Romain Poirot-Lellig (born in 1978) is a French entrepreneur, author, policy advisor and former diplomat. He is currently the Founder & CEO of Africa Delivery Technologies, the company behind a French/Nigerian mobility platform trading as Kwik Delivery.

A French entrepreneur in West Africa, he has past experience as a venture capital fundraiser, diplomat, policy advisor and author specialized in international affairs, public affairs and business development in Europe and Sub-Saharan Africa. He also taught international relations at Sciences Po Paris from 2010 to 2018.

Biography
Since 2018, Romain Poirot-Lellig has been the Founder & CEO of a French/Nigerian startup company named Africa Delivery Technologies and trading in Nigeria under the name Kwik Delivery.

From 2010 to 2018, Romain Poirot-Lellig worked as the lobbyist of French videogames company Ubisoft for France and the European Commission while working as a project finance consultant on energy projects.

From early 2008 to end of 2010, Romain Poirot-Lellig worked in Kabul, Afghanistan mostly as political advisor to two successive European Union Special Representatives. He worked briefly at the French Prime minister's Secretariat général de la défense nationale from 2007 to 2008 as NATO Desk Officer.

From 2005 to 2008, he was adviser for public policy to the President of Ubisoft Entertainment S.A. As such, he was instrumental, from the private sector side, in negotiating a digital production tax credit voted by French Parliament and approved by the European Commission.

From 2001, he working as a consultant providing financial advisory such as fundraising, business development and finance services to infrastructure, high-tech and media companies in Asia and Europe.

Prior to that, Romain Poirot-Lellig was a journalist for leading French newspapers, including La Tribune and Paris Match from 1996 to 2000.

He received a master's degree in International Affairs and international security from the Institut d’Etudes Politiques de Paris and a master's degree in Corporate Management from the Université Paris IX Dauphine.

He has been a co-founder and Executive Director of Association des Producteurs d’Oeuvres Multimédia (APOM, now SNJV), an interactive media trade group, from 2001 to 2005, as well as a Founder and Board Member of the EGDF, its European equivalent, from 2003 to 2005.

With former French ambassador in Afghanistan Jean d'Amécourt, he co-authored "Diplomate en guerre à Kaboul", a first-hand behind-the-scenes account of the pivotal years of the international coalition in Afghanistan published by Robert Laffont. The book was awarded the "Prix de la Légion d'Honneur" for 2013.

References

External links
 Romain Poirot-Lellig - Site perso
 Afghanistan : Retour sur les enjeux d'une guerre Op-Ed on the political end-game in Afghanistan - Rue89 - 09/01/2010
 Sarkozy recalé à l'examen d'aptitude en politique étrangère - Op-Ed on French foreign policy - Rue89 - 03/02/2011
 En Crimée, nous payons le prix de nos erreurs - Op-Ed on Crimea Crisis - Rue89 - 21/03/2014

 Romain Poirot-Lellig at MobyGames
 Romain Poirot-Lellig’s biography at Transmediale 05
 Romain Poirot-Lellig’s biography at IDATE 27th International Conference
 Diplomate en guerre à Kaboul on amazon.fr

Living people
1978 births


Figure skating at the 2010 Winter Olympics was held at the Pacific Coliseum in Vancouver, British Columbia, Canada. The events took place between 14 and 27 February 2010.

Shen Xue and Zhao Hongbo (CHN) won the gold medal in the pairs skating. This was the first time since 1960 that a Russian, Soviet, or Unified Team (CIS) flagged team did not win the gold medal.

Qualification

Skater eligibility
To be eligible for the 2010 Winter Games, skaters needed to be older than fifteen as of July 1, 2009 and had to be a citizen of the country they were representing. Unlike qualification rules for International Skating Union events, in the case of a pair or ice dance couple, both skaters were required to be citizens of the country they represented in competition. In addition, International Olympic Committee (IOC) rules required that at least three years had passed since the competitor(s) last represented another country in competition.

Skater qualification
There was no individual athlete qualification to the Olympics; the choice of which athlete(s) to send to the Games was left to the discretion of each country's National Olympic Committee (NOC).

Country qualification

The number of entries for the figure skating events at the Olympic Games was limited by a quota set by the IOC. There were 30 skaters in the disciplines of ladies' and men's singles, 20 pairs, and 24 ice dance couples.

Countries could qualify entries to the 2010 Winter Olympics in two different ways. The host country was guaranteed one spot in each event, if it had not already qualified an entry in that event. Every discipline qualified separately.

The majority of the country qualification took place at the 2009 World Figure Skating Championships, where countries qualified up to three entries in each discipline. The number of multiple entries was the same as usual for the World Championships; countries who earned multiple spots to the Olympics also earned multiple spots to the 2010 World Figure Skating Championships.

The multiple spots qualification to the Olympics from the World Championships was as follows:

The placement score did not directly correlate to the placement rank. In ice dance, if a couple did not qualify for the original dance from the compulsories, they were assigned 20 points. If an ice dance couple did not qualify for the free dance, or if a singles skater or pairs team did not qualify for the free skate, they were assigned 18 points. If a skater or team competed in the free skate or free dance and placed lower than 16, they were assigned 16 points. For those placing above 16th, the placement rank was the same as the placement score.

The results of the 2009 World Championships determined 83 total spots: 24 entries in each singles discipline, 16 in pairs, and 19 in ice dance. The available spots were awarded consecutively on moving down the results list, with the multiple spots being awarded first.

The remainder of the spots were filled at the 2009 Nebelhorn Trophy, held in the fall of 2009. Countries who had already earned an entry to the Olympics were not allowed to qualify more entries at this final qualifying competition.

If a country declined to use one or more of its spots, the vacated spot was awarded based on the results of the Nebelhorn Trophy.

Competition schedule

All times are Pacific Standard Time (UTC-8).

Medal summary

Events

Medal table

Entries

Records and firsts
The following new ISU best scores were set during this competition:

Other records and firsts:

Kim Yuna's gold medal was South Korea's first Olympic medal in figure skating.
Daisuke Takahashi's bronze medal was Japan's first Olympic medal in the men's event.
The pairs team of Shen Xue and Zhao Hongbo won China's first gold medal in figure skating, ending the twelve Olympics winning streak by Soviet and Russian pairs.
Canadians Tessa Virtue and Scott Moir became the first North American couple to win the ice dance title, ending Europe's 34-year streak. They were the youngest skaters ever to win the ice dance title (aged 20 and 22 years, respectively). They were also the first former World Junior Champion ice dance couple to win the Olympic gold medal, the first ice dance couple to win gold in an Olympic debut, and the first to win an Olympic gold medal on home ice.
Mao Asada (JPN) set a number of triple Axel firsts and records for the ladies' competition:
first to land a triple Axel during an Olympic short program;
first to perform a triple Axel as part of a jump combination in any Olympic figure skating program;
first to land multiple triple Axels during an Olympic competition;
first to land multiple triple Axels during a single program in any competition;
first to land three triple Axels in any competition;
set an Olympic record (and tied world record) for one triple Axel for short program;
set a world record for two triple Axels for free program;
set a world record for three triple Axels in the same competition.

Participating NOCs
Thirty-one nations contributed figure skaters to the events at Vancouver.

References

External links

 Vancouver 2010: Figure Skating
  (See Rule 378 on p. 31 and Rule 400 on p. 36.)
Vancouver 2010 Olympic Winter Games Competition Schedule v12

2010 Winter Olympics events
2010
2010 in figure skating
Winter Olympics


Barry Docks () is a port facility in the town of Barry, Vale of Glamorgan, Wales, a few miles southwest of Cardiff on the north shore of the Bristol Channel. The docks were opened in 1889 by David Davies and John Cory as an alternative to the congested and expensive Cardiff Docks to ship coal carried by rail from the South Wales Coalfield. The principal engineer was John Wolfe Barry, assisted by Thomas Forster Brown and Henry Marc Brunel, son of the famous engineer Isambard Kingdom Brunel.

The docks occupy the former sound between Barry Island and the mainland. The contractors built dams to connect each end of the island to the mainland, drained or pumped the water from the site and excavated it. They used the material to level the area around the docks and for the core of breakwaters to protect the entrance. The works included a basin with gates at each end, which served as a lock between the sea entrance and the docks, the dock walls and quays, coal loading equipment and railways to deliver coal from the mines to the docks. A second dock and second entrance lock were added in 1898. The Barry Dock Offices were built in 1897–1900 by the architect Arthur E. Bell.

In 1909, about 8,000 women and 10,000 men were employed in the docks. By 1913, the docks were the busiest coal port in the world, exporting  at their peak. Coal exports declined after World War I (1914–1918). Strikes and the Great Depression of the 1930s caused further problems. The docks proved useful during World War II (1939–1945); they were nationalised soon after the war ended. The Geest company used the docks to import West Indian bananas from 1959 until the 1980s. From 1957, many obsolete railway wagons were scrapped and cut up at the former West Pond site between Barry and Barry Island. From 1959, many steam locomotives were withdrawn from service and stored on sidings beside West Pond sidings area and more than 200 of them were recovered by enthusiasts for conservation or restoration.

Parts of the docks have since become industrial estates such as the Atlantic Trading Estate. The area around the first dock, now called The Waterfront, has been redeveloped for residential and commercial use. The second dock is still active and generally handles chemicals and timber.

Location

Barry is situated on the north shore of the Bristol Channel, a few miles southwest of Cardiff.

Before the docks were created, Barry Sound lay between Barry Island and the mainland, sheltered from storms by the island and by Friar's Point. It had been a port since medieval times. The island was about  long and  wide, with a height of  above mean sea level. The mainland slopes up to the north, so the sound was well sheltered from the wind. No rivers or streams ran into the sound.

The Bristol Channel is known for its tidal range. During normal spring tides there is a range in water level of , and during normal neap tides a range of , but tides can peak at around . When this happens, seawater flows into Barry Docks over the top surface of the hollow sections of the lock gates, and flows back over them as the tide falls. At low water during spring tides, there is a depth of  at a distance of  from the site of the dock entrance.

Background
For most of the 19th century Cardiff was the main port for exporting South Wales coal. Cardiff shipped  of coal in 1859,  in 1867 and  of coal in 1889. John Crichton-Stuart, 2nd Marquess of Bute (1793–1848) had built the Cardiff Docks, which remained in the possession of his son. Other coal mine owners had no choice but to use these docks and the Taff Vale Railway to export their product under terms dictated by Bute. They complained about delays and congestion at the port, and said that Bute was charging extortionate fees.

