Search results for ""Fonthill Media Ltd""

The story of Lady Anne Clifford is one of feminine victory in a man's world, the men including King James I, Charles I, Oliver Cromwell and two husbands: the Earl of Dorset, gambler, womaniser and waster, and the Earl of Pembroke, also gambler, womaniser etc. Lady Anne was the third child of George Clifford, Earl of Cumberland, Elizabeth I’s Royal Champion. Henry VIII was Anne's great-great uncle. From the age of ten, Anne was a highly regarded figure at Elizabeth's Court. Her two brothers died in infancy, leaving her sole heiress, but when father died in 1605 his illegal will left all to his younger brother. Lady Anne (aged 15) objected to the will and, rightfully, claimed the estates herself. Kings, archbishops and husbands spent years trying to persuade her that she, a mere female, should think of the greater good of society as God and men had ordered it, give up her claim, and let the men have what was properly theirs. By shrewd moves, sheer determination and faith, Lady Anne outlasted and defeated the lot of them, restored her castles and became the grande dame of the north.

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For over two centuries Japan had been hidden behind a veil of seclusion. This changed in when Commodore Perry arrived in 1853. Unsurprisingly for a world power, Britain was fast to get in on the action. But unknown to the intruders their sudden appearance had accelerated the pace of political change in Japan. The newcomers found themselves increasingly out of their depth in a power struggle that they did not understand. The Shogun and the Emperor were at each other's throats, factions were jockeying for position, and the foreigners were at the centre of it. Britain's first diplomats found themselves the targets of assassins and to their confusion discovered that the Emperor had no legislative power and the Shogun's word was no longer law. Yet with the lessons of the Opium Wars still in recent memory, a slew of British soldiers, ambassadors, interpreters and adventurers attempted to protect imperial interests in Japan without causing outright war. This is the story of the rocky beginning of Anglo-Japanese relations, a story of the ‘wild east’, full of political schemes, Gunboat diplomacy, assassins and samurai, set in the dying days of the Edo period and the twilight of the last Shogun.

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British Army Training Unit Suffield (BATUS) is situated in Alberta, amidst the dry, semi-barren, rugged and undulating Canadian prairie, where the Blackfoot, Cree and Sioux tribes once hunted buffalo and engaged in combat. The training area measures 39 miles west to east and 32 miles north to south, with a total area of 1038 square miles. It is slightly larger than Luxembourg and seven times the size of Salisbury Plain. The prime purpose of BATUS is to provide realistic all-arms, battle group manoeuvre training with live firing. Four major `Prairie Storm' exercises are held every year between April and October, involving infantry, armour, artillery, aviation and support arms. Up to 2500-3000 personnel may be on the ground, along with as many as 1200 vehicles of all types from Main Battle Tanks to 4x4s. BATUS was formally established in 1972; making up for the loss of training areas in Libya in 1969. Right from the start it was envisaged that there would be an Army Air Corps element. The original aircraft were replaced by Westland AH1 Gazelles in 1977, they continue in service 40 years later with 29 (BATUS) Flight, which is now part of 5 Regiment Army Air Corps.

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Born in Birmingham, Steve Winwood was already a semi-professional musician, playing keyboards and guitar, while still at school. As lead vocalist with The Spencer Davis Group, he had had two chart-topping singles by the time he was aged eighteen. In 1967 he formed Traffic, long noted as one of the major British psychedelic groups whose music also borrowed from jazz and folk influences as well as rock and pop. A brief hiatus saw him join forces with Eric Clapton in the short-lived Blind Faith, thereafter returning to Traffic until they disbanded in 1974 (and briefly reformed twenty years later). Throughout his subsequent solo career, he has been much respected on both sides of the Atlantic as a vocalist, all-round musician and regular collaborator with or session player for other artists. This is the first biography for nearly thirty years.

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The biggest success of the Focke Wulf company during the Second World War was the choice of a radial engine for the Fw 190 fighter, in this way avoiding to compete against Messerschmitt for the in line engines. The decision of the Oberkommando der Luftwaffe to assign the few turbojets available to the Messerschmitt and Arado firms and the discovery of the terrible aerodynamic effect known as compressibility buffeting by mid-1942, made the life of fighter designers of the time very interesting. The Kurt Tank team proposed to install a centrifugal turbojet of his design in the nose of an Fw 190 A/3 with the intention of replacing it with a Jumo 004 B when available in 1943. Several designs followed that were able to use all turbojets, turboprops, ramjets and rocket engines, either projected or at their disposal. They constitute the documental foundation of this book. After failing in the TL Jagdfleugzeug contests in March 1943, Volksflugzeug in September 1944 and Hochleitungs Nachtjäger in January 1945, Focke Wulf could finally overcome its competitors with the great Jägernotprogramm design Ta 183. Although it was too late to intervene in the Second World War, it served as inspiration for numerous designs of other countries during the first years of the Cold War.

