1921 the city deputy surveyor found that no undue damage was being done by buses on tarmacked roads, with some not damaged at all, but water-bound macadam surfaces and sett paving without concrete underlay were vulnerable to rutting and other issues. On one hilly route, after residents complained of vibration caused by the buses, various remedies were deployed – limiting the speed to 8 mph, descent in gear, and the fitting of super-cushion tyres (Dunlop and North British). The 8 mph limit was also necessary in granite paved sections of running, which were extensive in Edinburgh.

This record of the early introduction of buses was hailed by *Commercial Motor* magazine in the mid 1920s as a sign of the Edinburgh authority's foresight in recognising "the part which the motorbus was destined ultimately to play in the solution of the passenger transport problems of the age", contrasting it with Glasgow Corporation which, despite having twice the population of Edinburgh, had only begun bus services in December 1924.

In the early 1920s, batch by batch reliability of buses could be unpredictable and often required running adjustments. The combination the build quality of early AEC vehicles and the professionalism of the Corporation's garage staff produced in-service mileage figures and engine life that *Commercial Motor* praised as "exceptionally good". Measures taken included mandatory defect reporting by drivers at the end of each shift, a preventative maintenance regime which called for inspection/repairs every 10 days (with the spare parts inventory including complete engines) with close monitoring of parts usage, and an overhaul/repaint cycle of every 18 months. In order to improve the system, the Corporation was performing its own modifications to buses as early as 1921, experimenting with a new type of rear shock absorber using rubber pads on one of its Leylands, and widening the doors of buses during overhaul. Examples of in-house innovation included portable bus electrics testing apparatus in 1932 and the establishment in the 1940s of a soap making plant inside the Laundry at Shrubhill Depot, in response to the need for a soap which didn't damage vehicle paintwork.

All horse and cable operated trams on the network were fully electrified by 1923.

By 1926 there were 12 regular bus routes, with a total mileage of 43, and working to Bath Street, Blackford, Bonnington, Cameron Toll, Colinton, Cramond, Easter Road, Juniper Green, Hillend, Lochend, Newcraighall, Portobello and Surgeon's Hall. The average number of passengers per mile was just under 9, with the average fare at around 1.6d.

Good loadings on an experimental night service run from October 1925 to April 1926 saw the Corporation make plans to introduce regular winter night services.

In the 1920s, the average speed of the bus fleet approached, and then surpassed, that of the trams. The change occurred some time in the window of the 1927/8 financial year – in the space of this period the average speed of the buses went from 8.25 mph to 9.5 mph, in contrast to the trams, which went from 8.5 mph to 8.76 mph.

In 1928, given the increasing importance of buses, the Edinburgh Corporation Tramways Department was renamed the **Edinburgh Corporation Transport** Department. In 1928, the Corporation introduced measures to ensure bus operators could not undercut trams, by insisting one-way fares on routes duplicating trams must be at least 1d (one penny) higher, and that other forms of ticketing must not be cheaper than equivalent tram travel.

Edinburgh was one of many corporation transport systems in the UK that began employing female conductors in large numbers during the Second World War.

Edinburgh Corporation's tram network was abandoned between 1950 and 1956.

## 1956 to present

In 1975, under the local government reorganisation which followed the Local Government (Scotland) Act 1973, ownership of Edinburgh Corporation Transport passed to the Lothian Regional Council's Department of Public Transport. The operation was duly renamed **Lothian Regional Transport**.

The Transport Act 1985 deregulated bus services in Great Britain and required that municipal bus operations be run as commercial companies rather than as public service departments. Therefore, on 26 October 1986 the operation became Lothian Region Transport plc, better known by its initials 'LRT', a company wholly owned by Lothian Regional Council.

In May 1989, a private company called Guide Friday set up an open top bus tour called the Edinburgh Tour. Later that year, LRT set up the Classic Tour using open top Leyland Atlanteans as a direct competitor – Edinburgh Corporation and LRT had operated tour services since the early 1920s, but with weaker branding. The Classic Tour buses wore a blue and white livery, each carrying a name e.g.*Scottish Star*, *Lothian Star* and *Highland Star*.

On 1 April 1996 Lothian Regional Council was abolished. Although the then Conservative government had sought to have the company privatised, this was resisted by local politicians and ownership of the company passed to the new City of Edinburgh Council and the three neighbouring councils. The LRT identity remained until January 2000, when the company was renamed Lothian Buses plc, the LRT logo changing to 'Lothian'.

In July 2000 Lothian Buses became one of the first bus tour operators to join the City Sightseeing franchise model, re-branding and upgrading the Classic Tour. Lothian purchased the first purpose built low flow open top buses, painted in City Sightseeing livery. The Classic tour was completely transformed into the City Sightseeing red scheme by May 2001. In 2002, Lothian Buses acquired both Guide Friday, its biggest rival in the tour bus market, and the smaller Mac Tours, which had been founded in 1998 and operated vintage bus tours – this Left Lothian Buses as the only tour bus operator in the city. All three tour brands were consolidated as one subsidiary company; Edinburgh Bus Tours. In 2004, Edinburgh Bus Tours introduced the Majestic Tour, visiting the Royal Yacht Britannia and the Botanic Gardens.

Post deregulation Lothian experienced alternating periods of competition and stability with the other major bus operator in Edinburgh, First in Edinburgh (First), and its previous incarnations SMT/Eastern Scottish. During this time Lothian acquired a number of smaller Edinburgh operators. In 2001, Lothian alleged anti-competitive practises by First. This claim was later rejected. Other operators such as Stagecoach Fife, E&M Horsburgh, Perryman's Buses and MacEwans also operate stage services into Edinburgh, but as these tend to be long-distance routes or subsidised local services they are not generally a competitive threat. One lasting effect of competition was the extension of Lothian services beyond the City of Edinburgh boundaries, in response to incursion by Eastern into Edinburgh city services. However, Lothian subsequently withdrew from West Lothian, leaving this area to First, with the sole exception of a night bus service between Longstone depot and Livingston which was operated primarily for the use of staff who lived in West Lothian. Although this service was not widely advertised to the public, they were permitted to use this service. Withdrawal from this area and not the others that Lothian extended into has caused concern amongst residents who had experienced low fares and greater choice of services during the period when Lothian and Eastern Scottish were competing. During the time in which it was not served by Lothian Buses, West Lothian Council remained a shareholder of the company. In 2014, Lothian Buses began to again serve to the historical area of the county after taking over a contracted service to South Queensferry and Kirkliston. However, these towns are located in the City of Edinburgh council area under present-day municipal boundaries.

In 2005 the drivers of Lothian Buses staged official and wildcat strikes over pay. In some cases this resulted in passengers being abandoned as buses were taken out of service by drivers.

Lothian Buses set up a subsidiary company in December 2006 to operate a taxibus service to and from Edinburgh Airport, and so fill a gap in the airport transport market between conventional bus services and taxis. In September 2007 it was investigated by the Traffic Commissioner for selling illegal fares. Despite this it was extended to serve Leith, Ocean Terminal and Cameron Toll from October 2007. The vehicles used were Ford Transits. However, in February 2009 it was announced that the operation was up for sale as it had been operating at a loss despite carrying over 88,000 passenger in 2008. A buyer was not found and the operation was closed down in April 2009.

On 15 August 2013, the City of Edinburgh Council announced the creation of Transport for Edinburgh, a new public body meant to oversee public transport in Edinburgh, including both buses and the new tram system. Transport convener for Edinburgh Council Lesley Hinds stated: "Our first priority will be integration between bus and tram services and we will have the executive directors of Lothian Buses on the board of the new organisation".

When First ceased to operate route 124 (Edinburgh-North Berwick), Lothian Buses started East Coast Buses, a subsidiary which would later take up routes 113 and 104 from the original Lothian Country Buses, the name of which was transferred to Lothian's new operations in West Lothian which started in 2018 utilising a mix of ex-London and ex-Lothian single and double deckers. This has since expanded to serve corridors up to Bathgate and up to Linlithgow.

## Fleet History

Edinburgh Corporation and Lothian have historically employed a high degree of standardisation of their service bus fleet, to facilitate maintenance savings. Double-deckers have long made up the majority of the fleet. Buses have generally been purchased new – relatively few secondhand vehicles have been operated.

From 1969 until 2001 Lothian favoured dual-door vehicles, which minimised loading times by allowing simultaneous boarding (at the front door) and alighting (from the rear door). With the exception of those bought for the Airlink service, all new double-deckers bought in this period had dual-doors, as did the Leyland National and Lynx saloons. However, in 2002 a decision was made to purchase single door vehicles only, apparently to stop fraudulent lawsuits claiming that the driver closed the rear doors while they were exiting. There is an ongoing programme of converting earlier low-floor dual-door vehicles to single door.

### Early Vehicles

In 1919, Edinburgh Corporation bought their first Leyland charabancs, for tour services. The Corporation was authorised to purchase 30 more buses in early 1920 for £25,000. By the middle of 1920, the Corporation had around 60 Leyland buses in service or on order. Of these orders, a 33-seat 'Edinburgh type' single-decker bus body with rear door and a separate smoking compartment at the back, mounted on a 4-ton 36–40 hp Model O chassis with worm drive axle, was exhibited at trade shows during the year, the Darlington Royal Show in June and the Commercial Motor Show at Kensington Olympia in October. This body type, in which the driver also had his own compartment, was already reportedly well-known and popular by 1921. One reason for the complete enclosure of the driver was to increase protection against the weather, which in Edinburgh could be considerably cold.

Some of the earlier rear entrance buses had narrow doors, which slowed down boarding/alighting. As a result, these were widened during overhaul. By early 1922, two Edinburgh type buses were in service with a centre door layout, i.e. between the axles. Featuring a wide door with a central hand rail, and signage directing passengers to board on the right of it and alight on the left, early indications were that this not only speeded up boarding/alighting, it increased the space available for standees.

By 1925, the Edinburgh type had further evolved to feature two doors, front and rear, albeit reduced to 31 seats. It was also now being fitted to 45 hp AEC chassis.

The early Edinburgh type buses required a driver and conductor to operate, but on lesser used routes, one-man-operation was also employed – for a 10 per cent increase in wages the rear door would be closed and the driver would collect fares on boarding via the front.

The early AEC and Leyland buses were reportedly up to the challenging task of route service in Edinburgh, which, due to its hilly terrain, was hard on engines, gears and brakes. To save on clutches, the AECs came with ratchet sprags fitted to the rear wheels (initially wire controlled, later modified to rod-control), with drivers instructed to deploy them at the bottom of hills.

Because the charabanc motor coaches were not in use in the winter months, some would be re-fitted with single-deck bus bodies and put into route service, while some of the remaining charabancs would be used in route service in case of extreme need. During the tram electrification programme, some were refitted with truck bodies to assist the works.