A scheme to build a dock at Barry dated back as early as 1865, when John Thomas, a retired farmer of Barry Island, proposed a Glamorgan Coast Railroad to link Pencoed, Llansannor, Cowbridge and Aberthaw with Barry, and a further line to Cogan, where Penarth Dock and the Grangetown line to Cardiff were already under construction. Thomas proposed building a dock accessed by the railway for export of coal, iron and limestone, and import of hay, grain and vegetables for the mining districts. The idea was also attractive to railway developers of the period. The Ogmore Valley Railway Company wanted to increase revenue by carrying coal for shipment to the docks at Cardiff and Penarth. H. Voss, the engineer of the Ely Valley Railway Company and the Great Western Railway, also saw its commercial potential, and made a proposal to Jenner of Wenvoe Castle to build a dock at Barry, the largest in the district, which would be connected by rail to Peterston-super-Ely on the main South Wales line.

Jenner was granted permission to extend the railway through a series of acts in 1866, including the Barry Railway Alteration Act and the Barry Railway Extension Act which authorised the building of a narrow-gauge (4 ft-8½in) line from Barry to Cogan, joining the line to Cardiff. The Barry Harbour Act authorised another company to build a  quay extending from where Buttrills Brook entered the old dock near the northwest end of the present No.1 dock. The act permitted the deepening of Cadoxton River, which entered the sea at Cold Knap, to allow for large ships to reach the quay, and the Barry Railway Company and the Barry Harbour Company were established. However, the plan was never realised. Jenner made another attempt in 1868. It failed because he did not attract support from the coal traders, who preferred to operate in Cardiff.

Jenner dropped the idea after the Bute Dock Act of 1874 allowed an additional dock at Cardiff, but the movement to build a dock at Barry continued to gain momentum, this time by the Plymouth Estate trustees, major landowners in Glamorgan who advocated the building of the railway from Barry to Cogan. They proposed the Penarth, Sully and Cadoxton Railway Bill, which was approved by Parliament as the Penarth Extension Railway Act in 1876. They extended the line privately, opening it on 20 February 1878.

Construction

Project launch

In 1883 a group of mine owners applied for parliamentary permission to build a dock at Barry and a new railway to serve it. Barry Sound was a natural choice for the dock site since comparatively little excavation was needed. David Davies and John Cory were spokesmen for the group. Davies, son of a small farmer in Montgomeryshire, was the founder of the Ocean Coal Company. He was the leader of the Rhondda mine owners, and was already experienced in railway construction. Cory was establishing a network of coal bunkering depots around the world. At first rejected, the group won permission for the port and railway in August 1884. On 14 November 1884 a group of ship and mine owners "trudged out to Castleland Point—near the later Dock Offices—to dig a small hole in the ground with the aid of a ceremonial spade, a wheelbarrow and a plentiful supply of planking to keep the autumn mud off their shoes."

The lead engineer was John Wolfe Barry, assisted by Thomas Forster Brown and Henry Marc Brunel, son of the famous engineer Isambard Kingdom Brunel. John Robinson was the resident engineer and the works were built by T.A. Walker. Barry was the son of the architect Charles Barry, and was the engineer of Tower Bridge, Surrey Commercial Docks, Natal Harbour and many other major works. Houses were built for the construction workers that would be used by the dockworkers after the docks had been opened. Labourers and shopkeepers began to flood into the area.

Dams and excavation

Before construction could start, the site of the dock and quays, covering , had to be clear of water. Three dams were built from the island to the mainland. The centre dam divided the dock area in half, another was further west and a third dam extended east across what would be the entrance. The two outer dams completely closed off the site from the sea. The centre dam was built without much difficulty by simply tipping material to form an embankment, although some of the earth sank into the mud, so more had to be added.

The western dam caused much more trouble, since it rested on mud that varied in depth to upwards of . The ends of the dam were formed by tipping earth from wagons run out from the mainland and the island. In the centre, the earth sank into the deep mud and slid away with it. A viaduct of timber piles was built across the gap, to carry loaded trucks from which the earth was thrown out. As the ends approached each other, the tide current was too fast. The contractor twice tried to close the gap with earth at low-water neap tide, but each time the water broke through to make a gap  wide, through which the tide poured at .

The problem was solved in July 1885 by dropping shutters between horizontal timbers attached to the viaduct piles when the tide had receded, then backing up the shutters with as much stone and earth as could be delivered from preloaded trucks. This worked. A cast-iron pipe  in diameter had been laid through the dam to form a sluice, with a flap on the outside that was closed at high tide and opened as the tide receded. By this means the west part of the works were drained to the level of the pipe, and the remaining water was pumped out at an average rate of  per hour by a Cornish beam engine brought down from the Severn Tunnel works. The causeway along the dam permanently linked Barry Island to the mainland.

The eastern dam was made of piers of masonry with marl foundations, backed up with earth, leaving four  openings through which the tide flowed. It included a temporary stone dam where the entrance to the docks would be built. In March 1886 the openings in the eastern dam were quickly closed with planks, backed with concrete. Later the planks were removed and the concrete faced with brickwork in cement mortar. Three  pipes with valves ran through the lowest part of the concrete wall, allowing the water to drain to this level while excavation proceeded. The remaining water was pumped out.

Gunpowder was used to loosen the marl, which was then removed by steam shovels. Various other steam-powered devices were used to remove mud, clay, and rock. All the hard material was used for embankments and quay roads around the docks. The mud was placed behind these, and in trenches to seal the works from water, using special side-tipping wagons.

Railways and docks

Railways totalling  were completed before the docks opened to connect them to the coalfields. At peak, there were  of running tracks and  of single-track sidings, over  of viaducts and  of tunnels, with seventeen stations. The lines had gentle gradients, no more than 1 in 400 against the load on the mainline. The main Barry railway from the docks to the coalfields joined the Rhondda Fawr line of the Taff Vale Railway near Hafod northwest of Pontypridd. There were branch lines that joined the Taff Vale line at Treforest and the Great Western Railway at Peterston-super-Ely and St Fagans. A branch line mainly used for passenger traffic connected Barry to the Taff Vale Railway at Cogan Junction near the Penarth dock station. The railway had two long tunnels and four huge viaducts of steel and masonry. The viaducts at Llanbradach, Penyrheol, Penrhos and Walnut Tree, on the line from Tynycaeau Junction to Barry Junction (B&M) on the former Newport & Brecon Railway, have all since been demolished.

The Porthkerry Viaduct was built for the Vale of Glamorgan Railway (VoGR) and still stands. The stone structure has sixteen arches and is  at the highest point. After some construction difficulties it opened in 1900. The VoGR was a branch line connecting the Barry Railway with the Great Western Railway at Bridgend, but its mainline ran to Coity Junction on the Bridgend-Maesteg line. That branch also incorporated a long and a short tunnel, Porthkerry No.1 and Porthkerry No.2. A link from Tynycaeau Junction on the Cadoxton-Pontypridd mainline, to join the Brecon and Merthyr Railway at Dyffryn Isaf (Barry Junction) in the eastern Rhymney Valley, was authorised in 1898 and opened in 1905. By then, the railway had been extended to  of route.

The dock layout that was originally planned – including the site of the basin entrance and passage – was adjusted as the work progressed to ensure that the foundations rested on hard rock. After the tide had been excluded, pits and borings were made to determine the nature of the bottom. A much narrower dock had been planned, but it was decided to move the south wall further south. A mole was added running along the middle of the dock, which increased the length of the quays. Thirty locomotives were used inside the dock works to carry materials. At its peak there were 3,000 workers on the construction site. In the summer and autumn the work continued day and night, with the site lit by electricity and Wells lights.

Completion

The civil engineer John Wolfe Barry reported that the docks were nearing completion in September 1888. A caisson  was built at the sea face of the entrance within the temporary stone dam, fitting against the quoins of the entrance. The stone dam was removed before all the work was completed. Water was let into the docks on 29 June 1889. The water was first admitted into the basin and dock by opening the sluices in the culvert at the entrance on a rising tide. The sluices in the culvert at the west end were also opened. On the first tide the basin and dock were covered with  of water, on the next with , and on the tide that followed with . On 13 July 1889 the caisson was floated and taken into the basin by a tug, and the tide could flow freely through the entrance. The ceremonial opening by Mrs Lewis Davis of Ferndale and David Davies, with 2,000 guests, took place on 18 July 1889. The first vessel, SS Arno, sailed into the dock shortly after the ribbon was cut. Six tips were ready for the opening, and loaded coal into six ships.

In the first phase  had been excavated.  of rubble masonry,  of brickwork,  of ashlar, mostly granite, and  of timber work had been used. The docks had a water surface of  with  of adjacent quay roads and lands, and  of land covered by tide, for a total of . The cost of the first phase of dock construction was about £850,000, including gates and machinery. The total cost of the first phase was £2 million.

No. 2 Dock, to the east of the first dock, was authorised in 1893. Work began in 1894 and was completed in 1898. A further expansion to the docks were completed in 1914. The Docks Office was built in 1897–1900 by the architect Arthur E. Bell at the cost of £59,000. A statue of David Davies by Alfred Gilbert stands in front, unveiled in 1893. The roof and clock tower were destroyed by fire in 1984, but have been carefully restored. The building became the Customs House in 1995. It is now the Dock Office building of the Vale of Glamorgan Council.

Facilities

Approach channel
The dock entrance is on the east side of Barry Island, which protects it from winds from the west and southwest. Two rubble breakwaters with six-ton stone blocks on the seaward side protect the entrance from winds from other directions. Given the height of the tides, the breakwaters are substantial structures,  high at the deepest part, and  wide at the base. There is a  gap between the breakwaters, from which a dredged channel of  leads to the dock basin entrance. The channel has a least depth of , with a depth of  at spring tides and  at neap tides. At high-water spring tides the depth of water at the entrance to the basin is . At high-water neap tides it is .

The Barry Docks West Breakwater Light, a white cast-iron tower at the head of the west breakwater, was built in 1890. The tower is  high and the focal plane is  high. The light is still operational as a navigation aid.

There are several moorings for yachts and small craft on the west of the tidal basin.

Dock basin
The original entrance to the docks is  wide, with two wrought-iron gates operated by direct-acting hydraulic cylinders. This sea entrance leads into the Basin (occasionally called No.3 dock), that is  and covers . At its northwest end, the Basin is connected to No.1 dock by an  wide passage with another pair of wrought-iron lock gates, so that when required, the Basin can act as a lock, with the water level adjusted according to the rising tide. This enables wide-beamed vessels to leave the basin before high water and to enter the basin after high water.