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'Stations and Lineside Views in and Around London' features photographs taken by retired British Medical Council researcher/author Dr B. W. L. Brooksbank and captions by railway author Peter Tuffrey. The photographs span the last years of steam traction c. 1946 to c.1962 and the book uses the M25 motorway as a parameter to define the London area. All the capital's main line railway stations belonging to the four former constituent railway companies are featured. Over 3,000 negatives were scanned while only approximately 250 photographs have been selected for inclusion to maintain a very high standard and give a real indication of this last gasp of steam. It is remarkable that when good photographic materials were painfully scarce after the Second World Wat that Ben Brooksbank was able to achieve some exceptional results from limited resources. Some of his images from the late 1940s are not only pin sharp but exude an almost palpable atmosphere of Britain's run-down post-war railways. He has captured freight trains, expresses and local trains along with staff carrying out their mundane duties or blatantly hanging off a locomotive cab eager to be caught on camera forever.Ben has photographed many of the railway stations in a dilapidated condition before massive renovation work.

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Plt Off Oliver Ormrod, better known as 'Sonny' to his RAF compatriots due to his youthful appearance, was just four days past his twentieth birthday when he was killed in action after his Hurricane was shot down. During his brief fighting career at Malta in February to April 1942, he was credited with only two enemy aircraft destroyed, although he shared in the destruction of three others. Ormrod also claimed three 'probables' and at least six damaged. A total of a dozen successes at a time when the Hurricane was completely outclassed by Bf 109Fs of JG53, his bravery and valour were recognised by the award of a DFC. Although extracts from Ormrod's diary have appeared in various publications over the years, the editors/authors now offer the complete story of his brief period of combat in the skies over Malta. He was one of many young lives lost in the effort to safeguard Malta and he was there when only Hurricanes were available to combat the Luftwaffe's onslaught. This is his story...

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Thunderbirds, Stingray, Fireball XL5, Captain Scarlet and the Mysterons, UFO and Space:1999 just some of the TV series produced by Gerry and Sylvia Anderson that have thrilled generations of people worldwide from the 1960s right into the 21st Century. As the new series Thunderbirds Are Go! updates the exploits of International Rescue for a new era, Ian Fryer, film historian and editor of Gerry Anderson s official appreciation society magazine, brings an in-depth look into the making of the iconic television shows that inspired it. The background to the making of the Supermarionation series, and the live action science fiction classics that followed, is brought to life along with the turbulent times for British film making in which they were made. A fascinating read for fans of the Anderson puppet and live action series and for anyone interested in film and television history."

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The single-engine Junkers Ju 52 first flew in 1930. Designed and built by the Junkers Aircraft Company of Dessau, Germany, the Ju 52 was originally intended as a cargo aircraft. An upgraded model, the Ju 52/3m, was powered by three engines, excelling as an 18-seat airliner. By the late 1930s, hundreds of the safe and reliable Ju 52/3m were serving with airlines in more than 20 countries, including the prewar British Airways. It was used as a bomber by the reestablished Luftwaffe, particularly in the Spanish Civil War. During the Second World War, the Ju 52/3m was the mainstay of the Luftwaffe transport squadrons. Affectionately known as Faithful Old Annie and Iron Annie, the Ju 52/3m was used during the invasions of Norway, the Low Countries, Crete as well as the resupply of Stalingrad and Rommel s Africa Corps. In all, more than 5,000 were built. After the war, production continued in France and Spain. Amazingly, captured Ju 52/3ms were rebuilt postwar and briefly operated as airliners on domestic routes in Great Britain! Today, about 50 Ju 52/3ms survive, with less than ten flying. The Junkers Ju 52/3m is one of the most significant transport airplanes in the history of aviation."

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As the main interpreter for Adolf Hitler during the key prewar moments, such as the Munich Agreement, the British Declaration of War and the surrender of France, Paul-Otto Schmidt was well placed to record his impressions of events from 1935 up to 1945. He was an interpreter working in the German foreign ministry where he served from 1923 to 1945, and being fluent in English and French he gained respect and was Hitler s usual first choice for the important meetings. During the war years he served as Hitler's interpreter during his meetings with Marshal Philippe Petain and Francisco Franco. After the 1942 Dieppe Raid resulted in thousands of Canadian soldiers captured, Schmidt was in charge of their interrogations. Schmidt s book is helpful in gaining an insight into the minutiae of Third Reich thinking and planning as much as planning went beyond Hitler s will. One classic nugget is from the early morning of 3 September 1939 when Britain issued its ultimatum to Germany, for it was Schmidt who had to hand the translation to Hitler: After an interval which seemed an age, he turned to Ribbentrop, who had remained standing by the window. What now? asked Hitler with a savage look, as though implying that his Foreign Minister had misled him about England s probable reaction. "

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The North Eastern Railway underwent extreme change after the outbreak of war in August 1914. Within months, the company raised its own battalion of men and was the only railway company to do so. The NER also set to work adapting to the changes and requirements the war would bring. Not only would there be a drop in regular passenger traffic levels and increase in freight, transporting both war material and troops, but the workshops formerly used to build locomotives were turned over to making weapons of war. In December 1914, the railway came under attack from the Imperial German Navy, causing damage to the NER's infrastructure and killing several of its men. As the war went on, locomotives and rolling stock were sent to France to help with the enormous logistics required for operations on the Western Front. The planned opening of an electrified railway line for freight went ahead with a brand new fleet of powerful electric locomotives, adding to the company's portfolio of electrification with the electrified Tyneside passenger line and Newcastle Quayside.N ER land was used to build an enormous munitions factory at Darlington and the unprecedented use of women in the work place meant traditionally male-only roles were increasingly seeing women take over and freeing men for military service.Overseas, men of the NER that joined the forces served with honour, but many were not to come home. The North Eastern Railway in the First World War tells the story of one railway's war, of how it continued to operate and adapt, and the men and women who served with the company or left to fight for the country's freedom.