The first double-decker buses (open top, rear staircase layout) arrived in 1922.

Although growing in size both before and after, for the period of May 1925 to May 1926 the fleet size was static at a total of 88 buses in regular use, as follows:

* 71 single-deckers of the 31-seat Edinburgh body type (41 Leylands, 40 AECs)
* 2 double-deckers (54 seaters)
* 15 charabancs (nine 27-seaters, six 32-seaters)

During 1924 nearly half the fleet were converted to use pneumatic tyres (Dunlop & Michelin) instead of the earlier solid rubber or later Supercushion designs; by 1925 the Corporation had already determined based on both direct (price, life) and indirect (vibration damage, fuel consumption) cost comparisons, as well as the increased passenger comfort, to use them on the entire fleet. The issue of vibration was particularly serious in Edinburgh to the prevalence of granite paved streets. Conversion presented difficulty on the rear twin tyres on the AEC Model 507 double-deckers due to the maximum legal width (7' 6"), but this was overcome with in-house modifications.

In 1926 the Corporation had four 52 seat double-deckers on order from AEC.

To further solve the problem of lost time loading/unloading, by 1927 the corporation was stipulating two door bus bodies with wider doors, allowing simultaneous boarding and alighting – in through the rear (being at least 32' wide), and out through the front (28').

The presence of low bridges on almost all of the city routes implemented by 1927 prevented the use of double-deckers, and so attention turned to 6-wheeled single-deckers to meet the needs for extra capacity in rush hour. A batch of six such vehicles were bought from Karrier Motors, bodied by Hall, Lewis and Co. Designated the Type WL6/1, the chassis was the mandated maximum 30' length, but specially built with a longer 19' wheelbase to meet the requirement for comfortably seating 39. A 61–80 hp six-cylinder engine powered single tyres on both rear axle, with air pressure braking applying on all four driving wheels. These were half-cab buses, with the driver sitting in his own compartment to the front, beside the engine. The two doors were automatically controlled by the driver. A smoking area was still in use – achieved by a division in the body, with 17 smokers sitting in the rear section. The interior featured bucket seats, upholstered in green leather, with generous leg room. Comparative trials of the six-wheelers with the shorter single-deckers on the East Road had shown that, based on a working life of 8 years, the increased revenues generated by the larger buses offset the increased capital, licensing and petrol costs. This led to eight more being ordered.

Having recognised the advantages of operating modern buses, by 1928 the Corporation was already practicing the art of fleet replacement – with new deliveries displacing older buses which would then be disposed of.

### 1930s

By May 1930 the fleet totalled 130 buses and coaches, the most recent arrivals being 14 AEC Reliance 95 hp 32 seater single decker buses of the "most modern" design. Dual-doored, the front was Simplex pneumatically controlled. The interior featured oak panelling throughout, Induroleum floor covering, chrome fittings, a Holt patent heater, and the bucket type leather upholstered seats. There was still a rear smoker's compartment, now just seating 10.

In 1932, the Corporation began trials to determine the fuel efficiency gains in using tar-oil mixed with petrol as a fuel, on petrol engined buses. This involved modifying a number of Leyland and AECs to use the Solex bi-fuel system, while a bespoke method was used on Daimlers.

By May 1934, Daimlers made up nearly half the fleet, which now totalled 152 buses and coaches.

### Double Deckers

In the period immediately following the Second World War, the Guy Arab and Daimler CV-series were favoured, with a smaller number of AEC Regent III. Between 1952 and 1966 some 452 Leyland Titan PD2 and PD3 were delivered (notably including 300 PD2s with MCCW Orion bodies in 1954–56 for tram replacement). With the move to rear-engined double-deckers, 588 Leyland Atlantean with Alexander bodies joined the fleet between 1965 and 1981.

With the demise of the Atlantean, the standard bus was the Leyland Olympian double decker with Eastern Coach Works or Alexander RH-type bodies (296 between 1982 and 1993). After the purchase of Leyland Bus by Volvo, Lothian remained loyal to the Volvo Olympian chassis, taking 134 with Alexander RH and Royale type bodies between 1994 and 1997. These were the last step-entrance buses purchased. 95 years of continuous Leyland operation with Lothian and its predecessors ended on 14 March 2009 with the withdrawal of the last Leyland Olympians.

Subsequently, low floor double-deckers have been specified. Initially the Dennis Trident 2 was favoured, with 197 being purchased between 1999 and 2004, of which first five had Alexander ALX400 bodies and the remainder Plaxton President bodywork (including four built new as open-toppers). Six Volvo B7TL with Plaxton President bodies were purchased for comparison in 2000, along with a similar bus which had started life as a manufacturer's demonstrator. Subsequently, most new vehicles have been Volvos with Wrightbus bodywork, comprising 125 Volvo B7TL/Wright Eclipse Gemini (2005–07), 100 Volvo B9TL/Wright Eclipse Gemini (2007–09), 135 Volvo B9TL/Wright Eclipse Gemini 2 (2009–11), 25 Volvo B5TL/Wright Eclipse Gemini 3 (2014), 40 Volvo B5LH/Wright Eclipse Gemini 3 hybrids (2015–17) and 132 Volvo B5TL/Wright Eclipse Gemini 3 (2015–18), including 30 built as open toppers and 8 delivered new to the East Coast Buses unit.

In addition to the Volvos, a Scania OmniDekka demonstrator was delivered in 2004 for long term evaluation, and although it was subsequently returned to the manufacturer it did lead to the purchase of 15 Scania OmniCity in 2006–07. Two of these were later converted to open toppers for the East Coast Buses unit. Another non-standard batch of buses are 15 Alexander Dennis Enviro400H hybrids delivered in 2011, although these have since been converted to full diesel operation.

Secondhand Volvo/Wright double deckers dating from 2010–12 were purchased in 2018–19 to allow expansion of the Lothian Country operation, enable withdrawal of the last Tridents and Scanias, and accelerate replacement of early B7TLs with newer, lower-emission versions. These comprise 4 B5LH Gemini 3 from Bullock of Cheadle, and 70 B9TL Gemini 2 from various London fleets (including 6 open-toppers). All of these are readily distinguishable from their "native" contemporaries by virtue of being shorter wheelbase models.

The supplier of double deckers to the Lothian fleet reverted to Alexander Dennis in 2019, with the delivery of 78 Volvo B8L(T) Alexander Dennis Enviro400 XLB tri-axle double deckers. The newest double deckers in the fleet (as of summer 2021) are 42 Volvo B5TL Enviro 400MMC and 4 electric BYD D8UR-DD Enviro 400EV, delivered during 2021.

### Single Deckers

Post-war single-deckers comprised small batches of Guy Arab, Daimler CV-series, Crossley SD42, Bristol L-type, Leyland Royal Tiger and Olympic, and Albion Aberdonian. In 1959–60, some 100 Leyland Tiger Cubs with Weymann bodies were purchased to replace the assorted front engined single-deckers. In 1961 a solitary Leyland Leopard was delivered. This was number 101 (registered YSG101), which was notable as a very early example (in the UK) of a 36' long bus, for carrying the second ever example of Alexander's long-running Y-type body, and for being completed to an experimental standee layout with three sets of doors.

In 1966 the removal of disused railway bridges on Easter Road enabled the busy Leith circular services to be converted to double-deck operation. Many of the Tiger Cubs were sold to Ulsterbus, and the single-deck fleet declined markedly. No more large single-deckers were purchased until 1975, when twelve more Y-type Leopards (to a more conventional specification) were purchased, and ten 1974 Bedford YRTs with similar bodies to coach specification were downgraded to service buses after only 1 season. Twenty dual-door Leyland Nationals arrived in 1982–85, followed by 12 dual-door Leyland Lynx in 1991. Later, some reconditioned secondhand Leyland Nationals were purchased for use on tendered services.

Since the move to low-floor buses the number of single deckers in the fleet has increased. After operating a Volvo B10L demonstrator on long-term loan, 91 Dennis/Plaxton Super Pointer Dart were purchased in 2000–2003. Subsequently, Volvos were adopted as standard, with 66 new Volvo B7RLE/Wright Eclipse Urban (2004–08), 2 similar secondhand vehicles purchased from Whitelaw of Stonehouse in 2011, 24 new Volvo B7RLE/Wright Eclipse 2 (2009–13), and 50 Volvo B5LH 7900H hybrids in 2013–14. These deliveries allowed the withdrawal of the Super Pointer Darts, since which time the single deck fleet has been 100% Volvo in its composition.

The need for additional single deckers for the East Coast Buses subsidiary led to the purchase of another 7 secondhand Volvo B7RLE/Wright Eclipse Urban from Arriva Southern Counties in 2016, followed by 15 new Volvo B8RLE/Wright Eclipse 3 in 2017.

In 2019, Lothian trialled an MCV Evora-bodied Volvo B8RLE on central routes which was followed up by an order of 30 long-wheelbase B8RLE Evoras. These entered service at the start of 2021 and replaced Wright Eclipse-bodied Volvo B7RLEs based out of Longstone garage.

### Midibuses

Minibuses and short wheelbase midibuses have not been used in large numbers by Lothian, although some midibuses had previously been used on less busy routes. Ten Seddon Pennine IV-236 were acquired in 1973. These were replaced by 18 Leyland Cubs with Duple Dominant bodies in 1981, which in turn gave way to 12 9m Dennis Darts with Alexander Dash bodies in 1992. When the Darts were delivered they were the only non-Leyland vehicles in the fleet. In 2001 five of these Darts were sold to Yorkshire Traction. The ones that remained were gradually cascaded to the Mac Tours subsidiary until their replacement by six Optare Solo SRs in 2008. The Solos were in turn replaced by six Wright StreetAir EV DF electric buses in 2017.

### Coaches

Until the early 2000s, Lothian and its predecessors operated a small coach fleet. Until 1976 most coaches were lightweight types (mainly Bedfords), but subsequently 10 Leyland Leopard, 14 Leyland Tiger and 7 Dennis Javelin were purchased up to 1999. An oddity (in that it was an import in what was at the time a 100% British fleet) was a Toyota Coaster minicoach, new in 1993. The original coach operation was closed down in order to concentrate on stage services and the open top sightseeing tours.

In 2018 Lothian returned to the coach business with the launch of the Lothian Motor Coaches unit, based at its own depot in Newbridge. New coaches for this unit have been five tri-axle Volvo B11R(T) / Plaxton Panther 3 and a pair of Mercedes-Benz Sprinter minicoaches in 2018, and six two-axle B11R / Panther 3s in 2019. In addition various secondhand Volvos were purchased to build up the fleet, comprising (as of summer 2020) one Volvo B12M / Plaxton Paragon, one B12B / Van Hool Acron T9, four tri-axle B12B(T) / Acrons, two similar B13RT / Acrons and six B9R / Caetano Levante. The Levantes were only used for the 2019 summer season. The Lothian Motor Coaches unit also operates some Volvo B9TL / Wright Eclipse Gemini double-deckers cascaded from the bus fleet.