In its twilight years of vessel movements, the Basin sea locks were only used for vessels of 'above normal' beam, as its entrance was wider than Lady Windsor Lock at 80 feet wide. The walls of the basin are vertical apart from a sharply curved batter at the base, which makes the toe very strong. The foundations are solid and the backfill is high quality so that the pressure on the walls is minimised. The walls are built of mountain limestone faced with hard red sandstone and rest on solid rock. They are  high,  thick at the base just above the curve, and  thick at the top. The Basin gates contain many sluices, so water can be quickly drained out or let in according to whether the sea level is above or below the prevailing docks water level. However, more water is lost from No.1 dock supply if the Basin water is lowered to the seaward side of the lock gates instead of using the Lady Windsor lock sluices. In the early days, the dock operators would often run the water down to bring in a single ship having a wider beam than the Lady Windsor lock could handle.

Lady Windsor Lock

At first, the docks were only accessible via the Basin for a few hours during high water. While waiting, ships could anchor to the east of the docks between Barry Island and Sully Island. The Lady Windsor Lock, opened on 4 January 1898, was named after the wife of the chairman of the company. It is  and opens into the sea to the west of the Basin. It is  deep and can be divided into two locks, using a gate about one-third of the way from the sea entrance. In its day, Lady Windsor was reportedly the largest and deepest lock in the world. Vessels that draw  can enter and leave the dock at low water during ordinary spring tides. Vessels that draw  can enter at low water 15 days per month. As of 1924, the channel leading to the lock was dredged to . Ships generally use Lady Windsor Lock, whilst the Basin serves as an alternative for large-beamed vessels or in cases where the Lady Windsor lock gates are being repaired.

Docks

Some  in total between the island and the mainland were used for docks, quays, sidings and other facilities.

The No.1 dock, the first dock built, is  and covers about .  Its western end is divided into two arms by a projecting mole. No. 1 dock has a full width of  at the eastern end, so the largest vessels could swing even when the tips and quays were fully occupied. There was a  graving dock (dry-dock) at the northeast corner but, due to the Waterfront development in the 1990s, this has been filled in. This commercial graving dock was capable of handling the largest vessels of the day. In 1893, to the east of this, there was a timber pond of  connected to the No.1 dock by a short channel almost parallel with the then dry-dock. This link was later severed and part of its length converted to another dry-dock, with the pond beyond filled in to make way for the necessary high-level rail viaducts and embankments run to the No.2 dock coal hoists. The remaining dry-dock, minus its floatable caisson, is still flooded with the waterline commoned with that of the two docks (July 2017). By 1901, with No.2 dock in use, a second timber pond was included north of the dock. It was partly backfilled after 1960 but intersected by the docks road level crossing (Wimborne Rd) from Cadoxton to the Bendricks. This is a single line rail freight link from Network Rail's Cadoxton station to the No.2 docks quays and southside rail infrastructure. It includes a 180° curve from northwest to the southeast side of the dock, this now being the only rail access to the entire docks area. It serves remaining sidings for the Sully Moors industrial complex, Dow Corning silicone plant, and intermodal rail freight traffic (2017).

There are vertical walls where the fixed and movable tips were installed, and between the tips the north wall of the dock had slopes of 1.75 to 1. This made it easier for ships to come alongside and reduced the amount of overhang needed for tipping. It also allowed overlap of vessels lying at the tips. Strong freshwater springs were encountered when sinking the foundations of the No.10 coal tip. The water was piped to a cast-iron cylinder sunk into the foot of the tip, then pumped up for use by steam locomotives and the new town of Barry. Two of the mole sides are sloped whilst the southeast face is vertically walled. Originally, three sides of the mole served coal hoists and their related rail sidings linking them; there were cranes on the southeast face, also served by rail. The former hoist brick-faced plinths are still present (2017) around the northwest and east faces, as are those on the rest of the two docks. In the twilight years of tanker unloading for the William Cory (Powell Duffryn) oil works, short footbridges were provided from the mole. This enables works staff to access the brick plinths to handle the flexible tanker oil discharge piping and supports, and it was not unknown for rail tank wagons to be in use on the siding serving the northwest Mole face. The bottom of the dock is  below mean sea level. Due to the nature of the strata under the dock, there was no need to puddle the bottom of the dock to prevent water from seeping out and damaging the surrounding lands.

The No.2 dock, (often referred to as the "New dock") to the east of No.1 dock, was open and in use by 1898. The first ship to enter No.2 dock was SS Solent when it opened without ceremony on 10 October 1898. John Jackson, a veteran of several major dock and harbour projects including the piers and foundation for Tower Bridge, London, the new Dover Harbour and part of the Manchester Ship Canal, was the contractor for the expansion. No.2 Dock is  long and  wide, connected to No.1 dock via a narrowing channel from west to east, It was latterly bridged by a hydraulically-operated road/rail swingbridge; this was removed after 1999. Dock walls  high were built of large limestone blocks at the loading points. The tall hydraulic hoists have since been demolished.

Machinery and labour

The initial plans allowed for loading coal onto vessels from eleven high-level coal tips and four cranes on the north side of the dock, from five low-level tips on the Mole and from one tip at the west end of the dock. There was space for additional tips on the Mole, the south side of the dock and the basin. Hydraulic pressure was used to operate all the machinery, supplied by three engine houses (Barry, at the north-west side of No.1 dock, Battery Hill, and Bendricks, to the south-east of No.2 dock).  An engineers' report of 1901 contained the following extract:The tips have lifts of 37, 42, and 45 feet, and are each capable of lifting 20 tons. All tips are provided with two weigh-bridges, one on the full and the other on the empty roads. The machinery at the docks is worked by hydraulic power obtained at three engine-houses, which contain nine pairs of compound, horizontal, surface-condensing engines, with cylinders of 16 inches and 28 inches diameter and 24 inches stroke, indicating 250 H.P. per pair. Steam is supplied at 80 lbs. per square inch by twenty-five Lancashire boilers, 28 feet long by 7 feet diameter. The pressure-pumps are of the differential-ram principle, and maintain a pressure in the mains of 750 lbs. per square inch. The whole of the docks, coal-tips, sidings, etc., are lighted by electricity. Battery Hill pumphouse at Barry Island was demolished after 1945, but the main part of the Bendricks building (referred to as the "Sully hydraulic engine house" in R.A.COOKE'S section 44b GWR track diagrams) lived on until just after the Millennium. Ironically, with the nationalisation of the former 'big four' railway groups to become British Railways (BR) in 1947, the Barry Railway initials survive on one of the gables at Barry Island railway station and the initials BR appeared in white bricks on the northwest facet of the taper-square chimney of the Bendricks pumphouse, until its demolition. By 1947, two hydraulic accumulators were located adjacent to the No.1 Dock hydraulic & electricity generating house and the Barry Railway Co's loco works, southwest of the dock, one at the junction of Subway Rd and the low-level docks through road and level crossing near what was the General HQ of the Barry Railway Co and what is now the Vale of Glamorgan Council Civil Office building, one north of the now removed 'New cut' swingbridge and south of the former Graving Dock Junction & level crossing, one at the cross-link road from Cadoxton to the Bendricks, north of No.2 dock and one at the foot of the steps of the former shortened and later removed Clive Rd, Barry Island footbridge to No.1 dock. Their function was to back up and stabilise fluctuating hydraulic pressure as the coal hoists and other users were working. (Most of these are detectable from aerial photographs taken between 1921 and 1929 and can be seen on other websites.) One pair of fixed coal hoists on the north side was  apart, and two other pairs were  apart. This spacing was chosen since it was the same as that in the Cardiff docks, and ships had been built to match the spacing so they could be loaded at two positions simultaneously.

The coal tipping cranes, (referred to as coal-tips, hoists or 'staiths' by the Barry Railway Co) were elevated well above water level. After being weighed, a loaded wagon, which would hold about  of coal, was pulled from the weighbridge onto a raisable or lowerable cradle at the hoist to suit the coal chute and a vessel's open hold. The cradle was held within a tower, and usually had a downhill gradient railtrack of 1 in 233 towards the weighbridge but a 1 in 70 downhill incline out. The cradle could also be raised or lowered as the dock water level varied. Using hydraulic power, the cradle was tilted to an angle, so the coal ran out of the wagon and down a coal chute into the hold of the vessel below. At the start of loading, the coal would run into a suspended anti-breakage box, which was hydraulically lowered into the hold and emptied through a hinged flap at the bottom. As loading proceeded, a cone of coal built up below the anti-breakage box until it reached the height of the end of the chute. At this stage, the anti-breakage box was swung out of the way and the coal allowed to run directly down the chute and down the sides of the cone at its angle of repose. Coal trimmers in the hold would level the coal.

The empty wagon would be winched off the cradle and run down onto a second weighbridge to calculate the tare and then run down a gradient of 1 in 70 to the 'empties' siding. Local hydraulic capstans were included to rope-haul wagons to and from the cradle as necessary. The empty wagons would then be shunted to the sorting sidings. Two men could empty a wagon in one minute, one to run the wagon on and off the cradle, and another to operate the hydraulics. The resident engineer reported in 1890 that as much as  had been shipped in one hour from a single tip. In 1890 movable tipping hoists mounted on rails were installed so that coal could be loaded simultaneously into one hold from a fixed hoist and another hold from the movable hoist. The original tipping hoists were made by Tennant and Walker of Leeds. The design was a compromise between the demand for speed in loading and the cost of breakage of coal delivered into the holds from a height.

Barry had a good reputation for the quick turn-around of ships, attributed to the "lavish provision of approach lines and storage sidings", and the skill of the shunters (who ensured that every yard of storage capacity of the ships was utilised), the tippers (who tipped the coal onto the ships), and the trimmers (who shovelled the coal sideways until the coal was evenly distributed in the hold).  The tippers usually worked in gangs of four, and the dock charges and the wages of the tippers and the trimmers were based on tonnage. The wages of the shunters and the tippers were paid by the Barry Railway Company, and the wages of the trimmers were paid by the colliery companies.

History

Boom years
There was a coal boom between 1890 and 1914, and the dockyard business was immediately successful. By the end of 1889 Barry had exported . In 1890 the docks shipped . In 1891 the Barry Dock & Railway Company was renamed the Barry Railway Company. The chairman was Lord Windsor, who owned much of the land. David Davies was deputy chairman and responsible for running the company. 3,000 ships used the dock in 1899, taking  of coal. In 1903 the docks shipped . Only 10% of the coal went to other ports in Britain and Ireland. Most went overseas for use in steam engines. The main export markets were France, the Mediterranean, the Black Sea, West Africa and South America. Smokeless Welsh coal exported from Barry Docks was in great demand by the Royal Navy at their stations all over the world.

In 1896 a spur line was built to a new railway station on the Barry Island, which quickly developed as a day trip resort with eating places, shops, and in 1912 a funfair with rides. P & A Campbell started to operate paddleboat cruises from a pier at the Barry Docks entrance tidal harbour, and were followed by cruises run by the Barry Railway Company. Peter and Alex Campbell of Penarth bought the Barry Railway's Red Funnel Paddle Steamers in 1911.