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The story of the Great Liners begins on the Atlantic route between the Old World and the New, between Europe and the United States. It was the most prestigious, most progressive and certainly most competitive ocean liner run of all time. It was on the North Atlantic that the largest, fastest and indeed grandest passenger ships were created. In this book, William Miller concentrates for the most part on these Atlantic superliners. It has been a race, sometimes fierce, that has continued for well over a century. Smaller passenger ships, even ones of 30,000 and 40,000 tons, are for the most part left to other books. The story begins even earlier, in 1889, when Germany's Kaiser Wilhelm II visited his grandmother, Queen Victoria, and attended the British Naval Review at Spithead. The British were more than pleased to show off not only the mightiest naval vessels afloat, but the biggest passenger ships then afloat, namely the 10,000-ton 'Teutonic' of the White Star Line. These ships caught the Kaiser's royal eye. His enthusiasm, his determination and, assuredly, his jealousies were aroused. Her returned to his homeland determined that Germany should have bigger and better ships.The world must know, he theorized, that Imperial Germany had reached new and higher technological heights. To the Kaiser and other envious Germans, the British had, quite simply, had a monopoly on the biggest ships long enough. British engineers and even shipyard crews were recruited, teaching German shipbuilders the key components of a new generation of larger ships. Shipyards at Bremen, Hamburg and Stettin were soon ready. It would all take eight years, however, before the first big German liner would be completed. She would be large enough and fast enough to be dubbed the world's first "super liner". She would only be the biggest vessel built in Germany, but the biggest afloat. The nation's most prominent shipowners, the Hamburg America Line and the North German Lloyd, were both deeply interested. It was the Lloyd, however, which rose first to the occasion. Enthusiastically and optimistically, the first ship was the first of a successive quartet. The illustrious Vulkan Shipyard at Stettin was given the prized contract. Triumph seemed to be in the air! The Kaiser himself went to the launching, on 3 May 1897, of this new Imperial flagship.Designed with four funnels but grouped in pairs, the 655-ft long ship was named 'Kaiser Wilhelm der Grosse', honoring the Emperor's grandfather. With the rattle of chains, the release of the building blocks and then the tumultuous roar as the unfinished hull hit the water, this launching was the beginning of the Atlantic race for supremacy, which would last for some 70 years. Only after the first arrival of the trans-Atlantic jet in October 1958 would the race quiet down. The 'Kaiser Wilhelm der Grosse' was the great beginning, the start of a superb fleet of what has been dubbed "ocean greyhounds" and later aptly called the "floating palaces". Worried and cautious, the normally contented British referred to the brand new Kaiser as a "German monster".

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Silver was the codename for the only quintuple spy of the Second World War, spying for the Italians, Germans, Japanese, Soviets and the British. The Germans awarded him the Iron Cross, Germany s highest military decoration, and paid him 2.5 million in today s money. In reality Silver deceived the Nazis on behalf of the Soviets and the British. In 1942 the Russians decided to share Silver with the British, the only time during the war that the Soviets agreed to such an arrangement. This brought him under the control of Peter Fleming who acted as his spy master. Germans also gave Silver a transmitter which broadcast misleading military information directly to Abwehr headquarters in Berlin. Silver was one of many codenames for a man whose real name was Bhagat Ram Talwar, a Hindu Pathan from the North West Frontier province of then British India. Between 1941 and 1945 Silver made twelve trips from Peshawar to Kabul to supply false information to the Germans, always making the near-200-mile journey on foot over mountain passes and hostile tribal territory.Once when an Afghan nearly rumbled him, he invited him to a curry meal in which he had mixed deadly tiger s whiskers killing the Afghan. "

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From Gazala to Tunisia: 422 Days in the Life of the 2nd Battalion, The Rifle Brigade is the story of the riflemen and their battles of Gazala to the successful end of the North African campaign. These 422 days include the bitter battles of Gazala, the conflict around the Cauldron, the loss of Tobruk before the forced withdrawal with the remainder of the Eighth Army, along the Mediterranean Coast and finally digging in at Alamein. Due to their involvement in the battles around the Alamein Line, the Mine Task Force opened gaps in the Axis defences which allowed British armour to overwhelm the Germans. The riflemen of the 2nd Battalion took on the enemy in the battles at the Mareth Line and Wadi Akirit in Tunisia before joining the First Army in the final conflicts that brought the North African campaign to a successful conclusion. It was this battalion that marched two miles into enemy lines to take occupation of the Snipe position, feeling the full brunt of Rommel's counterattack, before marching back 36 hours later. It has been said that Alamein was the turning point of the war and that Snipe was the turning point of Alamein. This superb book tells all these takes and more in a detailed, powerful and moving account of the 2nd Battalion during its finest 15 months.