Expansion of the Lothian Country operations in West Lothian in 2019 saw the purchase of 8 new Volvo B8R / Plaxton Leopard interurban coaches for express services marketed as Green Arrow between Bathgate / Linlithgow and Edinburgh, operated in conjunction with Scottish Citylink. This has been withdrawn since the coronavirus pandemic and these coaches then moved on to Lothian Motorcoaches.

## Main fleet liveries & route branding

Traditionally, Edinburgh Corporation, Lothian Regional Transport and Lothian Buses had a livery of madder (a dark red) and cream (white), with matching madder leatherette seating.

In the 1920s the livery, as seen on the Hall bodied Karrier Type WL6/1 six-wheelers on delivery, was maroon, with a cream band under the windows, with white window surrounds and a black roof. The fleetname was 'Corporation Motors', applied on the cream band.

Some coach-seated Leyland Olympian / Alexander RH-types and Volvo Olympian / Alexander Royales had been painted in the same scheme, but with red in place of the madder. These vehicles are not branded for, but were typically found only on, routes 15/15A.

While Lothian had traditionally maintained a uniform livery for all buses, deliveries of low floor vehicles has seen a new standard livery introduced. Low floor vehicles have also seen route branding come to be increasingly used by Lothian. Route branding highlights the route of certain services making the buses easier to be spotted throughout Edinburgh and the Lothians.

In 1999–2000, a new "harlequin" livery was introduced for all new vehicle deliveries, comprising all-over white, with madder lower skirting with a thin red separating stripe and a red front-panel. Gold and madder overlapping diamonds were added to the rear quarters and the rear of the vehicle. The red front serves to distinguish approaching Lothian vehicles from the all-over white of First in Edinburgh. The livery was simplified in 2002 with the diamonds originating from a different position and no longer overlapping each other. This new livery was intended to highlight the low floor accessible nature of these buses and also benefitted from being more durable than the madder paint through the life of the bus. The harlequin livery was not retrospectively applied to older vehicles in the fleet, with the Alexander Royale bodied Olympians the last vehicles to be delivered in the traditional madder and white scheme and when these vehicles were withdrawn in 2009 this livery left the Lothian fleet also.

However it was announced in March 2010 that the traditional Madder Rose and White Livery was to be reintroduced across the 600 strong fleet. The vehicles were repainted as part of their ongoing maintenance, so the old "harlequin" livery continued for a time to be a common sight on Edinburgh's streets.

Originally, twelve buses had been branded for route 35 but in November 2007 a similar number of buses, ten ex-Airlink and two from the 2004 delivery of Tridents, were branded for the 35. This featured a purple circle with the name "*Airport-Holyrood-Government Link*" and a route description on the sides above the purple circle. Certain single deckers were given extra branding promoting the Nightbus network.

From time to time, some buses will have wraparound advertising applied, either to the whole bus, an entire side or the entire rear of the bus. Ridacards were advertised on the entire side of older Olympians.

Previously, services 22 and 30 were branded but with the 22 converted to double-deck operation on 18 January 2009, this service lost the branding. The 30 also lost its branding, as the Dennis Darts used on it were replaced by cascaded Volvo B7RLE's from the 22 service.

Beginning in 2016 with the arrival of open-top Wright Streetdecks for the Edinburgh tour bus routes, it was clear that Lothian was using one new style of livery for all different operators and services. For example, standard Lothian buses had a white main body with a dark red stripe, and gold used as lining. East Coast buses had a grey main body, with a green stripe and white lining. For a period this was how all different services were painted, but when Enviro 400 XLBs were introduced for Airlink routes they took on their own uniquely designed livery.

## Finances

The first route (1919) initially generated an average revenue of £35 a day. This had risen to £150 on this one route by 1921, thanks to increasing the frequency and length. This particular route could even reach £260 on Saturdays due to football crowds, passing as it did the grounds of the city's two top clubs, Hearts and Hibs.

Working on a financial year ending in May, the corporation bus fleet recorded net profits from 1921 to 1923, with a high of over £21.1k in 1922 being followed by a low of £8.5k in 1923.

One factor affecting Edinburgh's finances is the above-average fuel consumption of the fleet, which is due to the hilly terrain.

Having nearly reached 20m in 1923/4, the number of bus passengers carried in 1924/5 dropped back to 15.5m after The Mound and Hanover Street route was converted from bus operation to electric trams. By May 1925, the Corporation had 88 buses in regular use. Despite the size, and after a total capital expenditure of nearly £200,000 on buses and garages (of which around three-quarters had already been paid off), they now returned an annual loss of £8,174 on revenues of £109,400, although the loss included the cost of converting half the fleet to pneumatic tyres (without which, the loss would have been £1,357).

By 1926 passenger numbers had increased to 17.2m, bringing the bus fleet back into profit, albeit just £1,933.

A challenge presented itself in 1935 with the combination of rising fuel price rises and oil duty increases meaning the Corporation would add an extra £9,500 a year in costs.


title: Hobrede

abstract: Hobrede is a village in the Dutch province of North Holland. It is a part of the municipality of Edam-Volendam, and lies about 4 km northeast of Purmerend. The village was first mentioned in 1639 as Hobreet, and means the main side of the parcel of lands which connect the dike. The width of the land determined the maintenance fee of the farmer for the dike. Hobrede used to have a church, but it was demolished in 1826. In 1840, it was home to 115 people. In 1991, the inhabitants of Hobrede built their own village house.

text:
# Hobrede

**Hobrede** is a village in the Dutch province of North Holland. It is a part of the municipality of Edam-Volendam, and lies about 4 km northeast of Purmerend.

The village was first mentioned in 1639 as Hobreet, and means the main side of the parcel of lands which connect the dike. The width of the land determined the maintenance fee of the farmer for the dike.

Hobrede used to have a church, but it was demolished in 1826. In 1840, it was home to 115 people. In 1991, the inhabitants of Hobrede built their own village house.

## InfoBox

| Hobrede | |
| --- | --- |
| Village | |
| View to the Oostdijk in Hobrede | |
| HobredeLocation in the NetherlandsHobredeLocation in the province of North Holland in the Netherlands | |
| Coordinates: 52°32′42″N 4°58′51″E / 52.54500°N 4.98083°E / 52.54500; 4.98083 | |
| Country | Netherlands |
| Province | North Holland |
| Municipality | Edam-Volendam |
| Area | |
| Total | 1.93 km2 (0.75 sq mi) |
| Elevation | −1.3 m (−4.3 ft) |
| Population (2021) | |
| Total | 170 |
| Density | 88/km2 (230/sq mi) |
| Time zone | UTC+1 (CET) |
| Summer (DST) | UTC+2 (CEST) |
| Postal code | 1477 |
| Dialing code | 0299 |


title: Hofn Air Station

abstract: Hofn Air Station is a closed United States Air Force General Surveillance Radar station. It is located 231.4 miles (372.4 km) east of Naval Air Station Keflavik, Iceland. It was closed on 30 June 1992.

text:
# Hofn Air Station

**Hofn Air Station (ADC/NATO ID: H-3)** is a closed United States Air Force General Surveillance Radar station. It is located 231.4 miles (372.4 km) east of Naval Air Station Keflavik, Iceland. It was closed on 30 June 1992.

## History

**Hofn Air Station** was established as a North Atlantic Treaty Organization (NATO) radar station under Military Air Transport Service. The 933d Aircraft Control and Warning Squadron was activated at the facility on 1 July 1951. Initial radars at the station were an AN/FPS-3; AN/FPS-20A, and an AN/FPS-6 height finder.

The Greenland, Iceland and United Kingdom air defense sector, better known as the GIUK gap, was routinely utilized by the Soviet Union's long-range heavy bombers and maritime reconnaissance platforms as a transit point towards the Atlantic Ocean. From bases located at Archangel and Murmansk, Soviet aircraft would stream down to the North Cape in Norway towards the Gap which was use as a doorway to the vast Atlantic. Most of the Soviet missions were destined to probe United States’ air defense along the North Atlantic and after 1960 in the Caribbean where Cuba, the USSR's most important satellite state outside continental Europe, was located. Such was the perceived threat from the Soviet incursions that it became a priority for NATO to demonstrate to that the strategic Giuk passage would be monitored at all times.

The mission of the station was to intercept and shadow all Soviet aircraft in transit in and from the Gap which passed through the detection range of its radars and pass the information to interceptor aircraft deployed at Keflavik Airfield.

The 933d AC&W Squadron was inactivated on 30 June 1960, being replaced by the 667th Aircraft Control and Warning Squadron. Beginning in 1984, information on aircraft detected by the station was relayed to the Keflavik NAS Radar Operations Control Center (ROCC), operated by the 932d Air Control Squadron. In the 1980s, the radar as the station was upgraded to an AN/FPS-117v5.

Hofn Air Station was inactivated on 30 June 1992. The radar was replaced by a civilian ARSR radar and is now used for air traffic control.

This article incorporates public domain material from the Air Force Historical Research Agency

* A Handbook of Aerospace Defense Organization 1946–1980, by Lloyd H. Cornett and Mildred W. Johnson, Office of History, Aerospace Defense Center, Peterson Air Force Base, Colorado
* Winkler, David F. (1997), Searching the skies: the legacy of the United States Cold War defense radar program. Prepared for United States Air Force Headquarters Air Combat Command.
* Information for Hofn AS, IS

## InfoBox

| Hofn Air Station | |
| --- | --- |
| Part of Air Forces Iceland | |
| Hofn ASLocation of Hofn Air Station, Iceland | |
| Coordinates | 64°14′28″N 014°57′47″W / 64.24111°N 14.96306°W / 64.24111; -14.96306 (Hofn AS H-3) |
| Type | Air Force Station |
| Site information | |
| Controlled by | United States Air Force |
| Site history | |
| Built | 1951 |
| In use | 1951–1992 |


title: Nightbloom

abstract: Nightbloom is the collaborative album by ambient musicians Steve Roach and Mark Seelig, containing Mark's vocal and Tuva-style overtoning, combining Steve's zones and grooves. The disc features five seamless parts, single-track composition.

text:
# Nightbloom

Professional ratings
| Review scores | |
| --- | --- |
| Source | Rating |
| Allmusic |  |
| Hypnagogue | favorable |

***Nightbloom*** is the collaborative album by ambient musicians Steve Roach and Mark Seelig, containing Mark's vocal and Tuva-style overtoning, combining Steve's zones and grooves. The disc features five seamless parts, single-track composition.

## Songs

The first track features a slow rising and falling bass tone for the first eight minutes until a subtle percussion pattern begins to emerge slowly from deep in the mix. The second track brings a drumming loop, further laden with echo as the main drones continue steadily. The third track subtly the drones and the drums with a slow martial summoning, as does the fourth track. The final track strips away the drumming for the first part because a final, helping to sum up and send out the album on a strong note.