Aside from coal, Barry exported timber and small quantities of pig iron, wood, pulp, silver sand, zinc, and iron ore. A timber business was started in the town in 1888 by J.C. Meggitt of Wolverhampton, and in the 1890s gypsum, railway sleepers, flints, and rice began to be exported.  The Barry Company made a considerable effort to attract firms to the dock area, but with limited success. Although J. Arthur Rank, a milling company which produced flour and animal stuffs, was established in 1906 on the dockside, an attempt by the Barry Company in 1910 and 1911 to make an agreement with Lord Ashby St. Ledger to open up land on the eastern dock area towards Sully to host steel manufacturers from the Midlands proved fruitless.

In 1909 between 8,000 and 10,000 men were employed in the docks. The town had a population of about 33,000, almost all of them dockworkers, their families, or tradesmen and others supplying their needs. In 1913, Cardiff lost its title as the largest port in the world for coal exports when Barry shipped  compared to Cardiff's . The trade in 1913 was dominated by exports of coal, carried by increasingly large and efficient vessels. Imports were just 11% of total volume in 1913, the largest category being iron ore. The company fought off competition and was able to pay dividends of 9.5% and 10%.

At the docks, the company ran a total of 41 tips of various kinds, 47 mooring buoys, and kept tugs, launches, a dredger, a firefloat, and even had its own diver and police force. When World War I (1914–18) began, the government took control of all the railways and docks. There was a boom in employment as the docks continued to export coal but also exported timber and hay, imported grain and loaded naval vessels with equipment, munitions and supplies. 20-ton wagons were introduced during World War I, and later 30 ton. By 1920, the Barry Railway Company had a workforce of 3169, of which 890 were unskilled labourers, and operated 148 steam locomotives, 194 carriages and brake vans, and 2,316 wagons and trucks.

Decline

The British Railways Act of 1921 forced a consolidation of the railways into four systems that lasted until 1947, when the railways were nationalised. The Barry Railway Company was merged with the Great Western Railway (GWR) the next year. By this time it had tracks covering  of route, and large amounts of equipment. In addition to coal wagons the company ran suburban passenger services. W. Waddell, general manager of the Barry, became assistant to the chief of the GWR docks department. The acquisition made the GWR the world's largest dock owner. With ports in Barry, Cardiff, Swansea, Newport, Penarth and Port Talbot the GWR shipped over  each year, three-quarters of which was South Wales coal.

There was a short boom in 1923, after which GWR made heavy investments in adapting the hoists and tips in its docks and sidings to handle the 20-ton wagon, but the collieries were often unwilling to adopt the new size despite offers of rebates. 1923 proved to be the post-war peak. Coal output in Wales dropped from a total of  that year to  in 1928, and continued to fall as ships converted from coal to oil.

In May 1926 GWR was involved in the General Strike of mineworkers, continuing to run trains during the strike while miners had downed tools. This caused resentment that lasted for many years. The mines remained closed until the winter of 1926, causing a severe loss to GWR, which was also starting to feel competition from road transport. In October 1929 the Wall Street crash heralded the start of the Great Depression. In 1926 the freight line from Penrhos South Junction to Barry Junction (B&M) was closed. In 1930 through passenger traffic from Tonteg Junction to Pontypridd Craig and Hafod Junction ceased but freight continued until 1951, when that section was closed, following which traffic was diverted to run to Treforest Junction from Tonteg Junction until the entire branch closed in 1963. By 1935 export volumes of the GWR ports were 55% of the 1923 peak and import volumes were 63% of the 1923 peak. The next year GWR "temporarily" closed the port of Penarth.

During World War II (1939–45) the Barry Docks were used to import war material. A ring of barrage balloons protected the docks. One was located on the mole and another beside the Barry Island Station. The US Army built a large camp in the spring of 1942 to house troops that serviced the docks. The 517 Port Battalion, with about 1,000 men in four companies, had moved to Hayes Lane Camp in Barry by September 1943. Three companies worked at the Barry docks, discharging cargo, while the fourth moved to Cardiff. The Americans imported vast amounts of food through the Cardiff and Barry Docks to feed their troops. The quantity and quality of the imported food caused some resentment from the local people, who were making do with wartime rations.

In the first part of 1944, there was intense activity in preparation for the Normandy landings. The Barry docks were an embarkation point for troops in the second and later waves of this invasion. Porthkerry Park was used as a vehicle park and ordnance store.  of equipment, including 1,269 vehicles, and 4,000 troops were carried from the Docks to Normandy. After the invasion, coal was carried from Barry to liberated ports in France.

Under the Transport Act 1947 the British Transport Commission was created, taking over all the railways, buses, canals, and port facilities in Britain. The Geest company used the docks to import West Indian bananas from 1959 until the 1980s. After they ended this operation, the port continued to decline. The British Transport Docks Board (BTDB) was created under the Transport Act 1962, assuming control of the ports including Barry. In September 1962 the passenger railway service from Barry to Pontypridd was terminated. Goods service at stations was cancelled in April 1964, but the through-line was officially closed in July 1963 following the devastating fire at the Tynycaeau Junction signal box in March 1963. Shipments of coal from the port ceased in 1976, and in November 1981 the last coal tip was taken down. In 1981 Associated British Ports (ABP) took control of the 19 ports that BTDB still owned, under the Transport Act 1981. ABP is a statutory corporation controlled by a company named Associated British Ports Holdings Plc, and is the largest single port operator in Britain. As of 2013 it owned 22 ports including Barry.

Scrapyard

Woodham & Sons was founded in 1892 by Albert Woodham, based at Thompson Street, Barry. The company started as a dock porterage business, and in the late 1930s moved into road transport and scrap. A modernisation program by British Railways began in 1957. 650,000 wagons and 16,000 steam locomotives were to be scrapped. In 1957 Woodham's began taking wagons and locomotives for scrap, and stored increasing numbers of wagons and locomotives on low-level sidings beside the oil terminal and on new sidings built on reclaimed land where the West Pond had been filled in.

Woodham's concentrated on scrapping the wagons, since locomotives were harder to cut up, and expected to start on the locomotives when the supply of wagons dried up. By August 1968 Woodham's had bought 297 locomotives, of which 217 were still held at the scrapyard. Starting in 1968, preservationists began buying the locomotives, which Dai Woodham sold at their scrap metal value. More than 200 steam locomotives were bought between 1968 and 1989 for preservation.

Recent years

Urban development

A Butlins holiday camp was opened on the island on the headland at Nell's Point in 1966. It was sold to Majestic Holidays in 1987, renamed Majestic Barry Island, and reopened in May 1987. The Wales Tourist Board provided assistance to the Barry Island resort in 1988. The holiday camp closed in 1996, and in 2005 planning permission was given to convert the campsite into a housing estate. The funfair on the Island is still in use as of 2019, having been closed for a couple of years but more recently re-opened with many new attractions.

In 1993 the Barry Joint Venture was launched by the Vale of Glamorgan Borough Council, Welsh Development Agency, and the now-defunct South Glamorgan County Council, later renamed the Barry Action Venture Partnership. The main objective was to redevelop the waterfront around the number one dock, which was now derelict. During the period when the West Pond area was being used for industrial purposes, its soil became contaminated with mercury, asbestos, and cadmium. As part of the clean-up, it was proposed to line the two disused graving docks with an impervious synthetic membrane and fill them with the contaminated soil. In 1995 a court ruled in favour of this plan.

Planning permission was given for a series of major commercial and residential housing developments at Waterfront Barry. In 2001, Morrisons opened a new branch at the site, and a  non-food retail park adjacent to the site was completed by 2004. By 2015, the retail park hosted Pets at Home, Halfords, Argos, Pet Hut, Poundstretcher and a KFC outlet. The fifth stage of the residential developments, a group of new apartments on David's Wharf, was announced in 2002. By 2011 there were 686 new homes, a health centre, pharmacy, supermarket and  of shopping space. In 2007 a £350 million project was announced to develop 2,000 new homes and commercial properties in the waterfront area. The proposed development included the West Pond reclaimed land to the west of the number one dock, the South Quay, East Quay, and Arno Quay. A £230 million version of the plan was approved in 2011, which included a new road linking the town centre to Barry Island, a school, hotel, restaurants, a supermarket, and public spaces. By 2008, the first of two new medical centres had been built south of the Barry-Cardiff railway line and opposite Thompson Street. To complement these developments, in December 2009 a new pedestrian footbridge was opened that spans the railway line and links Thompson Street with the medical centre, new Waterfront housing, and retail outlets such as the Morrisons. In 2010, construction began on the second medical centre and attached pharmacy that would become known as the Westquay Medical Centre, as well as pedestrian ramped access. The new surgery was opened at the end of October 2010. Like the (by then) Entrepreneurial Centre already established alongside, the building stood on the site of the former Barry Railway Company's loco works and carriage sheds and on a level above the hydraulic engine house. In February 2012, work had started on clearing the site opposite the old hydraulic engine house in preparation for building a new hotel which by June 2014 was open to the public as the Premier Inn and Brewers Fayre pub and carvery. Further drastic change came in April 2015 when a new Asda supermarket and petrol station was opened that occupied most of the land previously bearing the Powell Duffryn oil tank farm as well as former multiple railway sidings used latterly for storage of withdrawn steam locomotives held by Dai Woodham. The extant structure of the ‘listed’ hydraulic engine house opposite the Premier Inn, partly renovated prior to 2012, was involved in further internal renovation and facial improvements, with car parking facilities beginning construction in August 2015. Later, its tapered square chimney was fitted with black vertical lettering on two faces; One facet shows PUMPHOUSE, and one shows TY PWMP, both being backlit during darkness. Initially, the necessary circumflex above the letter Y in the Welsh language had not been fitted to the latter lettering. An Espresso bar had been opened within the main building and the complimentary car park by December 2015.

Commercial operations

By the end of the 20th century the docks were no longer used to export coal, although there was some traffic in coke. As of 2014 the docks were being operated by ABP and covered a total port acreage of . The docks are connected by a link road to the M4 motorway, and are linked to the regional railway network, with terminal facilities for handling containers. They also had cranes, mechanical handling equipment and a weighbridge. Roll-on/roll-off vessels could use stern and three-quarter ramp discharge. There were more than  of warehouse space, and large areas of outdoor storage. There were facilities for  of liquid bulk storage.

The Barry chemicals complex is situated beside the Barry Docks, as are industrial estates such as the Atlantic Trading Estate, between Barry and Sully. In 2007 the Docks handled  of cargo, of which  was chemicals. The docks were being used to handle liquid chemicals for companies such as Dow Corning. The port also had equipment for handling dry cargoes such as scrap metal, steel, coal, cement, and aggregates. It was being used for the import of timber from Scandinavia and the Baltics. In 2010 the Barry docks handled  of cargo. In 2012 the Docks directly employed 23 full-time employees, but this does not include people working as crews on the dredging vessels or pilots based at Barry. The docks had 114 tenants in 2003, which had fallen to 103 tenants in 2007.