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This ground-breaking exploration of the Anglo-Saxon 'Avon valley frontier', combines archaeology and documentary sources, to present a case for remarkable continuity during the Dark Age and Anglo-Saxon period. Based on research in the department of Anglo-Saxon, Norse and Celtic History at Cambridge University, this study explores the evidence of archaeology, chronicles, charters and place-names to analyse the history of the 'Bristol Avon' as a frontier from the 4th to the 11th century. The result is a regional history that mirrors the history of Anglo-Saxon England. It also reveals a striking continuity in the use of the Avon valley as a frontier; the roots of which are discernible in the Late Iron Age. Yet this continuity tells two different 'stories', either side of Bath, which influenced the actions of successor kingdoms over hundreds of years. In this history, Offa, Alfred, Guthrum, Edward the Elder, Athelstan, Edgar and Cnut all played their parts. Even the legendary Arthur and the semi-legendary Vortigern have walk-on parts. What is surprising is that 21st century civil and Church boundaries still reflect this history, which is over 1,500 years old.

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This collection of 168 colour photographs, which date from 1958 to 1967, features the Western Region of B.R., formerly the territory of the Great Western Railway, and its motive power. Bill Reed took the pictures during a number of visits to stations, sheds and to areas offering an attractive vantage point to shoot film. The engines have been pictured at various locations around the Western Region, ranging from; Barmouth and Aberystwyth in north west Wales to Whitland in the south west; Crewe and Wellington in the north east to London Paddington, Oxford and Princes Risborough in the south east. The places one would generally associate with the Western Region are also present and they comprise; Swindon (depot, station and works), Bristol, Exeter, Newton Abbot, Truro and Penzance.Bill has taken photographs of locomotives working on a number of branch lines around the Western Region and these are particularly evocative of the era. They also point to the future, in the form of the Beeching Report, when mass closures occurred eliminating these stations serving the local communities. The branch line stations featured are often deserted and the carriages partially empty.In some instances the stations would never serve many people, but others would lose passengers after the rise in motor car use in the wake of the Second World War. The W.R. attempted to entice passengers to some lines with diesel railcars, also reducing costs, and an example is seen in this collection at Kemble station. The G.W.R. had also tried this tactic with their own railcars and two have been captured at Worcester.

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Napoleon arrived on St Helena in October 1815 aboard the British 74-gun warship HMS Northumberland. For the first six weeks he stayed at the Briars, a property in the Upper Jamestown Valley where he enjoyed the hospitality of the Balcombe family. By the end of December, the re-building work on his destined home, Longwood, was completed, and Napoleon accompanied by his entourage moved there, much to Napoleon's annoyance. He found the site bleak, inhospitable, and considered it conducive to rheumatism. The British Government was paranoid about Napoleon being rescued and maintained a large military presence on the island, and numerous warships anchored offshore. This paranoia extended to the new Governor, Sir Hudson Lowe. He ran a typrannical and petty campaign against the residents at Longwood and had violent arguments with Napoleon, who refused to cooperate with him. This book is one of the best accounts of Napoleon's five-and-a-half years' imprisonment, which ended with his death from a stomach ulcer. It details all of the personalities, Napoleon's household, the domestic arrangements, the island residents, the military residents and the long-standing feud between Plantation House and Longwood. It also covers Betsy Balcombe, the Deadwood Races, Napoleon's habits and his garden and much, much more. The book has eighty colour and black & white illustrations.

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The fuse to the First World War was lit in the Balkans where simmering hatreds exploded into violence. Like a string of firecrackers, these hatreds had been fuelled by attacks on the Turkish Ottoman Empire in the previous few years. From 1911-1912, Italy seized Libya. In 1912, the Balkan states united to drive Turkey out of Europe in the First Balkans War, and in the following year in the Second Balkans War, turned on each other in a division of the spoils which allowed Turkey to retain a foothold in Europe. This was a war of land campaigns, sea battles and amphibious operations in which the new military technology was first used. Submarine and aircraft attacked ships, aircraft made reconnaissance flights and bombed troops while even electronic warfare was used. It also saw mirror images of the events in the First World War; Bulgarians driven from Salonika where an Allied army would later be contained and Turkish troops held back in the Dardanelles, their guns driving off a naval task force. These now forgotten wars were the overture to the First World War and yet they have overtones a century later.The First World War saw echoes of these campaigns in Salonika and especially in the Dardanelles, while the ethnic tensions would erupt into further bloodshed after the Cold War ended as Yugoslavia collapsed during the 1990s.

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Walk the Wall, gaze northwards across hostile territory, man the turrets and milecastles...What was life like for the Roman troops stationed on Hadrian's Wall? Follow the life of one man, a Tungrian soldier, through recruitment, training, garrison duty and war. Focussing on a single point in time and one fort on the Wall, we explore every aspect of military life on this bleak and remote frontier. Where was he born? What did he spend his money on? How did he fight? What did he eat? Did he have lice or fleas? Archaeology and the accounts of ancient writers come together to paint a vivid picture of a soldier on the Wall soon after its completion in AD 130. Historical reconstruction and experimentation fill in the gaps that are left. Step back into the past, step into the marching boots of Tungrian soldiers as they patrol Rome's greatest frontier.