## Reception

AllMusic rated the album a 3.5 of 5, saying "it's enjoyable more than remarkable, but Roach and Seelig are nothing if not listenable composers for a variety of moods".

Hypnagogue highly rated the album, saying "Nightbloom has taken me to amazing places and shown me incredible things every time I’ve listened".

## Track listing

| No. | Title | Length |
| --- | --- | --- |
| 1. | "Untitled" | 18:32 |
| 2. | "Untitled" | 12:39 |
| 3. | "Untitled" | 13:55 |
| 4. | "Untitled" | 12:32 |
| 5. | "Untitled" | 16:02 |

## Personnel

Adapted from Discogs

* Sam Rosenthal – artwork, design
* Steve Roach – drone, electronics
* Mark Seelig – overtone voice
* Steve Roach – photography
* Dawn Wilson-Enoch – photography
* Steve Roach – recorder, mixing, arranger
* Beate Maria – tambura

## InfoBox

| Nightbloom | |
| --- | --- |
|  | |
| Studio album by Steve Roach and Mark Seelig | |
| Released | September 14, 2010 |
| Studio | Timeroom |
| Genre | Ambient |
| Length | 73:44 |
| Label | Projekt |
| Producer | Steve Roach |
| Steve Roach chronology | |
| *Sigh of Ages*
(2010) ***Nightbloom***
(2010) *The Desert Inbetween*
(2011) | |


title: Veronica (plant)

abstract: Veronica is the largest genus in the flowering plant family Plantaginaceae, with about 500 species. It was formerly classified in the family Scrophulariaceae. Common names include speedwell, bird's eye, and gypsyweed. Taxonomy for this genus was changed in the early 21st century, with the genus Hebe and the related Australasian genera Derwentia, Detzneria, Chionohebe, Heliohebe, Leonohebe and Parahebe now included. Monophyly of the genus is supported by nuclear ribosomal internal transcribed spacer (ITS) and cpDNA. The taxa of the genus are herbaceous annuals or perennials, and also subshrubs, shrubs or small trees when Hebe is included. Most of the species are from the temperate Northern Hemisphere, though with some species from the Southern Hemisphere; Veronica sect. Hebe is mostly from New Zealand.

text:
# Veronica (plant)

***Veronica*** is the largest genus in the flowering plant family Plantaginaceae, with about 500 species. It was formerly classified in the family Scrophulariaceae. Common names include **speedwell**, **bird's eye**, and **gypsyweed**.

Taxonomy for this genus was changed in the early 21st century, with the genus *Hebe* and the related Australasian genera *Derwentia*, *Detzneria*, *Chionohebe*, *Heliohebe*, *Leonohebe* and *Parahebe* now included. Monophyly of the genus is supported by nuclear ribosomal internal transcribed spacer (ITS) and cpDNA.

The taxa of the genus are herbaceous annuals or perennials, and also subshrubs, shrubs or small trees when *Hebe* is included. Most of the species are from the temperate Northern Hemisphere, though with some species from the Southern Hemisphere; *Veronica* sect. *Hebe* is mostly from New Zealand.

## Taxonomy

The genus name *Veronica* used in binomial nomenclature was chosen by Carl Linnaeus based on preexisting common usage of the name veronica in many European languages for plants in this group. Such use in English is attested as early as 1572. The name probably reflects a connection with Saint Veronica, whose Latin name is ultimately derived from Greek, Berenice.

### *Hebe* complex

In 1769, Joseph Banks and Daniel Solander collected plants in the Southern Hemisphere that were later published in the genus *Veronica*, such as *Veronica pubescens* and *Veronica stricta*. Although the genus *Hebe* was established in 1789, few botanists initially accepted it, continuing to use *Veronica*. From the 1920s onwards, New Zealand botanists in particular began to use other genera; for example, *V. pubescens* was transferred to *Hebe* by Leonard Cockayne and Harry Allan in 1927, and *V. stricta* to *Hebe* by Lucy Moore in 1961. By the beginning of the 21st century, a range of genera were used for the "*Hebe* complex" consisting of Southern Hemisphere species related to *Veronica*, including *Chionohebe*, *Derwentia*, *Detzneria*, *Hebe*, *Heliohebe*, *Leonohebe* and *Parahebe*. However, molecular phylogenetic studies from the early 21st century onwards showed that segregating Southern Hemisphere genera in this way rendered *Veronica* paraphyletic, since the segregated genera were all embedded within *Veronica*. To create monophyletic genera, either the Northern Hemisphere *Veronica* species would have to be divided among a substantial number of smaller genera, or *Veronica* would have to be expanded to include the *Hebe* complex. The latter approach was chosen by Garnock-Jones et al. in 2007, and has been followed since in taxonomic databases such as Plants of the World Online and the Flora of New Zealand Online.

### Selected species

As of October 2022, *Plants of the World Online* listed about 460 accepted species and hybrids in the genus *Veronica*. This includes species formerly placed in the genus *Hebe*.

## Uses

### Food and medicine

*Veronica americana* is edible and nutritious, as are most species in the genus Veronica, and is reported to have a flavor similar to watercress. Native Americans used *Veronica* species as an expectorant tea to alleviate bronchial congestion associated with asthma and allergies. The plant can be confused with skullcap and other members of the mint family. Members of the mint family have square sided stems, and *Veronica* species have rounded stems.

*Veronica* sp. herb has been used in the traditional Austrian medicine internally (as tea) for treatment of disorders of the nervous system, respiratory tract, cardiovascular system, and metabolism.

### Ground cover

Several *Veronica* species and cultivars are cultivated for use as ground cover.

## As weeds

Several species of speedwell are sometimes considered weeds in lawns. Some of the more common of these are Persian speedwell (*V. persica*), creeping speedwell (*V. filiformis*), corn speedwell (*V. arvensis*), germander speedwell (*V. chamaedrys*), and ivy-leaved speedwell (*V. hederifolia*). It is often difficult to tell one species from another. There are five to seven species of speedwell in Michigan alone that are easily confused.

## Ecology

Species of *Veronica* are used as food plants by the larvae of some species of Lepidoptera, including the grizzled skipper.

An annual life history is known to have evolved separately several times within the genus, with up to 10% of the genus now having an annual life cycle. An annual life cycle, and associated morphological traits, is an adaptation thought to have developed in response to an extremely arid or generally unpredictable environment, and may persist in *Veronica* due to a historic concentration and radiation of members of the genus in and from the climatically volatile Balkan Peninsula.

## InfoBox

| *Veronica* | |
| --- | --- |
|  | |
| *Veronica chamaedrys* | |
|
| Scientific classification | |
| Kingdom: | Plantae |
| *Clade*: | Tracheophytes |
| *Clade*: | Angiosperms |
| *Clade*: | Eudicots |
| *Clade*: | Asterids |
| Order: | Lamiales |
| Family: | Plantaginaceae |
| Tribe: | Veroniceae |
| Genus: | *Veronica*
L. |
|
| Type species | |
| *Veronica officinalis*
L. | |
| Synonyms | |
| List * + *Agerella* Fourr.     + *Aidelus* Spreng.     + *Allopleia* Raf.     + *Atelianthus* Nutt. ex Benth.     + *Azurinia* Fourr.     + *Beccabunga* Hill     + *Besseya* Rydb.     + *Bonarota* Adans.     + *Cardia* Dulac     + *Chionohebe* B.G.Briggs & Ehrend.     + *Cochlidiosperma* (Rchb.) Rchb.     + *Coerulinia* Fourr.     + *Cymbophyllum* F.Muell.     + *Derwentia* Raf.     + *Detzneria* Schltr. ex Diels     + *Diplophyllum* Lehm.     + *Eustachya* Raf.     + *Eustaxia* Raf.     + *Hebe* Comm. ex Juss.     + *Hebejeebie* Heads     + *Hedystachys* Fourr.     + *Heliohebe* Garn.-Jones     + *Leonohebe* Heads     + *Limnaspidium* Fourr.     + *Lunellia* Nieuwl.     + *Odicardis* Raf.     + *Oligospermum* D.Y.Hong     + *Omphalospora* Bartl.     + *Paederotella* (E.Wulff) Kem.-Nath.     + *Panoxis* Raf.     + *Parahebe* W.R.B.Oliv.     + *Petrodora* Fourr.     + *Pocilla* Fourr.     + *Ponaria* Raf.     + *Pseudolysimachion* Opiz     + *Pygmea* Hook.f.     + *Synthyris* Benth.     + *Uranostachys* Fourr.     + *Veronicella* Fourr.     + *Zeliauros* Raf. | |


title: Palazzo delle Poste, Palermo

abstract: The Palazzo delle Poste or Palazzo Postale is a monumental government building, executed in the stripped classicism architectural style of the 1920s, originally intended as the mail and telegraph center, located on Via Roma #320, in the quarter of Castellamare in Palermo, region of Sicily, Italy. The modern building is bordered on the north by the church of the Sant'Ignazio all'Olivella and the adjacent Regional Archeologic Museum, while Piazza San Domenico is a few blocks to the south.

text:
# Palazzo delle Poste, Palermo

The **Palazzo delle Poste** or **Palazzo Postale** is a monumental government building, executed in the stripped classicism architectural style of the 1920s, originally intended as the mail and telegraph center, located on Via Roma #320, in the quarter of Castellamare in Palermo, region of Sicily, Italy. The modern building is bordered on the north by the church of the Sant'Ignazio all'Olivella and the adjacent Regional Archeologic Museum, while Piazza San Domenico is a few blocks to the south.

## History

The building was designed by the rationalist, and later fascist, government architect Angiolo Mazzoni in the early 1920s. Construction was begun on the structure in 1929 and the building was inaugurated in 1934 with the Italian government's communications minister Umberto Puppini in attendance. The Palermo flood occurred from February 21–23, 1931 while the building was being constructed and during that time a large crane which was being used to erect the post office collapsed onto a neighboring building.

The building was damaged by fire in 1988, and reopened for tours in 2017 after restoration.

The building is featured in episode #4, "From Palermo to Mt. Etna" (which premiered on August 26. 2020), of Great Continental Railway Journeys on the BBC and presented by Michael Portillo.

## Architecture

### The building

The style of the building is typical of the fascist period and falls under the rubric of Italian Rationalism. It covers an area of 5100 m2, which is symmetrically structured around two side courtyards. The structure is rendered in reinforced concrete and clad in gray marble from Mount Billiemi. The front colonnade is formed by 10 columns each 30 meters high. Also of note is the large elliptical staircase with a diameter greater than 9 meters.