In June 2014 it was reported that the Vale of Glamorgan Council had ruled that there was no need for an extensive environmental assessment of a solar farm planned by ABP for an unused part of the dock. The solar farm would be built on two brownfield sites and would cover a  area. Power would be delivered directly to businesses in and around the port, with the surplus fed into the grid. The £5M solar farm was ultimately constructed; the 20-acre site was operational by August 2015 and can provide 4.5MWh of electricity.

Notes

References

Sources

.

Barry, Vale of Glamorgan
Buildings and structures in the Vale of Glamorgan
Ports and harbours of Wales
Ports and harbours of the Bristol Channel
Docks (maritime)
History of the Vale of Glamorgan
1889 establishments in Wales


Brendan Croskerry (born 24 July 1985) is a Canadian singer songwriter and multi-instrumentalist from Halifax, Nova Scotia.

Career

From 2006 to 2011, Brendan lived in and performed across Europe after being spotted by two electronic music producers in Spain while on a university exchange program. He released two full-length albums and was featured on several successful pop compilations. After returning to North America, Brendan returned to his singer-songwriter roots for the release of XK.

2007–2011

Superman is on Holidays, his first commercial pop release, was featured on the international selling compilation albums Disco Estrella in 2007, and Supermodelo 2007. Both compilations reached number 1 in Spain, enduring a total of 8 weeks in the number 1 spot.

In 2008 he released his debut album Goodbye harrier, produced by Paulino Lorenzo, Michel Andrés, and Leroy Quintyn of the independent Spanish label Contactados Factoría Musical. He shared the stage with the Spanish artist Quique Gonzalez at the 2008 Actual Festival in Spain. and performed on the main stage at the 2008 Popkomm Festival, in Germany.

In 2009, Croskerry embarked on a 12-date tour of Germany with Paul Carrack, an English singer more commonly known for being a member of Ace, Squeeze, Mike + The Mechanics, and Roxy Music.

Landrover

An instrumental version of "Radio Love Song" from the album Passing Trains (2011) was featured in the Land Rover Freelander 2 television commercial.

2012–2014

In 2012, Croskerry returned to Canada to pursue his music in the country he started in. He joined Toronto-based marketing agency Ossington Creative as head composer and musical consultant for creative-commercial video and radio work. He performed at the 2013 North by North East music festival and was listed one of the "Best of the Fest" by The Huffington Post Canada.

Brendan joined Toronto Mayor Rob Ford's office as a communications special assistant in May 2013. Brendan left city hall to return to music, and recorded a free E.P. titled Live from City Hall with producer David Newfeld (Broken Social Scene, Holy Fuck) inspired by his time in the mayor's office. The promotional video for the EP included a behind the scenes look in the mayor's office moments after being stripped of power on 18 November 2013.

2015 and future projects

In 2015, Brendan relocated to Los Angeles, California and began recorded a video series called Sunrise Sessions, which featured original and covered music filmed during LA sunrises. A full-length release titled XK, also co-produced by Newfeld was released June 23, 2015.

Discography

2005: Tapas
2008: Goodbye Harrier
2011: Passing Trains
2014: Live from City Hall
2015: XK

Honeydriver
2007: Honeydriver

Compilations
2007: Superman Is on Holidays!, on Disco Estrella Vol. 10
2007: Superman Is on Holidays!, on Supermodelo 2007
2008: Me and Miss Rand, on Mixed Tape Music Magazine Vol. 2

References

External links

 Soundcloud

Living people
1985 births
Musicians from St. John's, Newfoundland and Labrador
Canadian people of English descent
Canadian pop singers
Canadian folk guitarists
Canadian male guitarists
Musicians from Halifax, Nova Scotia
21st-century Canadian guitarists
21st-century Canadian male singers
Canadian male singer-songwriters
Canadian singer-songwriters
21st-century Canadian singer-songwriters


"The Betrothed" is a poem by Rudyard Kipling, first published in book form in Departmental Ditties (1886).

It is a tongue-in-cheek work by the young bachelor Kipling, who affected a very worldly-wise stance. In it, he takes as his epigraph the report of evidence in a breach of promise case, "You must choose between me and your cigar". The poem simply has a narrator musing on the difference between his fiancée Maggie and his habit of smoking cigars:

He weighs up Maggie's looks, and what she will be at fifty; the limitations of monogamy against "a harem of dusky beauties"; and the relatively unknown woman against the tried and tested "Counsellors" and "comforters". His conclusion is:

References

Poetry by Rudyard Kipling


Patrick McAuliffe (1 August 1914 – 13 October 1989) was an Irish Labour Party politician. A farmer before entering politics, he was first elected to Cork County Council and served on the Cork County Committee of Agriculture. He contested the 1943 general election for Cork North, but was not elected.

He was elected to Dáil Éireann as a Labour Party Teachta Dála (TD) for the Cork North constituency at the 1944 general election. From the 1961 general election, he was elected for the Cork North-East constituency. He was re-elected at each subsequent general election until he lost his seat at the 1969 general election.

References

1914 births
1989 deaths
Labour Party (Ireland) TDs
Members of the 12th Dáil
Members of the 13th Dáil
Members of the 14th Dáil
Members of the 15th Dáil
Members of the 16th Dáil
Members of the 17th Dáil
Members of the 18th Dáil
20th-century Irish farmers
Politicians from County Cork


Jenny Marie Egnot (born 4 November 1968 in Oklahoma City, Oklahoma) is a New Zealand yachtswoman.

She competed for New Zealand in sailing at the 2000 Summer Olympics in Sydney, with Melinda Henshaw in the Women's Double Handed Dinghy (470) class.

She is the sister of Leslie Egnot who represented New Zealand, also in the 470 class, at three previous Olympics.

References

External links

1968 births
Living people
New Zealand female sailors (sport)
Sailors at the 2000 Summer Olympics – 470
Olympic sailors for New Zealand
New Zealand people of American descent
Sportspeople from Oklahoma City


The Simla Hadasha (שמלה חדשה) is a compendium on the Jewish laws of ritual slaughter (Shechita). It was written by Rabbi Alexander Sender Shor in 1733.

Author
Rabbi Shor was the son of Rabbi Ephraim Zalman Shor, a direct descendants of Rabbi Joseph Bechor Shor of Orleans, one of the most famous of the French Tosafists.
Even in his youth, Rabbi Alexander Sender Shor was the Chief Justice of the Rabbinic Court in the town of Hovniv directly outside of Lvov. While his work was published he lived in the town of Zelkava.
Rabbi Shor died on Tuesday, January 29, 1737, or the 27th of Shevat in the Hebrew year 5497. His tombstone is still extant in the Jewish cemetery in Zelkava.

Acceptance
Use of the Simla Hadasha has become so ubiquitous that it has replaced the Shulchan Aruch as the definitive work on ritual slaughter. Any candidate who wishes to become a shochet (ritual slaughterer) is no longer tested by Rabbis on the laws found in the Shulchan Aruch—he is tested instead on his knowledge of the Simla Hadasha. The famed Rabbi Moshe Sopher, also known as the Chassam Sofer, describes the Simla Hadasha with the following words, "His words are the words of the Living God". The work was published well over one hundred times.

It is of great interest to note that the Simla Hadasha has only been received universally by Hasidic and Ashkenazic Jewry. The Sephardic world has not embraced its use. Shechita historians have pointed out two possible reasons for this difference. The first reason is that the author of the Simla Hadasha has taken an extremely strong stand against the author of the Pri Hadash, a Sephardic luminary, stating that the work is filled with errors in that the author had only spent two years writing it. The second reason is that the Simla Hadasha is a proponent of the idea of rubbing (מיעוך) the Sirchos (lung adhesions). This is sheer anathema in the eyes of Sephardic codifiers. Perhaps the confluence of both reasons was responsible for the non-acceptance of the Simla Hadasha in the Sephardic world.

Contents
The Simla Hadasha is in essence a restatement of the Yoreh De'ah section of the Shulchan Aruch that deals with the laws of ritual slaughter and some of the laws of defective animal lungs.
Chapters one through five deal with the laws of the ritual slaughterer himself and his intentions.
Chapters six through ten deal with the laws of the slaughtering knife.
Chapters eleven and twelve deal with the place and time of ritual slaughter.
Chapters thirteen through seventeen deal with the animal that was slaughtered.
Chapters eighteen through twenty five deal with the procedure of slaughter.
Chapters twenty six through twenty eight deal with various other laws.
The Simla Hadasha then skips to the section of Shulchan Aruch that deals with defects in the lungs and proceeds with a restatements of chapters thirty-five through thirty nine.

References

Rabbinic legal texts and responsa
Kashrut


Antony Pay (born 21 February 1945 in London) is a classical clarinettist. After gaining a place with the National Youth Orchestra of Great Britain, with whom he performed the Mozart clarinet concerto at the age of 16, he studied at the Royal Academy of Music and then read Mathematics at Cambridge University, graduating in 1966.

Principal Clarinet positions include the Royal Philharmonic Orchestra from 1968 to 1978,  London Sinfonietta (of which he was a founder member) from 1968 to 1983 and the Academy of St. Martin-in-the-Fields from 1976 to 1986. A member of several chamber ensembles he has worked with the Nash Ensemble, the Tuckwell Wind Quintet, the Academy of St. Martin-in-the-Fields Chamber Ensemble, and Hausmusik.

During his time with the London Sinfonietta he collaborated with a variety of composers, including Boulez, Stockhausen, Birtwistle, Henze, Maxwell Davies, Goehr and Berio. For the RCA he recorded Berio's Concertino, with the composer conducting, and gave the first performance of Henze's mini-concerto Miracle of the Rose, which was written for him to direct from the clarinet. He has previously been Professor of Clarinet at the Guildhall School of Music and Drama from 1982 to 1990, the Royal Academy of Music, the Music Academy Accademia Lorenzo Perosi in Biella and at Musikene - Centro Superior de Música del País Vasco in San Sebastián (Spain) from 2005 to 2018.

Recently he has concentrated on solo playing and conducting, recording the Spohr and Mozart Concertos for Decca, the Weber and Crusell Concertos for Virgin Classics and Birtwistle's Melencolia I for NMC. He has conducted the Academy of St. Martin-in-the-Fields in Germany, Austria and the Netherlands, and the London Sinfonietta throughout Europe, as well as guest-conducting with orchestras in Scandinavia, Italy and the United States.