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Cunard, the most famous name in shipping, turns 175 years old in 2015. Cunard began back in 1840 with paddlewheel steamers, but grew and progressed and created some of the largest, fastest and most luxurious liners in their time. The final 'golden age' on the Atlantic run between Europe and North America was in the 1950s when the company slogan 'Getting there was half the fun' seemed so apt. Cunard had twelve liners running Atlantic crossings in 1958 but the same year saw the introduction of the speedy and efficient passenger jet that immediately stole transatlantic travellers. The Cunard 'cast' of the late 1950s includes such celebrated ocean liners such as Queen Mary and Queen Elizabeth as well as others like Mauretania, Caronia, Britannic, Saxonia and small ships including the Media and Parthia. Conquest of the Atlantic: Cunard Liners of the 1950s and 1960s is the story of these great ships that are all still remembered with much fondness and of the life onboard them. Cunard would face furious competition with jet aircraft and by 1969 be reduced to one Atlantic liner, the legendary and iconic Queen Elizabeth 2.

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`Baltimore Streetcar Memories’ is a photographic essay of the Baltimore, Maryland streetcar system. Baltimore was the first United States city to begin regularly scheduled electric railway service in 1885. However, because of technical problems the line had to go back to horse car operation. After Frank J. Sprague developed an electric streetcar powered by an overhead wire for Richmond, Virginia; Baltimore adopted the new system and in 1893 opened the first electric line in the United States to operate on an elevated structure. By 1899, Baltimore streetcar lines, with their unique 5 foot 4½ inch track gauge, were unified by the United Railways and Electric Company which purchased 885 semi-convertible cars with windows that could be raised up for summer operation and lowered for winter operation. Baltimore Transit Company was the third United States system to introduce modern Presidents’ Conference Committee (PCC) cars and at its peak operated the eighth largest fleet of these cars. Although Baltimore’s streetcars made their last run in 1963, a new light rail system opened in 1992. `Baltimore Streetcar Memories’ documents the city’s street railway era.

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As before, events alter the manner in which entries are recorded and here we see a change in style and emphasis as problems with his son, Edward, and the murder of Mr Rens figure prominently in Francis' life. Indeed, it seems that the gap in the diaries from June 1830 to January 1832 may be due to the depression that Francis suffers as he fears that his son will not be able to fulfil the ambitions of a loving father.

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Mr Rens' murderer is carted off to Gloucester but Francis is still beset by problems. A fellow magistrate, Richard Ford, even manages to profit from them. Francis and Richard's long-term but mutually antagonistic friendship suffers a blow when in 1834, at a meeting of the Stow Savings Bank, Mr Baillie makes a personal attack on Francis, and Charles Pole. Canon Ford has something to do with it and the 'Baillie' affair is set to blow up out of all proportion.

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In his forties Francis Witts enjoyed a leisurely lifestyle and by 1825 he was reporting on Parliamentary affairs in detail and reviewing the many books he read, but this declined as his magisterial duties grew. This volume sees many deaths and, as a consequence, Francis becomes the head of his family. However his expectations of inheritance are dashed as his line is excluded in favour of his Uncle Ferdinand's children and grandchildren. Even worse, a debt of GBP800 is called in!

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A meticulously researched new history of the Essex Yeomanry, a volunteer cavalry and artillery regiment, from its inception in the late eighteenth century through two world wars

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A history of the first two decades of the Air National Guard as it evolved from a post-war flying club for WW2 veterans to an operational force integral to U.S. aerial strength.

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A comprehensive operational and technical account of the Luftwaffe's famous Zerstörer, from its inception as a new type of combat aircraft to its service on all fronts in defence of the Reich.

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Pearl Jam: Song by Song offers a deep dive into the meaning and themes in Pearl Jam's music, exploring their evolution through the different eras of the band, while documenting definitive live performances and celebrating the transformative relationship between Pearl Jam and their audience.

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A remarkable eighty-year adventure spanning the golden age of twentieth-century mechanical and motor-vehicle engineering. Born into an ecclesiastical family, Harry Varley had a burning ambition to be the best engineer he could. He was one of the three-man team that designed the iconic 3-litre Bentley and fifty-seven years later he created a new engine for the same car. A skilled draughtsman and designer, he worked at multiple companies on cars, aircraft, and agricultural machinery. He designed the badge which appears on every Vauxhall, a revolutionary internal-combustion-engine piston and was employed on projects at Cubitt, Crossley and Streamline Cars. On secondment in the Second World War, he helped develop the largest diesel engine made by Perkins Engines, balloon winches and gun mountings, finishing at Rolls-Royce where he retired as chief planning engineer. The design and manufacture of his Varley engine took nine years of grit and determination. Having received reports that it had achieved its design objectives, he died aged ninety-three, his life's work complete.

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Many Freemasons have made the world a better place, while some have been villainous criminals. Members of the Craft have developed forensic science, solved famous crimes and invented all manner of things. Several members of the Royal Family have also been members. Masons have been very active in the criminal justice system, both as 'goodies' and 'baddies': it was a mason who formed the Special Branch to fight terrorism and another who brought the Moors Murders to an end. In some cases, such as the Cleveland Street Scandal, masons found themselves on both sides of the law. The medical profession is also well represented in lodges. Happily, it was a member of the Craft who rescued the Elephant Man, while another masonic doctor was the first to identify an occupational cancer. On the other side of the coin, there have been several evil masonic doctors who committed murder, and one masonic surgeon may have committed regicide, although his motives were merciful. This tells the stories of weird and wonderful masons too - celebrities, film makers, soldiers, explorers, world-famous businessmen, politicians, forgers and scoundrels. There are masons of every character, and all are covered in this book.