### Interiors

The interiors are done in the style of Futurism, one of the few examples an interior created as such from the time. All the details were attended to by Mazzoni, such as; the copper-clad doors, the specially designed window handles, the lighting, and the choice of marble and stone, all from Italy except the black stone of the staircase, as he desired.

Most striking perhaps is the conference room, with works by the Futurist painter Benedetta Cappa, Called *Sintesi delle Comunicazioni (Synthesis of Communication)* the five murals which measure 6½ ft (2 m) by 10 ft (3.05 m), were painted by Cappa in 1933 and 1934 in tempera and encaustic (a wax process) on canvas and depict land, sea, air, and telegraphic and radio communications. As well as trying to convey the complexity of the Futurist vision, which sought to break free of the burden of history and propel Italy into the future, at the same time they were designed to invoke resonances with the frescoes of ancient Pompeii. In 2014 the murals were loaned for exhibition at the Guggenheim Museum in New York. There are also two paintings by Tato and another by Piero Bevilacqua, "Radio and television". Finally there is a bronze sculpture by Corrado Vigni, "Diana the Huntress".

The waiting room which precedes the conference room is impressive as well with an intense blue tiling.

Originally on the right side of the building there was a large Victorian beam, as tall as the entire building and also in marble, which was removed at the fall of the fascist regime.

38°07′12″N 13°21′41″E / 38.1201°N 13.3614°E / 38.1201; 13.3614


title: Gouais blanc

abstract: Gouais blanc or Weißer Heunisch is a white grape variety that is seldom grown today but is important as the ancestor of many traditional French and German grape varieties. The name Gouais derives from the old French adjective ‘gou’, a term of derision befitting its traditional status as the grape of the peasants. Likewise, the German name Weißer Heunisch labels it as one of the lesser "Hunnic" grapes.

text:
# Gouais blanc

**Gouais blanc** (French pronunciation: \[ɡu.ɛ blɑ̃\]) or **Weißer Heunisch** (German pronunciation: \[ˈvaɪsɐ ˈhɔʏnɪʃ\]) is a white grape variety that is seldom grown today but is important as the ancestor of many traditional French and German grape varieties. The name *Gouais* derives from the old French adjective ‘gou’, a term of derision befitting its traditional status as the grape of the peasants. Likewise, the German name Weißer Heunisch labels it as one of the lesser "Hunnic" grapes.

## History

Gouais is known to have been widely planted in central and northeastern France in Medieval times. At that time, it was used to produce simple, acidic, white wines, and was primarily grown in unfavourable plots less well-suited for the more highly regarded Pinot noir or Pinot gris. Gouais Blanc was thus the grape of the peasantry rather than of the nobility.

Its history before Medieval times is not known with any certainty, but is the subject of much conjecture, similar to many other grape varieties with a long history. Gouais blanc has been proposed as a candidate for the grape given to the Gauls by Marcus Aurelius Probus (Roman Emperor 276–282), who was from Pannonia and who overturned Domitian's decree banning grape growing north of the Alps. Another hypothesis claims it originates specifically in Croatia (or Pannonia), but the Vitis International Variety Catalogue currently lists it as originating from Austria, which should probably be interpreted as "likely to originate somewhere in Central Europe".

Gouais blanc was also grown in the Jura, but the phylloxera epidemic wiped out the variety in France, and it now survives only in the INRA collection at Domaine de Vassal, Montpellier.

DNA fingerprinting at the University of California, Davis, in the late 1990s, identified Gouais blanc as the ancestor of a large number of classical European grape varieties. That came as something of a surprise, given the old division into Frankish and Hunnic grape varieties used in the Germanic world, because it meant that the prototype simple "Hunnic" grape was in fact an ancestor to most of the noble "Frankish" grapes.

## Crosses and relationships to other grapes

Having been widely grown in proximity to Pinot, the two varieties had many opportunities to cross. In fact, recent research has uncovered that Gouais blanc is closely related to Pinot noir, possibly one of Pinot's progeny, suggesting that many of the great grapes of Europe resulting from Pinot and Gouais blanc crosses are in fact highly inbred (https://journals.plos.org/plosgenetics/article?id=10.1371/journal.pgen.1007807#sec002). This unique combination of events means that many grape varieties today have Gouais blanc as a parent, the most famous of which is Chardonnay.

DNA fingerprinting research at the University of California, Davis has also identified Gouais blanc as an ancestor of the Aligoté, Aubin vert, Auxerrois, Bachet noir, Beaunoir, Blaufränkisch, Franc Noir de la-Haute-Saône, Gamay Blanc Gloriod, Gamay noir, Melon, Knipperlé, Peurion, Roublot, and Sacy grape varieties. Dameron is another result of the same cross, whereas a cross with Pinot fin teinturier produced Romorantin.

It produced Räuschling, Petit Meslier and Aubin when pollinated by Traminer/Savagnin, and Riesling and Elbling when pollinated by a cross of a wild grape with Traminer.

When pollinated by Chenin blanc it produced Colombard, Balzac blanc and Meslier Saint François, and with Bastardo (Tressot) it produced Genouillet.

Despite Gouais blanc having the synonym Enfarine blanc, the Jura wine grape Enfariné noir (which is also known as Gouais noir) is not a color mutation of Gouais blanc.

One of the synonyms of Gouais blanc is *Gouget blanc* and DNA analysis has suggested that the Allier wine grape Gouget noir may be related to Gouais blanc.

## Wine regions

As mentioned above, the Gouais blanc variety has, until recently, survived mostly as a museum curiosity. Since the Middle Ages there have been regular attempts to ban the peasants' grape from the soils of France, which probably says something about its typical winemaking qualities. However, Gouais blanc has continued to be commercially grown at several vineyards in Switzerland and in recent years, a few historically interested wine producers have started to plant small amounts of Gouais blanc. The first North American commercial planting of Gouais was in 2019 at Pamar Vineyard in the Van Duzer Corridor AVA of Oregon's Willamette Valley. The wine is being made at Björnson Vineyard and will be released in 2023. Gouais has also been grown for over 100 years by Chambers Rosewood Winery in Rutherglen, Australia.

## Synonyms

Gouais blanc is also known under the following synonyms: Absenger, Bauernweinbeer, Bauernweinbeere Weiss, Bauernweintraube, Debela, Drobna, Best's N°4, Blanc De Serres, Boarde, Bogatyur, Bon Blanc, Bordenauer, Borzenauer, Bouillan, Bouillaud, Bouilleaud, Bouillen, Bouillenc, Bourgeois, Bourguignon, Branestraube, Branne, Burgegger Weiss, Burger, Cagnas, Cagnou, Champagner Langstielig, Colle, Coulis, Dickweisser, Dickwiss, Enfarine Blanc, Esslinger, Figuier, Foirard Blanc, Frankenthaler, Gau, Gauche Blanc, Geuche Blanc, Goe, Goet, Gohet, Goi, Goin, Goix, Got, Gouai, Gouais Jaune, Gouais Long, Gouais Rond, Gouas, Gouaulx, Gouay, Gouche, Gouche Blanche, Goue, Gouest, Gouest Sauge, Gouet Blanc, Gouette, Gouge, Gouget Blanc, Gouillaud, Gouis De Mardeuil, Gousse, Grauhuensch, Grobe, Grobes, Grobheunisch, Grobweine, Grobweisse, Gros Blanc, Grünling, Guay Jaune, Gueche Blanc, Guest Salviatum, Gueuche Blanc, Guillan, Guinlan, Guy, Guy Blanc, Gwaess, Harthuensch, Hartuensch, Heinisch, Heinish, Heinsch, Heinschen Weiss, Hennische Weiss, Hensch, Heunisch Blanc, Heunisch Weisser, Heunischtraube, Heunish Weiss, Heunsch, Heunscher, Heunschler, Heunschlir, Hinschen, Hinschene, Hintsch, Huensch, Huenschene, Huentsch, Hunnentraube, Hunsch, Hunschrebe, Huntsch, Hyntsch, Issal, Issol, Kleinbeer, Kleinberger, Laxiertraube, Lombard Blanc, Luxiertraube, Mehlweisse, Mehlweisse Gruen, Mendic, Moreau Blanc, Mouillet, Nargouet, Pendrillart Blanc, Petit Gouge, Pichons, Plant De Sechex, Plant Madame, Plant Seche, President, Regalaboue, Riesling Grob, Rous Hette, Roussaou Blanc, Rudeca Saboule Boey, Sadoule Boey, Sadoulo Bouyer, Seestock Grob, Tejer Szozeloe, Thalburger, Trompe Bouvier, Trompe Valet, Verdet, Verdin Blanc, Vionnier, Weisse Traube, Weisser Heunisch, Weissgrobe, Weissheinsch, Weissstock, Weisstock, Wippacher, Zoeld Hajnos

## Notes and references

## InfoBox

| Gouais blanc | |
| --- | --- |
| Grape (*Vitis*) | |
| Gouais blanc in Viala & Vermorel (as Gouget blanc) | |
| Color of berry skin | Blanc |
| Species | *Vitis vinifera* |
| Also called | Heunisch, Heunisch Weiss, and (other synonyms) |
| Origin | Central Europe |
| Notable regions | formerly Germany and northern France |
| Notable wines | None, nearly extinct |
| VIVC number | 5374 |


title: Peter Schmoll und seine Nachbarn

abstract: Peter Schmoll und seine Nachbarn is the third opera by Carl Maria von Weber and the first for which the music has survived, though the libretto has not. It was written in 1801–2 when the composer was only 15 and premiered in Augsburg the following year. The libretto is based on a novel by Carl Gottlob Cramer.

text:
# Peter Schmoll und seine Nachbarn

***Peter Schmoll und seine Nachbarn*** (J. 8, Op. 8, *Peter Schmoll and his Neighbours*) is the third opera by Carl Maria von Weber and the first for which the music has survived, though the libretto has not. It was written in 1801–2 when the composer was only 15 and premiered in Augsburg the following year. The libretto is based on a novel by Carl Gottlob Cramer.

## Roles

* The cook (contralto)
* Hans Bast (bass)
* Karl Pirkner (tenor)
* Martin Schmoll (baritone)
* Minette (soprano)
* Niklas (tenor)
* Peter Schmoll (bass)

## Recording

* *Peter Schmoll und seine Nachbarn* Busching/Schmidt/Pfeffer, Hagen Philharmonic Orchestra, Gerhard Markson (Marco Polo, 1994)

## Sources

* Holden, Amanda, ed. *The New Penguin Opera Guide*, New York: Penguin Putnam, Inc., 2001 ISBN 0-14-029312-4

* Warrack, John, Review of the Markson recording, *Gramophone*, September 1994.