Period performance on specially reconstructed instruments includes his recordings of the Mozart, Weber and Crusell Concertos. He currently works with The Academy of Ancient Music and the Orchestra of the Age of Enlightenment, with both of which he is a frequent soloist. His recording of the Mozart concerto with The AAM and Christopher Hogwood is available on Decca (414 339-2). He has written for the journal Early Music and The Cambridge Companion to the Clarinet. He is working on a book concerned mainly with the use of metaphor in teaching and learning to play the clarinet.

References
 Biography at Coldbergweb.com

English clarinetists
1945 births
Living people
Alumni of the Royal Academy of Music
Honorary Members of the Royal Academy of Music
21st-century clarinetists


Arthur Williams McCurdy (April 13, 1856 – 1923) was a Canadian businessman, inventor and astronomer.

He was born in Truro, Nova Scotia, the son of David McCurdy and Mary Archibald. He moved to Baddeck, where his father took over the store established by his son-in-law Angus Tupper, with his family at the age of nine and was educated there and at Whitby, Ontario. He returned to Baddeck, where he entered business with his father and brother William. In 1881, he married Lucy O'Brien. The following year, he bought his father's share in the business. The business failed in 1887 and McCurdy became private secretary to Alexander Graham Bell, who he had met in Baddeck. In 1889, he became an assistant in Bell's lab in Washington, D.C..

In 1899, he developed a portable tank for developing film, later selling the patent to Eastman Kodak. He married Hattie Maria Mace in 1902 after the death of his first wife. After leaving Bell's employ to pursue his own inventions, McCurdy moved to Toronto in 1903. A few years later, he moved to Victoria, British Columbia. He was president of the British Columbia Natural History Society and contributed an article about Victoria to the National Geographic Magazine. McCurdy helped establish the Victoria centre of the Royal Astronomical Society of Canada and served as its vice-president; McCurdy lobbied for the establishment of the Dominion Dominion Astrophysical Observatory on Vancouver Island, for a brief time the site of the largest telescope in the world. In 1916, he ran for the Esquimalt seat in the Legislative Assembly of British Columbia; although he was at first declared elected, Robert Henry Pooley was declared elected after a recount. McCurdy died of heart failure in Washington, D.C.

He was the father of the pioneering aviator John Alexander Douglas McCurdy.

References

1856 births
1923 deaths
20th-century Canadian astronomers
19th-century Canadian inventors
Canadian people of Ulster-Scottish descent
People from Baddeck, Nova Scotia
People from Truro, Nova Scotia
19th-century Canadian astronomers


Isaak Yakovlevich Mazel (; December 1911, Minsk – March 31, 1945, Tashkent) was a Belarusian–Russian  chess master.

He tied for 8-9th at Moscow 1931 (the 7th USSR Chess Championship, Mikhail Botvinnik won), tied for 15-16th at Leningrad 1934 (the 9th USSR-ch, Grigory Levenfish and Ilya Rabinovich won).

He shared 2nd, behind Nikolai Riumin, in Moscow City Chess Championship in 1933/34,
tied for 9-12th at Moscow 1936 (the 4th Trade Unions ch, Georgy Lisitsin and Vitaly Chekhover won), and won ahead of Vladimirs Petrovs in Moscow City-ch in 1941/42.

References

External links

1911 births
1945 deaths
Chess players from Minsk
Belarusian Jews
Russian Jews
Russian chess players
Soviet chess players
Jewish chess players
20th-century chess players


The Gettysburg Battlefield Historic District is a district of contributing properties and over 1000 historic contributing structures and 315 historic buildings, located in Adams County, Pennsylvania. The district was added to the National Register of Historic Places on March 19, 1975. Most of the contributing elements of the Gettysburg Battlefield are on the protected federal property within the smaller Gettysburg National Military Park.

Historic structures include the Battle of Gettysburg monuments and memorials.  Historic buildings range from a 1776 Colonial tavern to a vacant 1962 Modernist museum (Demolished in 2013).  Contributing structures include postbellum artifacts such as the 1895 Big Round Top Observation Tower Foundation Ruin, the 1893 Electric Trolley Bed, and the only remaining Tipton Boundary Marker.

History

Historical events regarding the district's registered/documented properties include the famous 1863 Battle of Gettysburg and Gettysburg Address, and the subsequent Gettysburg Battlefield memorial development, historic commemorations, and addition of visitor services during the subsequent administrative eras.  Events preceding the battle include the prehistoric geomorphological events which formed the battlefield terrain that was an integral part of the battle, as well as the construction of structures subsequently associated with the battle.  Notable antebellum structures that no longer exist include the 1761 Samuel Gettys tavern, as well as the  McAllister Mill along Rock Creek used by the Underground Railroad.  The 1776 Dobbin House Tavern was outside of the borough when it was surveyed in 1785, and the 1786 Brafferton Inn (Hoke-Codori House) is the "oldest deeded house in downtown Gettysburg".  The  pub (Quinn's 1859 "Railroad Store",  1924 Mitchell's Restaurant) on the northeast of the center square subsequently burned and has been restored.  By 1934, the first National Park Service Parkitecture of Gettysburg granite had been completed near The Pennsylvania State Memorial.

Official groupings of historical real estate tracts began with the 1864 Gettysburg Battlefield Memorial Association era, and continued with the initial United States Department of War acquisitions in 1893.  The 1895 "Sickles Gettysburg Park Bill" (28 Stat. 651) designated the Gettysburg National Military Park (GNMP), which included areas outside of the battlefield (e.g., structures used as field hospitals) and which was transferred in 1933 to the 1916 National Park Service.  The GNMP was added to the national register in 1966, and the Gettysburg Borough Council adopted a Historic District ordinance in 1972.

The historic district, which covers a larger area than either the national park or the battlefield, was designated via 2 multiple property submissions of contributing structures and properties, the first being the Battle of Gettysburg MPS on March 19, 1975.  The list of classified structures was expanded from 618 to 1200 entries , and the second MPS was dated January 23, 2004.

The Civil War Trust (a division of the American Battlefield Trust) and its partners have acquired and preserved  within the battlefield historic district in more than 30 separate acquisitions since 1997. Some of these acres are now part of the Gettysburg National Military Park, but many continue to be owned by the Trust.

See also

References

External links

Gettysburg National Military Park Tour Roads, Historic American Engineering Record (HAER) No. PA-485
Biggs Farm, House, Gettysburg vicinity, Adams, PA at the Historic American Buildings Survey (HABS), with more structures at hdl.loc.gov: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

.
Gettysburg National Military Park
Historic districts in Adams County, Pennsylvania
Historic districts on the National Register of Historic Places in Pennsylvania
Historic American Buildings Survey in Pennsylvania
American Civil War on the National Register of Historic Places
Conflict sites on the National Register of Historic Places in Pennsylvania
National Register of Historic Places in Adams County, Pennsylvania
Pennsylvania in the American Civil War


Harvey James born Harvey William James Harrop (20 September 195215 January 2011) was an English-Australian rock guitarist. He was a member of the bands Mississippi (1973–74), Ariel (1974–75), Sherbet (1976–80, 1980–81) and the Party Boys (1982–83). James was diagnosed with lung cancer in July 2010 and died on 15 January 2011, aged 58, leaving behind his three children, Gabriel, Alexandra and Joshua.

Early life

Harvey James was born in Sheffield, England as Harvey William James Harrop in September 1952 to Jim and Vera Harrop. He had a sister called Veronica. The family migrated to Australia in the early 1960s. He attended Lyndale High School and joined a local group, Sayla, on guitar with John Lee on drums.

Mississippi

In March 1973 James (ex-Clydehouse, Sayla) joined harmony pop group, Mississippi to replace Kerryn Tolhurst on lead guitar, alongside Beeb Birtles on guitar and vocals, Graham Goble on guitar and vocals, Derek Pellicci on drums and Charlie Tumahai on bass guitar. He played on the band's hit single, "Will I" (early 1974), and was part of their appearance at Sunbury Pop Festival in January 1974. Mississippi sailed to the United Kingdom in April 1974, working on the Sitmar Line ship, Fairsky, but stagnated there soon after arriving. Back in Australia James left the group in June, while Birtles and Goble reconstituted the band, with Pellicci, in early 1975 recruiting new members and changing their name to Little River Band.

Ariel

James, on guitar, joined progressive rock group, Ariel, in July 1974, in Melbourne, with former bandmate, Lee on drums, Bill Putt on bass guitar and Mike Rudd on guitar and vocals. He returned to the UK with that group in October, where they recorded their second album, Rock & Roll Scars (1975), at Abbey Road Studios. They returned to Australia in early 1975, by which time the band had added a fifth member, singer-guitarist, Glyn Mason. That line-up recorded another album, Goodnight Fiona (1976) and issued a single, "I'll Take You High", in January of that year.

Sherbet

James joined a pop band, Sherbet (also performed as Highway and as the Sherbs), in Sydney in early 1976 to replace Gunther Gorman (ex-Home), on lead guitar, backing vocals and slide guitar. His first recording with the group was their biggest hit single, "Howzat", which peaked at No. 1 on the Kent Music Report Australian singles chart and reached the Top 5 on the UK Singles Chart. James co-wrote subsequent singles, "Rock Me Gently" (1976), "Beg Steal and Borrow" (1978) and "Angela" (1979), with various band members. He remained with the group until late 1982. James returned to Sherbet for various reunions (including some alongside original guitarist, Clive Shakespeare).

In 1979, during Sherbet's hiatus, he was a member of Marc Hunter and the Romantics, which backed Hunter on his solo album, Fiji Bitter (November 1979), and for the associated tour to promote it. In 1982, after leaving Sherbet, James became an original member of the Party Boys, a Sydney-based cover versions group, with Graham Bidstrup on drums, Kevin Borich on lead guitar, Paul Christie on bass guitar, drums and backing vocals and James Reyne on lead vocals (on loan from Australian Crawl). James played on the Party Boys' first two live albums, Live at Several 21sts (March 1983) and Greatest Hits (of Other People) (November 1983). He participated in a reunion of Ariel in August 1997.

Illness and death
James was diagnosed with lung cancer in July 2010. A benefit gig, Gimme That Guitar, was organised by friends and supporters, in Melbourne on 18 November. James performed with a reformed line-up of Ariel. A second concert had been planned for Sydney on 17 February 2011. Harvey James died on 15 January 2011, aged 58. He was survived by his three children from his first marriage, Gabriel, Alexandra and Joshua

His family wrote on their Facebook page, "Dad passed away peacefully at 8.15pm tonight. We would like to thank everybody for all the wonderful support over the past 6 months. The love has been overwhelming. Rest in peace my gorgeous, funny, amazing father. We will miss you everyday forever." Sherbet lead singer, Daryl Braithwaite, posted a message, "Rest in peace Harvey James, you will be sadly missed by everyone that saw you play and knew you. My condolences to your family and friends."