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Robbie Williams: Song by Song is your ultimate guide to the music of the king of Britpop. From his famous track 'Angels' to his festive single 'Candy', his Swing albums and electro experiences, discover how Robbie has explored many musical styles. With 30 years of career and 11 albums, Robbie recorded more than 500 tracks.

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R. J. Mitchell at Supermarine is the definitive account of the life of Britain’s best-known aeronautical engineer. Shelton calls upon unpublished letters, extensive press accounts, and updated material from his previous publications, concentrating particularly on the harsh conditions of Mitchell’s apprentice years, the precarious state of the aircraft firm he joined, and moments of good fortune of which he took advantage. He was a ‘chancer’ as well as a methodical developer of, mainly, slow flying seaplanes. Mitchell’s progress from draughtsman, with no formal training in aeronautical design, to internationally known chief designer is charted through a chronological study of his designs, revealing a formidable work ethic with a complex personality that combined ‘dreams and common sense’. It will also be shown how the success of his high-speed Schneider Trophy designs propelled him reluctantly into public attention and how his anxiety for his pilots’ safety matched an equal concern that his designs should not let down an expectant nation. Later expectations on him to produce a ‘killer fighter’ were equally daunting, and the outcome was often uncertain, but details of colleagues’ accounts highlight the essential and unique contribution of R.J.’s experience and drive to the eventual appearance of the iconic Spitfire.

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In the years between about 1810 and 1840, Edinburgh—long and affectionately known as ‘Auld Reekie’—came to think of itself and be widely regarded as something else: the city became ‘Modern Athens’, an epithet later turned to ‘the Athens of the North’. The phrase is very well-known. It is also much used by those who have little understanding of the often confused and contradictory messages hidden within the apparent convenience of a trite or hackneyed term that conceals a myriad of nuanced meanings. This book examines the circumstances underlying a remarkable change in perception of a place and an age. It looks in detail at the ‘when’, the ‘by whom’, the ‘why’, the ‘how’, and the ‘with what consequences’ of this most interesting, if extremely complex, transformation of one city into an image—physical or spiritual, or both—of another. A very broad range of evidence is drawn upon, the story having not only topographical, artistic, and architectural dimensions but also social, cerebral, and philosophical ones. Edinburgh may well have been considered ‘Athenian’. But, in essence, it remained what it had always been. Maybe, however, for a brief period it was really a sort of hybrid: ‘Auld Greekie’.

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Craig Reedie came from a love of badminton. His efforts for his sport included the building of its own six-court hall and official offices. For the International Federation, he resolved major political issues and worked for the inclusion of the sport in the Olympic Program. For the BOA, he helped a change in the structure of British sport and the organization of bids to host the Olympic Games. Seven years of organization led to the successful 2012 London Games. A member of the IOC since 1994, he became president of WADA, facing the Russian doping issues.

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Focusing on the 1990s as a decade of change, all of the collieries and most of the coal fired power stations of that era have now gone. During that decade I made a point of photographing the collieries and power stations, and the trains that moved the coal, and so amassed a large collection of photographs. Being Worksop-based through my railway career, I am able to describe a potted history of Worksop Depot which opened in 1991, commencing with a brief look at the area in the late 1980s and into the 1990s. The run-up to the privatisation of the railways is followed by the new freight companies which brought changes in coal operations, before the wholesale decline in coal production. There are images taken in the Nott's, Derbyshire, Yorkshire, Leicestershire, and Staffordshire coalfields. Brief descriptions of each colliery and power station illustrated are given, with maps to show their location, along with power station track diagrams, tables, and coal plans to show where power station coal originated. The book concludes with a few instances of locations that Worksop-based drivers served.

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This work tells the full story of the weapons, including fighter-planes, tanks, ships, and guns, that America produced during the war to defeat the Axis powers, and how they were "sold" to those at home through the countless advertisements that appeared in popular magazines. Though well-known companies such as General Motors, Ford, Kelvinator, and B.F. Goodrich, and a whole host of others, could no longer sell their products to consumers, they instead turned their factories towards supplying the Arsenal of Democracy. In order to keep their names in the public spotlight, these companies advertised in great detail the weapons they were building; Cadillac touted its efforts in supplying components for Sherman tanks and P-38 Lightning fighters, Ford no longer built cars in Detroit, but B-24 Liberator bombers and Jeeps, while the home appliance company Kelvinator built aircraft components and flame-throwers. The story behind these advertisements, many of them stunning visuals which are here reproduced in color, is a unique aspect of World War II history that will both surprise and delight.

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'The Confessions of a Phantom Pilot' is the true story of a young RAF pilot who gets his dream to fly the old dirty workhorse fighter of the Cold War. From the first flight where he thought the jet was trying to kill him, through to his final trip of leading eight aeroplanes on a front line fighter squadron, you will relive his thoughts, feelings and anxieties as he stumbles his way through each flight relying on a bit of skill and a lot of blind luck. In essence, it is a love letter to the Phantom from a star-struck boy who felt like he was way out of his depth at the beginning of their affair. You will share stories of the outrageous drinking culture that was a major part of Cold War front-line operations, and marvel at how he didn't do himself some serious damage either in or out of the cockpit. This is how it feels to be a front-line fighter pilot - the triumphs and the disasters are all laid out here in a completely open and honest way as the author looks back with a certain sense of nostalgia and mild embarrassment. What a blast though!