## InfoBox

| *Peter Schmoll und seine Nachbarn* | |
| --- | --- |
| Opera by Carl Maria von Weber | |
| Carl Maria von Weber, by Caroline Bardua, 1821 | |
| Translation | *Peter Schmoll and his Neighbours* |
| Librettist | Josef Türk |
| Language | German |
| Based on | Novel by Carl Gottlob Cramer |
| Premiere | March? 1803 (1803)<br>Augsburg |


title: The Derbyshire Blues

abstract: The Derbyshire Blues were a militia regiment raised in Derby by the Duke of Devonshire in response to the invasion by Charles Edward Stuart in 1745. As Lord Lieutenant of Derbyshire, the Duke had responsibility for raising a militia in defence of the realm, and as a member of the Whig aristocracy he was opposed to any attempt to usurp King George II. The Militia Act 1745 made provision for calling out the militia in England during the Jacobite rising, and on 13 September 1745 the Government sent letters directing the lord-lieutenants of counties in England and Wales to call out the militia. A meeting had taken place on 28 September at the George Inn, a coaching inn in Iron Gate, "to consider of such measures as are fit to be taken for the support of the Royal Person and government of H. M. King George, and our happy constitution in Church and State, at a time when rebellion is carrying on in favour of a Popish Pretender." The name of the militia is derived from the colour of their blue uniform, intended to distinguish the militia from regular soldiers in red uniform. The Duke arrived in Derby from Chatsworth with his son, the Marquess of Hartington, towards the end of November 1745, and used the George Inn as his headquarters. He reviewed 600 men in two regiments of 300 men each, raised by subscription by the gentlemen of Derby and Derbyshire, and 120 men raised and paid for by the Duke himself. The regiments were led by Sir Nathaniel Curzon and the Marquess of Hartington. However, these troops withdrew towards Nottingham on 3 December on the news that Charles Edward Stuart had entered Ashbourne, approximately 13 miles away, with 9000 men. When the prince arrived in Derby on 4 December, he called at the inn and demanded billets for his troops. The event is re-enacted every year on the anniversary of the Prince's arrival.

text:
# The Derbyshire Blues

**The Derbyshire Blues** were a militia regiment raised in Derby by the Duke of Devonshire in response to the invasion by Charles Edward Stuart ('Bonnie Prince Charlie') in 1745. As Lord Lieutenant of Derbyshire, the Duke had responsibility for raising a militia in defence of the realm, and as a member of the Whig aristocracy he was opposed to any attempt to usurp King George II. The Militia Act 1745 made provision for calling out the militia in England during the Jacobite rising, and on 13 September 1745 the Government sent letters directing the lord-lieutenants of counties in England and Wales to call out the militia. A meeting had taken place on 28 September at the George Inn, a coaching inn in Iron Gate, "to consider of such measures as are fit to be taken for the support of the Royal Person and government of H. M. King George, and our happy constitution in Church and State, at a time when rebellion is carrying on in favour of a Popish Pretender." The name of the militia is derived from the colour of their blue uniform, intended to distinguish the militia from regular soldiers in red uniform.

The Duke arrived in Derby from Chatsworth with his son, the Marquess of Hartington, towards the end of November 1745 (the Jacobites had entered Preston on the 26th), and used the George Inn as his headquarters. He reviewed 600 men in two regiments of 300 men each, raised by subscription by the gentlemen of Derby and Derbyshire, and 120 men raised and paid for by the Duke himself. The regiments were led by Sir Nathaniel Curzon and the Marquess of Hartington. However, these troops withdrew towards Nottingham on 3 December on the news that Charles Edward Stuart had entered Ashbourne, approximately 13 miles away, with 9000 men.

When the prince arrived in Derby on 4 December, he called at the inn and demanded billets for his troops. The event is re-enacted every year on the anniversary of the Prince's arrival.

## The George Inn

The inn is now a public house called "Jorrocks", having had several different names since the 1980s. First, it changed from "The George" to "Mr. Jorrocks", only to be renamed "Lafferty’s" during a fad period for Irish theme pubs, and "Mr Jorrocks" for a while in the 2000s, before taking on its current name.

52°55′25″N 1°28′39″W / 52.92360°N 1.47750°W / 52.92360; -1.47750


title: Qaralılar, Beylagan

abstract: Qaralılar is a village and municipality in the Beylagan Rayon of Azerbaijan. It has a population of 870.

text:
# Qaralılar, Beylagan

**Qaralılar** (known as **İkinci İmamverdili** until 1991) is a village and municipality in the Beylagan Rayon of Azerbaijan. It has a population of 870.

## InfoBox

| Qaralılar | |
| --- | --- |
| Qaralılar | |
| Coordinates: 39°46′N 47°54′E / 39.767°N 47.900°E / 39.767; 47.900 | |
| Country | Azerbaijan |
| Rayon | Beylagan |
| Population | |
| Total | 870 |
| Time zone | UTC+4 (AZT) |
| Summer (DST) | UTC+5 (AZT) |


title: Uppal metro station

abstract: Uppal metro station is located on the Blue Line of the Hyderabad Metro India. It is near to Kendriya Vidyalaya, Uppal X Roads, Uppal Police station, Karachi Bakery, Rajlakshmi Theatre, Uppal Bus stop.

text:
# Uppal metro station

**Uppal** metro station is located on the Blue Line of the Hyderabad Metro India. It is near to Kendriya Vidyalaya, Uppal X Roads, Uppal Police station, Karachi Bakery, Rajlakshmi Theatre, Uppal Bus stop.

## History

It was opened on 29 November 2017.

## The station

### Structure

Uppal elevated metro station situated on the Blue Line of Hyderabad Metro.

### Station layout

**Street Level**This is the first level where passengers may park their vehicles and view the local area map. **Concourse level**Ticketing office or Ticket Vending Machines (TVMs) is located here. Retail outlets and other facilities like washrooms, ATMs, first aid, etc., will be available in this area. **Platform level** This layer consists of two platforms. Trains takes passengers from this level.

| **G** | Street level | Exit/Entrance |
| --- | --- | --- |
| **L1** | Mezzanine | Fare control, station agent, Metro Card vending machines, crossover
 |
| **L2** | Side platform No- 1, doors will open on the left | |
| | **Southbound** | Towards →Raidurg→ → |
| | **Northbound** | Towards ← Nagole← ← |
| | Side platform No- 2, doors will open on the left | |
| **L2** |  |  |
| |

## Entry/exit

| Uppal station Entry/exits | | | | |
| --- | --- | --- | --- | --- |
| Gate No-A | Gate No-B | Gate No-C | Gate No-D |
|  |  |  |  |
|  |  |  |  |
|  |  |  |  |
|  |  |  |  |

## InfoBox

|
Uppal | |
| --- | --- |
| **Hyderabad Metro station** | |
| General information | |
| Location | Inner Ring Rd, Survey Colony, Industrial Development Area, Uppal, Hyderabad,Telangana 500039 |
| Coordinates | 17°23′56″N 78°33′14″E / 17.3987948°N 78.5538439°E / 17.3987948; 78.5538439 |
| Line(s) | Blue Line |
| Tracks | 2 |
| Construction | |
| Structure type | Elevated |
| Platform levels | 2 |
| History | |
| Opened | 29 November 2017 (2017-11-29) |
|  | |
| Services | |
| Preceding station  Hyderabad Metro Following station  Stadiumtowards Raidurg  Blue Line  NagoleTerminus | |
|  | |
|  | |
|  | |
| Location  Uppal metro stationLocation in Telangana | |


title: Michigan Underwater Preserves

abstract:
Michigan Underwater Preserves or Michigan Bottomland Preserves are protected areas of the Great Lakes on Michigan's coast. The thirteen designated areas, comprising a surface area of over 7,000 square miles (18,000 km⁲), are considered to be "Underwater museums" and serve to protect concentrations of shipwrecks, unique geologic features and other submerged sites through awareness and public interest. The program is currently receiving no funding from the state and does not offer any extra legal protection for the sites in the preserves. However, it is a felony to remove or disturb underwater artifacts in the Great Lakes. Persons apprehended and convicted of removing or willfully damaging underwater artifacts risk confiscation of their equipment, stiff fines and up to two years imprisonment. The Michigan Underwater Preserve Council advocates on behalf of all of Michigan's Underwater Preserves. Below is a list of the 13 underwater preserves in the State of Michigan:
  - Alger Underwater Preserve
  - De Tour Passage Underwater Preserve
  - Grand Traverse Bay Bottomland Preserve
  - Keweenaw Underwater Preserve
  - Manitou Passage Underwater Preserve
  - Marquette Underwater Preserve
  - Sanilac Shores Underwater Preserve
  - Southwest Michigan Underwater Preserve
  - Straits of Mackinac Shipwreck Preserve
  - Thumb Area Bottomland Preserve
  - Thunder Bay National Marine Sanctuary and Underwater Preserve
  - West Michigan Underwater Preserve
  - Whitefish Point Underwater Preserve

text:
# Michigan Underwater Preserves

**Michigan Underwater Preserves** or **Michigan Bottomland Preserves** are protected areas of the Great Lakes on Michigan's coast. The thirteen designated areas, comprising a surface area of over 7,000 square miles (18,000 km2), are considered to be "Underwater museums" and serve to protect concentrations of shipwrecks, unique geologic features and other submerged sites through awareness and public interest. The program is currently receiving no funding from the state and does not offer any extra legal protection for the sites in the preserves. However, it is a felony to remove or disturb underwater artifacts in the Great Lakes. Persons apprehended and convicted of removing or willfully damaging underwater artifacts risk confiscation of their equipment (boats, cars, dive gear, etc.), stiff fines and up to two years imprisonment. The Michigan Underwater Preserve Council advocates on behalf of all of Michigan's Underwater Preserves.

Below is a list of the 13 underwater preserves in the State of Michigan:


title: Thurman "Fum" McGraw

abstract: Thurman "Fum" McGraw was an American football player and college athletics administrator. He played college football for the Colorado A&M Aggies—now known as the Colorado State Rams—and was inducted into the College Football Hall of Fame in 1981.

text:
# Thurman "Fum" McGraw

**Thurman "Fum" McGraw** (July 17, 1927 – September 13, 2000) was an American football player and college athletics administrator. He played college football for the Colorado A&M Aggies—now known as the Colorado State Rams—and was inducted into the College Football Hall of Fame in 1981.

## Biography

McGraw was born in Garden City, Kansas. At Paonia High School, he won four letters in basketball, three each in football and baseball and was the Western Slope heavyweight-boxing champion. Standing 6'5" and weighing 235 lbs., McGraw was fresh from action with the U.S. Marine Corps in World War II when he enrolled at Colorado State University in 1946, when it was known as Colorado A&M. Working diligently at his game, McGraw called upon lessons learned as a boxer and wrestler to fashion himself into a special breed of football player. His arm strength was crushing to opposing players and his agility developed through wrestling served him well when fending off opposing linemen. Colorado A&M finished 2–7 in McGraw's freshman season, but things would change quickly. As a sophomore, McGraw helped his Rams post a 5–4–1 mark, the team's best record in 11 years. Then, in 1948, the Aggies posted upsets over rivals Utah State, Wyoming, BYU and archrival Colorado. The 1949 campaign, McGraw's last as a four-year letterman, saw the Aggies log a 9–1 record marred only by a loss to Wyoming. After graduation, McGraw joined the Detroit Lions and captured Rookie of the Year and All-Pro honors. In 1981, he was inducted into the College Football Hall of Fame.