References

General
  Note: Archived [on-line] copy has limited functionality.
Specific

External links
 Gimme that Guitar – A benefit for Harvey James
 Harvey James picture tribute – Herald Sun

1952 births
2011 deaths
Australian guitarists
Deaths from cancer in Victoria (state)
Deaths from lung cancer
Place of birth missing
English emigrants to Australia
Musicians from Sheffield
20th-century Australian musicians
20th-century guitarists
Mississippi (band) members
Ariel (Australian band) members
Sherbet (band) members


Walter Bull (19 December 1871 – 21 July 1952)) was an English football player and manager. He was the first coach of a football team in Argentina.

He was born and died in Nottingham.

A half back, Bull played for Notts County and Tottenham Hotspur in the late 1890s and 1900s. At international level, Bull played for the Football League representative against the Scottish League side at Ibrox Park, Glasgow, on 19 March 1901. He had previously scored for the North in an international trial match against the South at the old Crystal Palace on 25 February 1901. He then featured for the South v North at Ashton Gate, Bristol on 13 February 1905 and again on 22 January 1906. He also played for Professionals of the South v Amateurs of the South on 8 January 1906. During 1905–06 he was first reserve for the full England team as understudy to Colin Veitch, the regular centre half.

He represented the Spurs on the Professional Footballers Association committee when the organisation was formed in 1907.

At Tottenham, he counted amongst his teammates Herbert Chapman; in 1907 Bull was offered the job of Northampton Town manager but after accepting changed his mind, and recommended Chapman take charge of the club instead, launching his career in management.

Bull had the privilege to be the first coach ever of a football team in Argentina when he was hired by club Gimnasia y Esgrima de Buenos Aires in 1911. Bull's duties included taking over the youth divisions of the club. It was the second coming of Bull to Argentina since he had been part of the Tottenham Hotspur team that toured South America in 1909.

Local newspaper La Nación wrote about the arrival of Bull to Gimnasia y Esgrima:

After his brief tenure on Argentine football, Bull would eventually become Chapman's successor at Northampton Town, taking over in 1912 but managing the club for just a single season (1912-13).

Notes

References

1871 births
1952 deaths
English men's footballers
Footballers from Nottingham
Men's association football midfielders
English Football League players
English Football League representative players
Southern Football League players
Notts County F.C. players
Tottenham Hotspur F.C. players
English football managers
Northampton Town F.C. managers
English expatriate football managers
British expatriate sportspeople in Argentina
Expatriate football managers in Argentina
Year of birth unknown


Ashton Hall railway station was a private halt in Lancashire, England. Located on the Glasson Dock branch line, it was opened to serve Ashton Hall, the home of Lord Ashton, a local businessman. The house is now Lancaster Golf Club.

History

Opened by the London and North Western Railway, the station passed to the London, Midland and Scottish Railway during the Grouping of 1923, and was closed seven years later.

The site today
The station still stands. The trackbed through it is now part of the Lancashire Coastal Way, and the platform is just visible from under the foliage.

References

 Geograph

Former London and North Western Railway stations
Disused railway stations in Lancaster
Railway stations in Great Britain opened in 1883
Railway stations in Great Britain closed in 1930


Aai () is a 2004 Indian Tamil-language action masala film written and directed by A. Venkatesh. The film stars Sarathkumar in the main lead role, with Namitha as his love interest. Vadivelu, Kalabhavan Mani, Ashish Vidyarthi, Kota Srinivasa Rao, and Vincent Asokan plays supporting roles. The film released on 17 December 2004 and became a hit.

Plot
Sakthivel alias Velu is a tubelight seller who is living happily with his sister Lakshmi and friend Pazhani in Palani. He stays away from all wanted troubles and arguments and is forced to resort to fighting to defend his sister from the local rowdy Raghavan.

A flashback follows, where it is revealed that Velu is a military officer and Lakshmi is actually the sister of his best friend, Police Officer Mani of Chennai, who wants her to become a collector. Velu and Mani both clean up the society by punishing corrupt police officers. One day, Mani notices a wine shop opposite to the school where his wife Kanmani teaches. Mani, Kanmani, Velu, and the schoolchildren destroy the wine shop by throwing and breaking bottles and Velu burning the shop.

The shop is owned by Naachiyar. Naachiyar threatens Velu that he will destroy the school, but Velu prevents him by pouring oil at him, saying that before he destroys the school, Velu will destroy him. The next day, two wine shop men hide a bomb inside the school, under Naachiyar's plan. After getting a call from Kanmani, Velu and Mani both save the school children and Kanmani altogether. Unfortunately, Mani gets stabbed by a wine shop man and was thrown off from the school building. Velu tries to save Mani, but he dies. Mani gave an important wish to Velu, saying that his desire is to make his sister a collector.

Later, Velu drags Naachiyar from the police department, shows Mani's ashes to him, and then shoots him twice. It is also revealed that Velu had gone into hiding and maintained a low profile to protect him and Lakshmi from Naachiyar. After shooting Naachiyar, the military court said that Velu is innocent, but had resigned from his military job to take care of Lakshmi and makes sure that she becomes a collector, as Mani wished.

Cast

 Sarathkumar as Sakthivel (Velu), a military officer
 Namitha as Anjali, Shakthivel's love interest
 Vadivelu as  Pazhani
 Kalabhavan Mani as Mani, Velu's best friend
 Kota Srinivasa Rao as Naachiyar, an illegal wine shop owner (flashback antagonist)
 Vincent Asokan as Raghavan, the local Palani rowdy (present antagonist)
 Ashish Vidyarthi as Dindigal DSP Easwara Pandian, the corrupt police officer of Chennai and Naachiyar's sidekick
 Thalaivasal Vijay as Inspector, the corrupt police officer of Palani and Raghavan's sidekick
 Vijayakumar as DGP, Police Commissioner of Chennai
 Thyagu as Inspector Vavval Pandi
 Ponnambalam as Inspector Kalyanaraman
 Ilavarasu as Traffic Police Officer Subbarayan
 Mayoori as Kanmani, Mani's wife
 Rithika as Lakshmi, Mani's sister (later, Velu takes care of her)
 Paravai Muniyamma as Anjali's grandmother
 Bonda Mani as Auto Driver
 Crane Manohar as Customer
 Scissor Manohar as Pickpocket
 Joker Thulasi as Bus Conductor
 Manager Cheena as Post Office Customer
 Tirupur Ramasamy as Post Office Customer
 Kottai Perumal as Police Constable
 Kovai Senthil as Achari
 Priyanka as Widow
 Bava Lakshmanan
 Bayilvan Ranganathan
 M. Seenivasan
 Jayamani
 Kumaresan
 Vengal Rao
 Vijay Ganesh
 Robo Shankar as Army Man (uncredited role)
 Mumtaj in an item song a belly dancer.

Soundtrack

Soundtrack was composed by Srikanth Deva.

Release and reception
Due to producer's financial crunch, Aai took 4 months to come out.

Malini Mannath of Chennai Online wrote "It’s a rehash of so many earlier films [..] - that one loses count of the ‘inspirations’! There's nothing fresh by way of script or narrative style here. As for Sharat, though he plays the angry man with a vengeance, it's what he's done in his earlier films". Visual Dasan of Kalki wrote 'when public does wrong the police retorts, who will retort if police does wrong', this one line plot is backed up by a screenplay with love, action and comedy which saves the film from faltering. At the same time the lengthy climax towards the end gives a headache.

References

External links

2004 films
2000s Tamil-language films
Films shot in Chalakudy
Indian action films
2000s masala films
Films scored by Srikanth Deva
Films shot in Palani
Films directed by A. Venkatesh (director)
2004 action films
Films shot in Thrissur


Gović is a Croatian surname. The surname originates from the Adriatic island of Krapanj, where they settled in the 16th century after seeking refuge from the Ottomans. They later settled in parts of the immediate mainland (Brodarica, Žaborić, Jadrtovac). Notable people with the surname include:
 Danira Gović, Croatian actress
 Dražen Gović, Croatian football player

Surnames of Croatian origin


Lort River is a river located in the Goldfields-Esperance region and the Eastern Mallee sub-region of Western Australia.

Lort River was named in 1848 by John Septimus Roe the Surveyor General of Western Australia while leading a five-man exploration expedition along the coast, commemorating John Lort Stokes' work on  surveying the Western Australian coast.

The headwaters of the Lort River begin in the Peak Charles National Park and its surrounding vacant Crown land. The river flows in a south-westerly direction and enters farmland area for a distance of  with a reserve that is an average of  wide containing riparian vegetation. The river then enters the Stokes National Park before discharging into Stokes Inlet.

Both the river and the inlet were named by John Septimus Roe while exploring and surveying the area in 1848 after his friend Admiral John Lort Stokes.

The catchment of the river has been extensively cleared for Agricultural purposes. It is estimated that 60% of the catchment has been cleared; this has led to increased sedimentation, eutrophication and  salinity levels of the river.

References

Rivers of the Goldfields-Esperance region
Shire of Esperance


Balance and Control is the second studio album by Irish band Scullion. It was released in 1980 by WEA. The album was produced by John Martyn.

Track listing

Personnel
Philip King - vocals
Sonny Condell - vocals, guitar
Greg Boland - acoustic and electric guitar

Additional personnel
Tommy Moore - bass
Jolyon Jackson - Fender Rhodes, polymoog
Andrew Boland - polymoog
Paul McAteer - drums

Release history

References

1980 albums
Scullion (group) albums


Dr. Hugo Markus Ganz (24 April 1862 - 2 January 1922) was a German-Jewish political and literary writer and journalist for the German newspaper Frankfurter Zeitung and Swiss newspaper Neue Zürcher Zeitung.

Ganz was raised in Mainz in the Grand Duchy of Hesse and worked as a political and literary writer and journalist for the Frankfurter Zeitung. This German newspaper had stationed him in Budapest in the Austro Hungarian Empire in the 1890s for which he had taken on the Austro Hungarian nationality. In Budapest, Hugo Ganz met his wife Maria Török (1872–1926) with whom he had two children: Margarete Ganz (1893–1975) and Josef Ganz (1898–1967).

Around the turn of the century, the Ganz family relocated to Vienna, where the family-house became a meeting point for members of state, famous scientists and prominent artists such as Franz von Bayros (1866–1924) – also known as the Marquis de Bayros – who belonged to the Decadent movement and is best known for his controversial 'Tales at the Dressing Table' portfolio. In Vienna, Hugo Ganz was appointed as the Präsident des Verbandes der auswärtigen Presse.