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The Soviet Air Force had just started to re-equip with modern fighters when the Germans opened Operation Barbarossa, the invasion of the Soviet Union. Hundreds of fighters were destroyed in the first few days, but many of these were obsolete biplanes and monoplanes. The remaining fighters, including more modern types such as the MiG-3 and LaGG-3, tried to stem the Nazi advance. This book details the development of the Red Air Force fighters, from the dark days of Operation Barbarossa, to eventual triumph over the ruins of Berlin. Starting with obsolete aircraft such as the Polikarpov biplane and monoplane fighters, the Soviets then settled on two main lines of development; the inline-engined LaGG-3 and its radial-engined derivatives, the La-5 and La-7, and the inline-engined Yakovlev fighters, which were produced in greater numbers than any other series of fighters. Not only are these aircraft described in great detail, but experimental fighters are also dealt with. In addition to the descriptions, accurate colour profiles are provided illustrating the evolution of these aircraft in terms of design, camouflage, and markings. From the fixed undercarriage I-15bis biplane of the beginning of the Great Patriotic War, to the superb La-7 and Yak-3 fighters of the last year of the war, the fighters of the Red Air Force are all covered in this comprehensive book.

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‘Passengers’ is a social history of Britain between 1790 and 1840. This is the period of the Napoleonic War and of rapid technological change and social tension. It was a contradictory age, simultaneously the elegant era of Jane Austen and the inspiration for Charles Dickens’s work on poverty and injustice. The book has an initial focus on transport and hospitality, but it is also a wider portrait of this important but neglected period of British history. The author covers all aspects of the period-work, law, technology, finance, politics, poverty and crime are the most prominent. The inn and the stagecoach were some of the few places that the different classes met and co-existed in a country that was stratified and deferential. The poor served the transport and hospitality system, the middle classes used it and the ruling classes profited from it. The life of women is an important part of this book; they worked at levels in the travel and hospitality industries.This is everybody’s story, an exposition of real places and real people in a society that was ‘on the move’, in all senses of the phrase.

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In 1793, George Macartney introduced two of the leading empires of his age, and set off one of the greatest power shifts in history. ‘Kowtow: Georgian Britain, Imperial China and the Irishman who Introduced Them’ tells the story of Macartney, Britain's first Ambassador to China, and his career that spanned the globe, from the Caribbean to India, from Brazil to Indonesia, and then finally through China to Peking. Kowtow explains why Macartney’s embassy was needed, and examines the nature and personalities of the Ambassador and his imperial host, the Emperor Qianlong. The reader will journey with Macartney across the world into Peking’s Summer Palace, before crossing over the Great Wall to Qianlong’s summer hunting grounds in Rehe. The story of the Macartney mission provides significant lessons for modern diplomatic engagements and trade relations, and still causes great reverberations today. As a result, his mission represents one of the major missed opportunities in history and the challenges faced by Macartney still finds echoes in relations between China and the West.

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First flown in May 1936, the Fieseler Fi 156, or, as it was better known, Storch (Stork), was designed in answer to a request from the German Luftwaffe for a short range reconnaissance aircraft. For its time, the Fi 156 had amazing performance and flight characteristics, what today is known as STOL (Short Take-Off and Landing). It could take-off from a lawn considerably smaller than a football field. During the Second World War, the ubiquitous Storch was the airborne eyes of the German Wehrmacht (Army), also being used on daring rescue missions, including the rescue of the Italian dictator Mussolini. The last flight out of Berlin was made in a Storch. Many were sold to Germany's allies, while one was used by Churchill after D-Day to observe the progress of the invasion. Others were used by the RAF as squadron 'hacks', with one being flown off an aircraft carrier. The STOL concept was copied by many countries, including France, Japan and the USSR. Post-war, production continued in Czechoslovakia, France and Romania, with more than 3,000 being built. Some are still flying.

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As a very young boy in the Second World War the seeds were sown to fly in the blue sky. Terry made up his young mind with great determination to reach for that sky in a ‘Spitfire’. He joined the RAF as a pilot but twists of fate caused him to become a nuclear bomber pilot. It was RAF policy not to change from that complicated role to another and yet he pushed for change; became an instructor and as a display pilot he made his final move to the single seat air defence Lightning. He instructed on the Lightning and commanded two squadrons. Terry’s original dream came true and he reached the pinnacle of his ambition but it was complicated in a way that he had not envisaged. There were dangerous incidents, the loss of friends, the 31 moves of his family and the politics associated with senior rank. At the outset he had not understood the demands of a Cold War or the need for him to sail the major oceans of the world with a sea-going admiral and become his intelligence officer. The eventual compensation was a promotion and a two year tour on a tropical island with his family.