While at Colorado State, McGraw was the school's first football All-American in 1949. When he returned to CSU in later years as a staff member, he also served as the athletic director from 1976 to 1986.

## InfoBox

Fum McGraw
| McGraw on a 1951 Bowman football card | |
| --- | --- |
| No. 73 | |
| Position: | Defensive tackle |
| Personal information | |
| Born: | (1927-07-17)July 17, 1927
Garden City, Kansas, U.S. |
| Died: | September 13, 2000(2000-09-13) (aged 73)
Fort Collins, Colorado, U.S. |
| Height: | 6 ft 5 in (1.96 m) |
| Weight: | 235 lb (107 kg) |
| Career information | |
| High school: | Paonia
(Paonia, Colorado) |
| College: | Colorado A&M (1946–1949) |
| NFL draft: | 1950 / round: 2 / pick: 27 |
| Career history | |
|  | |
|  | |
| Career highlights and awards | |
|  | |
|  | |
| Career NFL statistics | |
| Fumble recoveries: 10  Interceptions: 2  Interception yards: 6 | |
|  | |
| Player stats at **PFR** | |
| **College Football Hall of Fame** | |
|  | |


title: Max Mitchinson

abstract: Max Mitchinson was an Australian rules footballer who played with St Kilda in the Victorian Football League (VFL).

text:
# Max Mitchinson

**Max Mitchinson** (15 December 1927 – 15 May 2017) was an Australian rules footballer who played with St Kilda in the Victorian Football League (VFL).

## InfoBox

| Max Mitchinson | | | |
| --- | --- | --- | --- |
| Personal information | | | |
| Full name | Maxwell Mitchinson | | |
| Date of birth | (1927-12-15)15 December 1927 | | |
| Date of death | 15 May 2017(2017-05-15) (aged 89) | | |
| Original team(s) | Camden | | |
| Height | 178 cm (5 ft 10 in) | | |
| Weight | 71 kg (157 lb) | | |
| Playing career1 | | | |
| Years | **Club** | **Games (Goals)** |
| 1949–52 | St Kilda | 17 (8) |
| 1 Playing statistics correct to the end of 1952. | | | |
| Sources: AFL Tables, AustralianFootball.com | | | |


title: Max Mitchell

abstract: Max Mitchell is an American professional football offensive tackle for the New York Jets of the National Football League (NFL). He played college football at Louisiana.

text:
# Max Mitchell

**Max Mitchell** (born October 12, 1999) is an American professional football offensive tackle for the New York Jets of the National Football League (NFL). He played college football at Louisiana.

## Early life

Mitchell grew up in Monroe, Louisiana and attended Neville High School. Mitchell was rated a two-star recruit and committed to play college football at Louisiana over offers from lower-division schools Northwestern State, Arkansas-Monticello, Millsaps, and Ouachita Baptist.

## College career

Mitchell played in all 14 of the Ragin' Cajuns' games as a freshman. He was named a starter going into his sophomore year and started every game for Louisiana. Mitchell started at both left and right tackle as a junior and was named second-team All-Sun Belt Conference. As a senior, he was named first-team All-Sun Belt and a third-team All-American by the Associated Press. After the season, Mitchell received invitations to play in the Senior Bowl and participate in the NFL Combine.

## Professional career

Pre-draft measurables
| Height | Weight | Arm length | Hand span | 40-yard dash | 10-yard split | 20-yard split | 20-yard shuttle | Three-cone drill | Vertical jump | Broad jump | Bench press |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| 6 ft 6+14 in
(1.99 m) | 307 lb
(139 kg) | 33+12 in
(0.85 m) | 10 in
(0.25 m) | 5.32 s | 1.78 s | 3.03 s | 4.65 s | 8.09 s | 25.0 in
(0.64 m) | 8 ft 10 in
(2.69 m) | 21 reps |
| Sources: | | | | | | | | | | | | |

Mitchell was selected in the fourth round, pick 111, of the 2022 NFL draft by the New York Jets. He was named the Jets starting right tackle to begin the season. He started the first four games before suffering a knee injury in Week 4. He was placed on injured reserve on October 8, 2022. He was activated on November 26. He was placed on the non-football injury list on December 7.

## InfoBox

Max Mitchell
| No. 61 – New York Jets | |
| --- | --- |
| Position: | Offensive tackle |
| Personal information | |
| Born: | (1999-10-12) October 12, 1999
Monroe, Louisiana, U.S. |
| Height: | 6 ft 6 in (1.98 m) |
| Weight: | 307 lb (139 kg) |
| Career information | |
| High school: | Neville
(Monroe, Louisiana) |
| College: | Louisiana (2018–2021) |
| NFL draft: | 2022 / round: 4 / pick: 111 |
| Career history | |
|  | |
|  | |
| Roster status: | Active |
| Career highlights and awards | |
|  | |
|  | |
| Career NFL statistics as of Week 3, 2024 | |
| Games played: 20  Games started: 12 | |
|  | |
| Player stats at **PFR** | |
|  | |


title: Maxwell Fry

abstract: Edwin Maxwell Fry, CBE, RA, FRIBA, FRTPI was an English modernist architect, writer and painter. Originally trained in the neo-classical style of architecture, Fry grew to favour the new modernist style, and practised with eminent colleagues including Walter Gropius, Le Corbusier and Pierre Jeanneret. Fry was a major influence on a generation of young architects. Among the younger colleagues with whom he worked was Denys Lasdun. In the 1940s, Fry designed buildings for West African countries that were then part of the British Empire, including Ghana and Nigeria. In the 1950s, he and his wife, the architect Jane Drew, worked for three years with Le Corbusier on an ambitious development to create the new capital city of Punjab at Chandigarh. Fry's works in Britain range from railway stations to private houses to large corporate headquarters. Among his best known works in the UK is the Kensal House flats in Ladbroke Grove, London, designed with Walter Gropius, which was aimed at providing high quality low cost housing, on which Fry and Gropius also collaborated with Elizabeth Denby to set new standards. Fry's writings include critical and descriptive books on town planning and architecture, notably his Art in a Machine Age. His last book was the Autobiographical Sketches of his life from boyhood up to the time of his marriage to Jane Drew.

text:
# Maxwell Fry

**Edwin Maxwell Fry**, CBE, RA, FRIBA, FRTPI (2 August 1899 – 3 September 1987) was an English modernist architect, writer and painter.

Originally trained in the neo-classical style of architecture, Fry grew to favour the new modernist style, and practised with eminent colleagues including Walter Gropius, Le Corbusier and Pierre Jeanneret. Fry was a major influence on a generation of young architects. Among the younger colleagues with whom he worked was Denys Lasdun.

In the 1940s, Fry designed buildings for West African countries that were then part of the British Empire, including Ghana and Nigeria. In the 1950s, he and his wife, the architect Jane Drew, worked for three years with Le Corbusier on an ambitious development to create the new capital city of Punjab at Chandigarh.

Fry's works in Britain range from railway stations to private houses to large corporate headquarters. Among his best known works in the UK is the Kensal House flats in Ladbroke Grove, London, designed with Walter Gropius, which was aimed at providing high quality low cost housing, on which Fry and Gropius also collaborated with Elizabeth Denby to set new standards.

Fry's writings include critical and descriptive books on town planning and architecture, notably his *Art in a Machine Age*. His last book was the *Autobiographical Sketches* of his life from boyhood up to the time of his marriage to Jane Drew.

## Biography

### Early years

Fry was born in Liscard, Cheshire (now Merseyside). He describes his father, Canadian-born Ambrose Fry, as a "business man with all sorts of irons in the fire – chemicals, electricals, old property..."; he mentions living in a terrace house converted by his father overlooking Liverpool Cathedral; and his first job was working in his father's factory, the Liverpool Borax Co. in Edge Street. His mother was Lydia (Lily) Thompson. He had two older sisters, Muriel and Nora, and a younger brother Sydney. To his family and friends he was known as Maxi or Max.

Fry was educated at the Liverpool Institute High School. He served in the King's Liverpool regiment at the end of the First World War. After the war he received an ex-serviceman's grant that enabled him to enter Liverpool University school of architecture in 1920, where he was trained in "the suave neo-Georgian classicism" of Professor Charles Reilly. The curriculum of the course included town planning as an important component, and Fry retained an interest in planning throughout his career. He gained his diploma with distinction in 1923. The next year he worked for a short time in New York before returning to England to join the office of Thomas Adams and F. Longstreth Thompson, specialists in town planning.

His next post was as an assistant in the architect's department of the Southern Railway, where in 1924–1926 he worked on three neo-classically styled railway stations, at Margate, Ramsgate and Dumpton Park, the first two (both in Kent) being Grade II Listed.

In 1926, he married his first wife Ethel Leese (*née* Speakman). She was a divorcee, previously married to Lancashire cricketer Charles Leese (1889–1947), and aged 38 when they married. The marriage was not happy: Max described her as "a too well-bred wife without a frolic in her nature ... with the same determination \[as her mother\] to be well thought of without trying", and he also noted that she was a chain smoker. They had one daughter, Ann Fry.

He returned to Adams and Thompson in 1930 as a partner.

### Modernism

In a 2006 study of Fry in the *Journal of the Society of Architectural Historians*, R. W. Liscombe writes that Fry, frustrated at the prevailing conservatism of British architecture and society, renounced Reilly's neo-classicism in favour of "an independent functionalist design idiom modified from the main German and French progenitors of the modern movement". Liscombe adds that the "austere formalism and social idealism" of continental modernism appealed to Fry's moral outlook and his desire for social change. Fry's biographer Alan Powers writes that the change in Fry's aesthetic views came gradually; he continued to design in the neo-classical style for some years: "As a partner in Adams, Thompson and Fry, he designed a garden village at Kemsley near Sittingbourne in 1929, and a house at Wentworth, Surrey, in 1932, in the refined neo-Georgian style typical of the Liverpool school." Wells Coates, a colleague at Adams, Thompson and Fry tried to enthuse Fry with the example of Le Corbusier, but his conversion to modernism, in Powers's words, "came principally through his membership of the Design and Industries Association, which introduced him to modern German housing. ... \[Fry\] was also influenced by the Congrès Internationaux d'Architecture Moderne, and was closely involved in its English branch, the Modern Architectural Research (MARS) Group, following its establishment in 1933." Even after his espousal of modernism, Fry remained fond of neo-classical architecture, lending his support to a campaign to preserve Nash's Carlton House Terrace in the 1930s.