During the first three months of the Russo Japanese War (1904–1905), Hugo Ganz was stationed in St Petersburg in Russia, where he wrote the book Vor der Katastrophe (published in 1904; Dutch edition: "Vóór het ineenstorten, een blik in het ondergaande Czarenrijk", ed. P.M. Wink, Amersfoort, 1904, Swedish edition "Före katastrofen - en blick in i tsarriket", Beijers bokförlags AB, Stockholm 1904)). Other books from his name include Der Rebell (published in 1900), Reiseskizzen aus Rumänien (published in 1903), Die Preußische Polenpolitik (published in 1907) and Der Bundesbruder (published in 1915).

References

1862 births
1922 deaths
German journalists
German male journalists
German male writers
German emigrants to Austria-Hungary
People from the Grand Duchy of Hesse
Journalists from Austria-Hungary


The 2003 Kangaroo Tour was a six-match tour by the Australia national rugby league team of France, Wales and England, and to date has been the last Kangaroo Tour.  The last three matches were all Tests against Great Britain for the Ashes. Coached by Chris Anderson and captained by Darren Lockyer, Australia continued its dominance, winning all of the three tests against Great Britain and retaining The Ashes that they have held since 1973 but the 3-0 scoreline didn't show how close the series really was as Australia had to come from behind to win every test, and won each match by a margin of no more than one converted try.

Touring squad
The Australian team was again coached by Chris Anderson who was making his 4th Kangaroo tour. As Gorden Tallis had retired from representative football a month before, the team was captained by the newly appointed Darren Lockyer.

 Darren Smith was added to the team while the tour was in England

Pre-Ashes matches

France XIII:  Julien Gerin, Dimitri Pilo, Sylvain Houles, Teddy Sadaoui, Frédéric Zitter, Frédéric Banquet, Julien Rinaldi, Olivier Pramil, Cederic Gay, Jérôme Guisset (c), Daniel Dumas, Jamal Fakir, John Vaigata. Res - Artie Shead, Pierre Sabatie, Abderazak El Khalouki, Marc Faumuina. Coach - Gilles Dumas

Australia:  Anthony Minichiello, Luke Lewis, Shannon Hegarty, Michael De Vere, Matt Sing, Craig Wing, Craig Gower, Petero Civoniceva, Michael Crocker, Robbie Kearns (c), Willie Mason, Trent Waterhouse, Phil Bailey. Res - Joel Clinton, Shane Webcke, Richard Villasanti, Brett Kimmorley

England A:  Shaun Briscoe, Mark Calderwood, Martin Gleeson, Martin Aspinwall, Ade Gardner, Chris Thorman, Rob Burrow, Andy Lynch, Matt Diskin, Rob Parker, Danny Tickle, Lee Radford, Sean O'Loughlin (c). Res - Danny McGuire, Mick Higham, Danny Sculthorpe, Gareth Hock. Coach - John Kear

Australia:  Darren Lockyer (c), Matt Sing, Shannon Hegarty, Michael De Vere, Luke Lewis, Craig Gower, Brett Kimmorley, Joel Clinton, Danny Buderus, Petero Civoniceva, Craig Fitzgibbon, Steve Simpson, Luke Ricketson. Res - Michael Crocker, Trent Waterhouse, Willie Mason, Robbie Kearns

Australia played a non-test international against Wales in Bridgend. The Kangaroos won 76-4, crossing for 11 tries.

Ashes series
Australia were to contest Great Britain for the Ashes for the last time in 2003 in what was styled the Think! Road Safety Test series. The Australian Rugby League and Rugby Football League agreed beforehand that the best-of-three series would be officiated by British referees Steve Ganson and Russell Smith for the 1st and 3rd tests, and by Australian referee Tim Mander for the 2nd test. The series was broadcast on television by Sky Sports with commentary by Eddie Hemmings, Mike Stephenson, Shaun McRae, Bill Arthur and Chris Warren. Australian McRae had actually toured with the 1990 Kangaroos as a team trainer.

1st Test

Great Britain kicked off and Australian front rower Robbie Kearns, taking the very first hit-up of the match was struck high by his opposite number Adrian Morley, who was promptly sent off, leaving his team to play the entire match with only twelve men. It was a record for the fastest ever sending off in rugby league history. In the eleventh minute Australia had reached the opposition's end of the field and after playing the ball right in front of the try line, Gower and Lockyer strung long passes together to get it out to the right wing where Phil Bailey dived over in the corner. The video referee David Campbell ruled that Bailey had grounded the ball before his feet were pulled into touch and he was awarded his first international try. With first choice goal-kicker Fitzgibbon taken from the field suffering concussion in the lead-up to the try, the conversion attempt was made by Gower who missed, so the Kangaroos led 0-4. Great Britain later got the ball down to Australia's end and equalised with a similar try, with international debutant Carney diving over in the right-hand corner just before the eighteen-minute mark. Sean Long's conversion attempt was also missed so the scores were level at 4-4.  In the thirty-first minute, the Australians had almost reached Great Britain's try line where on the fifth tackle Lockyer at first receiver put a short kick in behind the defense for Waterhouse to grab onto and fall over the line. The video referee was called upon to check for off-side but the try was awarded. Gower's second conversion attempt was also missed so Australia led 4-8 and this remained the score until half-time.

Nearly five minutes into the second half a brawl erupted between Brian Carney and Michael Crocker and in the aftermath Crocker was sent to the sin bin. A few minutes later, following a handling error by Lockyer close to the centre of his own try-line, Great Britain were awarded a scrum feed. From the scrum win the ball was moved out to left centre Keith Senior who dived over in the fiftieth minute to equalise the scores again. Long kicked the conversion successfully so the home side lead 10-8. This lead was extended with a penalty kick by Long making it 12-8. Australia later made their way down to Great Britain's end of the field and on the last tackle Brett Kimmorley from dummy-half ran up to the defensive line then threw a long cut out pass left to his halves partner Craig Gower to run through a gap and dive over the try-line untouched, equalising the score once again. With Fitzgibbon back on the field the conversion was successful so Australia were leading 12-14 with thirty minutes remaining. From the ensuing kick-off Gower knocked on and from the resulting possession right in front of Australia's try-line, Great Britain, after keeping the ball alive got it out to right winger Carney who dove over in the corner again. The video referee checked that the ball was put down properly before Carney's legs were pulled into touch and he was awarded the try, re-gaining the lead for Great Britain. Paul Deacon with his first conversion attempt for Great Britain kicked the goal from the sideline successfully, so the home side were leading 18-14 with less than ten minutes of the match remaining. Then in the seventy-fifth minute the Kangaroos were a few metres into Great Britain's half of the field and on the last tackle. They swung the ball out to the left where Craig Wing made a break and passed it back inside for Darren Lockyer coming up in support to run the remaining fifteen metres and score untouched under the posts. Fitzgibbon's conversion was successful so Australia were leading 18-20. When taking a goal-line drop out, Andy Farrell kicked it out on the full resulting in a penalty to Australia right in front of the uprights. Fitzgibbon kicked the goal in the final minute so the full-time score was 18-22.

2nd Test

For his high tackle in the 1st Test, Great Britain front rower Adrian Morley avoided suspension, only incurring a fine of £2,000 from a three-man international judiciary panel consisting of Queensland Rugby League chairman John McDonald, Rugby Football League representative Deryck Fox and chairman, Judge Peter Charlesworth.

3rd Test

Statistics
Leading Try Scorer
 3 by Darren Lockyer, Michael Crocker, Anthony Minichiello, Matt Sing and Brett Kimmorley

Leading Point Scorer
 58 by Craig Fitzgibbon (1 try, 27 goals)

Largest Attendance
 24,614 - First test vs Great Britain at JJB Stadium

Largest non-test Attendance
 7,813 - vs France XIII at Stade d'Albert Domec

References

External links
2003 Kangaroo Tour at rugbyleagueproject.org
2003 Kangaroo Tour at rl1908.com

Australia national rugby league team tours
Rugby league tours of Great Britain
Rugby league tours of France
Kangaroo tour of Great Britain and France
Kangaroo tour of Great Britain and France
Kangaroo tour of Great Britain and France
Kangaroo tour of Great Britain and France


Devon Hodges (born 26 July 1984) is a Jamaican professional football player who plays as a striker for Molynes United in the top flight Jamaica National Premier League.

Club career

Wadadah
He started his career with Wadadah in 2003.

Rivoli United
But moved to Rivoli after teammate Dwight Heron convinced him to join him from Montego Bay to Spanish Town. After relegation to the second level in summer 2006, Hodges scored eight goals in six play-off matches at the end of the 2007/2008 season, with four coming in the last match as his team routed his former club Wadadah 11–0 to gain promotion back to the NPL.

In his first season back at the highest level, he immediately became top league goalscorer, scoring 24 goals in the 2008/2009 season to keep Rivoli up. Hodges has continued his goalscoring pace in the 2009/2010 season with 17 goals as on 5 May 2010.  Hodges finished the 2009/10 season with 18 goals in the DPL and finish as the joint leading goalscorer, unfortunately Rivoli United was relegated to the South Central Confederation Super League.

Tivoli Gardens
On 2 September 2010, Hodges signed with a loan deal with Tivoli Gardens.

Sông Lam Nghệ An
In January 2011, Hodges signed a six-month loan deal with Sông Lam Nghệ An

TDCS Dong Thap F.C.

In 2012, Hodges signed with TDCS Dong Thap F.C. for the 2012 V-league season.

Rivoli United
Hodges returned to Rivoli United in 2013 and led them to the Super League title and a return to the NPL.

Mount Pleasant Football Academy
In 2017, Hodges joined Mount Pleasant F.A. and led them to the RSPL.

Molynes United
Hodges joined newly promoted Molynes United in 2019, scoring its inaugural Jamaica National Premier League goal.

International career
He made his debut for Jamaica in a May 2009 friendly match against El Salvador and scored his first international goal in his second match against Panama.

International goals
Scores and results list Jamaica's goal tally first.

Achievements

Rivoli United
South Central Confederation Super League: 1
 2007/2008

Sông Lam Nghệ An
V-League: 1
 2011

Mount Pleasant Football Academy
Eastern Confederation Super League: 1
 2017/2018

NPL records
Hodges gained local fame by setting the record for most goals scored in a single National Premier League (NPL) game, when he scored 10 during Rivoli's 15–0 trashing (which is also a record) of Invaders in the 2004/2005 season.

References

1984 births
Living people
Sportspeople from Saint Ann Parish
Jamaican expatriate sportspeople in Vietnam
Jamaican men's footballers
Jamaican expatriate men's footballers
Rivoli United F.C. players
Wadadah F.C. players
Expatriate men's footballers in Vietnam
Tivoli Gardens F.C. players
Dong Thap FC players
National Premier League players
Men's association football forwards
Mount Pleasant Football Academy players
Jamaica men's international footballers