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This volume of the Worthington Families of the Seventeenth Century covers the lines in Lancashire but also elsewhere in the world where their ancestry has been traced back to Lancashire; three in Lincolnshire, one in Warwickshire, one in Middlesex and one in Maryland, America. Volume 2 will cover the remaining lines. Over a period of more than ten years members of the 17th Century Project researched original written documents, microfilms, microfiche images and online databases which resulted in the accumulation of over two thousand eight hundred references to Worthingtons from 1560 to 1730. These were entered into ten volumes of one hundred pages each as a Register of Worthington References. From these references over sixty pedigrees were produced of which thirty two are covered in this volume. Each chapter deals with one pedigree and each person within the pedigree has an individual article devoted to them. In addition to the pedigrees there are seventy six illustrations. As an academic reference work this book is commended to the leading genealogical libraries of the world and to individuals who are researching their Worthington ancestors.

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Ocean liners conjure up an instant image of luxury. The great salons and smoking room, the suites, the staterooms and even the indoor swimming pools. This book will look at a century or so of the decor of ocean liners. It begins with the likes of the 'Mauretania', commissioned in 1907, and shows the Edwardian flourish and finery-the palm court days. We move into the 1920s & '30s, to Art Nouveau, German Bauhaus and of course the high glamour of Art Deco. Ships include the 'Paris', the innovative 'Ile de France', the 'Bremen' and the stunning 'Normandie' and 'Queen Mary'. Then there is post-war moderne, 'mid century' as it is dubbed today, and finally the contemporary of the current cruise generation-the floating resorts.

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The Knight's Cross of the Iron Cross, to give it its full name, owes its origins to the Pour le Merite (Blue Max), an imperial award dating back to 1740. The Complete Knight's Cross is the only book to tell the story of all 7,364 men who were awarded it (including all the disputed awards). The book has over 200 photos of holders of the medal and over 100 photos of their graves. Volume One deals with 1939-41 (numbers 1-1267) and is subtitled The Years of Victory. Volume Two deals with 1942-43 (numbers 1268-3685) and is subtitled The Years of Stalemate. Volume Three deals with 1944-45 (numbers 3686-7364) and is subtitled The Years of Defeat. The recipients are listed in the order of the date of award. Each entry starts with the recipients rank and name, followed by details of the action or actions for witch they were awarded it. Other interesting facts and stories are also included for many of them. Finally their burial locations, where known are given. Any higher awards (Oak Leaves, Swords, Diamonds and the ultimate Golden award) are also covered.

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In 1806, the Holy Roman Empire ceased to exist when Francis II became Emperor of Austria. 112 years later, the Habsburg empire collapsed after the First World War after surviving many tribulations. During the year of revolutions in 1848 the much-loved but incompetent Emperor Ferdinand had abdicated in favour of his young nephew Francis Joseph. His long reign was marked by defeat in several wars, family tragedies and scandals including the execution of his brother Maximilian, Emperor of Mexico, the suicide of his son Crown Prince Rudolf, and the assassinations of his wife Empress Elizabeth, and nephew Francis Ferdinand. He was succeeded in 1916 by the succession of his great-nephew Charles, who abdicated in 1918 and died after two unsuccessful attempts to regain the throne of Hungary, but his eldest son Otto remained head of the family and Member of the European Parliament for twenty years. This book looks at the final chapter of the Habsburgs, from the Napoleonic era to the age of the dictators and post-war Europe.

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Greater Manchester covers an area of 493 square miles and is a diverse part of North West England, it is home to 2.8 million people. At its heart is the vibrant and ever-changing City of Manchester, the large conurbation having borders with Lancashire, West Yorkshire, Derbyshire, Cheshire and Merseyside. It has a complex, varied and historic heavy rail network that contains ninety-six stations on a 142 mile network, part of which was the first passenger railway in the World. Greater Manchester is also home to the largest light rail system in the UK – The Metrolink Tram system has a current network of 57 miles and 93 stops, its expansion has aided some traffic reduction in an area that has the highest percentage of Motorway network than any other county in the UK. Network Greater Manchester is a detailed photographic journey over the system that chronicles the constantly changing scene since the late 1970’s to the present day and illustrates how the services, rolling stock and infrastructure have changed with the passage of time.

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In 1993 Ewen Southby-Tailyour joined the British Foreign Office for duties with the European Community Monitoring Mission. He was also tasked, informally, by MI6 to report on a few characters. Monitoring the cease-fire violations along the Confrontation Line between Croatia and the Republic of Serbian Krajina plus the humanitarian and economic issues for the regeneration of Dalmatia were professionally satisfying; as were a covert beach reconnaissance, interviewing war criminals and pacing the length of a ‘secret’ airfield that was eventually used by US Predator unmanned surveillance aircraft to support Croatia’s ethnic cleansing of all Serbs from Krajina. Closing in on hard evidence that Germany and the US were breaking UN Arms Embargo 713 the author was caught in the diplomatic cross-fire between the Greeks, who supported Serbia and the French who supported Croatia. To prevent the French knowing of any illicit arms embargo he was order by the Greeks to falsify his reports. He resigned from the mission. This is a thought-provoking, disturbing tale of deceit and duplicity between European countries (and, notably, the US) all supposedly supporting a common cause—peace in the Balkans—but, in effect, helping to ethnically cleanse 200,000 Serbs from their 500 year-old homeland.

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