Fry was one of the few modernist architects working in Britain in the thirties who were British; most were immigrants from continental Europe, where modernism originated. Among them was Walter Gropius, former director of the Bauhaus, who fled from Nazi Germany in 1934 and with whom Fry set up a practice in London in the same year. The partnership lasted until 1936, when Gropius, receiving offers of work from Harvard University, decided to emigrate to the US. Gropius wanted Fry to go with him, saying "your country will be at war", but though Fry agreed, he "could not face the prospect of being a refugee, however honourably accompanied". Among their joint works was Impington Village College, Cambridgeshire: Gropius created the original design, and Fry revised it and supervised construction after Gropius's departure.

Fry first met pioneering social reformer Elizabeth Denby in 1934, whom he described as "a small dynamic woman", at a party in Henry Moore's studio. Denby had a sponsor, Lady Mozelle Sassoon, for the flats – R. E. Sassoon House – they had designed as part of a working-class estate around the Pioneer Health Centre in Peckham, London. As pleasant social housing at minimum cost, Sassoon House became his first collaboration with Denby. He worked again with Denby to create Kensal House, in Ladbroke Grove, London, on a disused corner of land belonging to the Gas Light and Coke Company between the Grand Union Canal and the railway. The project was completed in 1937. Fry opportunistically planned the blocks of flats to curve in front of the site of a disused gasholder which then included a nursery school, and his simple design won the competition for this project. The result was a spacious estate for working-class people with modern shared amenities, which set new standards for its time. Fry admitted in his *Autobiographical Sketches* that during their work together his enthusiasm for their work on the project was for some time indistinguishable from his enthusiasm for her, distracted by the "sad inadequacies" of his own marriage: but he broke up the relationship because he admitted "... I failed publicly to acknowledge her and injured us both irreparably."

Among Fry's well-known buildings of the 1930s are the Sun House, Frognal Lane, Hampstead (1936), and Miramonte in New Malden, Kingston, Surrey (1937). His obituarist for *The Times* wrote of this period that "places in Fry's office were much sought after by the eager young men of the profession. Many who later distinguished themselves passed through it and have never forgotten Fry's early influence on them."

From 1937 to 1942, Fry worked as secretary, with Arthur Korn as chairman, on the governing committee of the MARS group plan for the redevelopment of postwar London, the results of which were outlined in his 1944 work *Fine Building*. The plan was described by Dennis Sharp, one of Fry's collaborators, as "frankly Utopian and Socialistic in concept."

In 1939, Fry became a fellow of the Royal Institute of British Architects.

During the Second World War, he served with the Royal Engineers, ending the war with the rank of major.

### 1940s and postwar

In 1942, recently divorced from his first wife, Fry married the architect Jane Drew, whom he had met during his work on the MARS plan. She shared Fry's zeal for architectural and social modernisation, and they became professional as well as personal partners, establishing Fry, Drew and Partners, which existed from 1946 to 1973. Their first work together was for the British government in its West African colonies. In 1944, Fry was appointed town planning adviser to Lord Swinton, the resident minister of British West Africa; Drew was engaged as Fry's assistant. Their official postings continued until 1946, when Fry and Drew set up in private practice. Although based in London, most of their work for the next few years continued to be in west Africa for the British colonial authorities. The Frys opened an office in Ghana (then known as the Gold Coast) and worked there and in Nigeria, primarily on educational establishments, and often in temporary partnership with other British architects. *The Times* considered Fry's most notable work in West Africa to be the University of Ibadan.

In 1951, Fry and Drew joined an ambitious project to plan and create a new city, Chandigarh. With the partition of India, the Indian part of Punjab needed a new capital. Fry and his wife were responsible for securing Le Corbusier's participation in the project. He had previously declined invitations, but Fry and Drew visited him in Paris and secured his agreement to join them. He took on the designs of the new capital's major governmental and legal buildings and advised on the master plan for the city. Together with Pierre Jeanneret and a team of local architects, the Frys worked within Le Corbusier's plan to create Chandigarh; they spent three years there, designing housing, a hospital, colleges, a health centre, swimming pools and shops.

Both Fry and Drew often collaborated with and were close friends of Ove Arup, the founder of the engineering firm Arup. As Fry, Drew and Partners, the pair's major British commission was the headquarters of Pilkington Glass in St. Helens, Lancashire. The building includes a number of modernist art commissions with works by Victor Pasmore. Fry and Drew took on a number of younger partners, and the practice eventually grew to a considerable size. However, in the view of *The Times*'s obituarist, "in these new circumstances his personal talent somehow became submerged, and the work of the firm that bore his name, though of acceptable quality, was not easy to distinguish from the competent modern work done by many other firms. Fry's originality, and his sparkle as a designer, were far less evident than in his pre-war buildings."

### Later years

Fry was also a painter, writer and a poet. In the 1950s, he frequented the community of Surrealist artists gathered at the villa of William and Noma Copley in Longpont-sur-Orge in the outskirts of Paris. Fry and Drew had among their friends contemporary artists such as Henry Moore, Barbara Hepworth, Ben and Winifred Nicholson, Victor Pasmore and Eduardo Paolozzi; and the author Richard Hughes. Fry was elected ARA in 1966 and advanced to RA in 1972. He exhibited at the Royal Academy Summer Exhibition, had a one-man show in 1974 at the Drian Gallery in London, and continued painting in his retirement. He served on the council of the Royal Institute of British Architects, of which he was vice-president in 1961–2. He was awarded the institute's Royal Gold Medal in 1964. He also served on the Royal Fine Arts Commission and on the council of the Royal Society of Arts. He was appointed CBE in 1955, was elected a corresponding member of the Acádemie Flamande in 1956, and an honorary Fellow of the American Institute of Architects in 1963. He was an honorary LLD of Ibadan University, and towards the end of his life he became Professor of Architecture at the Royal Academy.

On his retirement in 1973, Fry and his wife moved from London to a cottage in Cotherstone, County Durham, where he died in 1987 at the age of 88.

## List of works

## Bibliography

### Books

* (with Thomas Adams, Francis Longstreth Thompson and James W. R. Adams) *Recent Advances in Town Planning*. London: J. & A. Churchill, 1932. OCLC 4377060
* *Fine Building*. London: Faber & Faber, 1944. OCLC 1984391
* (with Jane Drew) *Architecture for Children*. London: George Allen and Unwin, 1944. OCLC 559791804 (Republished 1976 as *Architecture and the Environment*)
* (with Jane Drew and Harry L. Ford) *Village Housing in the Tropics: with special reference to West Africa*. London: Lund Humphries, 1947. OCLC 53579274
* (with Jane Drew) *Tropical Architecture in the Humid Zone*. London: Batsford, 1956. OCLC 718056727
* (with Jane Drew) *Tropical Architecture in the Dry and Humid Zones*. London: Batsford, 1964. OCLC 155707318
* *Art in a Machine Age: A Critique of Contemporary Life through the Medium of Architecture.* London: Methuen, 1969. ISBN 0-416-04080-2
* *Tapestry and Architecture: An Address Given at the Opening of an Exhibition of Tapestries by Miriam Sacks at the Ben Uri Gallery 22 October 1969.* London: Keepsake P., 1970. ISBN 0-901924-09-1
* *Autobiographical Sketches*, London: Elek, 1975. ISBN 0-236-40010-X
* (with Jane Drew) *Architecture and the Environment*, London: George Allen and Unwin, 1976. ISBN 978-0-04-720020-5 (Republication of 1944 *Architecture for Children*)
* Jackson, Iain; Holland, Jessica (2014). *The architecture of Edwin Maxwell Fry and Jane Drew*. Farnham, Surrey: Ashgate Publishing Limited. ISBN 978-1-4094-5198-3.

### Articles

* "African experiment – building for an educational programme in the Gold Coast". London: *The Architectural Review*, No. 677 Vol. CXIII, May 1953, pp. 299–310. OCLC 638313897
* (with Jane Drew) "Chandigarh and Planning Development in India." I. The Plan, by E. Maxwell Fry, II. Housing, by Jane B. Drew. London: *Journal of the Royal Society of Arts*, No.4948, 1 April 1955, Vol.CIII, pp. 315–333. OCLC 34739832

## Further reading


title: Thyreonotus corsicus

abstract: Thyreonotus corsicus is a species belonging to the family Tettigoniidae subfamily Tettigoniinae. It is found in the western Mediterranean from the Iberian Peninsula over the south of France to the southwestern Alps. Isolated populations are found in Corsica and Sardinia.

text:
# Thyreonotus corsicus

***Thyreonotus corsicus*** is a species belonging to the family Tettigoniidae subfamily Tettigoniinae. It is found in the western Mediterranean from the Iberian Peninsula over the south of France to the southwestern Alps. Isolated populations are found in Corsica and Sardinia.

## InfoBox

| *Thyreonotus corsicus* | |
| --- | --- |
|  | |
| *Thyreonotus corsicus*  female, France | |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Orthoptera |
| Suborder: | Ensifera |
| Family: | Tettigoniidae |
| Subfamily: | Tettigoniinae |
| Tribe: | Tettigoniini |
| Genus: | *Thyreonotus* |
| Species: | ***T. corsicus*** |
| Binomial name | |
| ***Thyreonotus corsicus***<br>Rambur, 1838 | |
|


title: Maxwell Zeb Shumba

abstract: Maxwell Shumba is the founding president of the Zimbabwe First Party. He is a former chemistry educator and researcher and a global regulatory chemical compliance expert. He has publications in reputable journals. Shumba taught at Nyatsime College in Mashonaland West, Zimbabwe, where he was Acting Vice Principal, Prince Edward School in Harare and Caprivi Senior Secondary School in Namibia.

text:
# Maxwell Zeb Shumba

**Maxwell Shumba** is the founding president of the Zimbabwe First Party. He is a former chemistry educator and researcher and a global regulatory chemical compliance expert. He has publications in reputable journals . Shumba taught at Nyatsime College in Mashonaland West, Zimbabwe, where he was Acting Vice Principal, Prince Edward School in Harare and Caprivi Senior Secondary School in Namibia.

## Political background

Maxwell Shumba is a former member of National Constitutional Assembly (NCA) in Zimbabwe; when he attended the 28–29 February 1999 People's Working Convention as a delegate at Chitungwiza's Aquatic Center. Dr. Shumba served in MDC-T as Vice Chairman MDC Ohio Branch (USA), Chairman MDC Greater Cincinnati Branch (USA), Chairman of MDC North America Province (NAP) and Chairman of MDC USA Province when NAP changed structure. He also served as Political Strategist to the MDC T President Morgan Tsvangirai.

Shumba has appeared on various radio and print media platforms as a political analyst and critic of Robert Mugabe's government.

He left MDC-T to found the Zimbabwe First Party also known as (ZimFirst).