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In this next trail, we start just a few miles to the south-west of Bury St. Edmunds in Suffolk, where we visit a number of airfields that were associated with the heavy bombers of the RAF's Bomber Command.
Our first stop, although a satellite, more than earned its rightful place in the history books of aviation. It is an airfield where large numbers of the ill-fated Stirling flew many missions over occupied Europe, where the staggering statistics of lost men and machines speak for themselves.
Now little more than fields and a small industrial estate, the remnants of this wartime airfield stand as reminders of those dark days in the 1940s when night after night, young men flew enormous machines over enemy territory to drop their deadly payload on heavily defended industrial targets.
We begin our next trip at the former airfield RAF Chedburgh, home to the mighty four-engined bombers of No. 3 Group Bomber Command of the Royal Air Force.
RAF Chedburgh.
Built in 1942 (by John Laing and Son Ltd) as a satellite for RAF Stradishall, Chedburgh would be built to the Class A specification, a later addition to the RAF's war effort. Being a bomber station Chedburgh would have three runways made of concrete, the initial construction being one of 2,000 yards and two of 1,400 yards, all the standard 50 yards wide, as was the standard specification brought in during 1941. Later on, these would be extended giving Chedburgh much longer runways than many of its counterparts, i.e. one at 3,000 yards and two at 2,000 yards. Having runways this long, meant that heavy bombers could use the site when in trouble, something that Chedburgh would get used to very quickly.
With the village of Chedburgh to the north of the site, directly opposite the main gate; the technical area along the north-eastern side of the main runway, and the bomb store to the east, Chedburgh would have two T2 hangars, a B1 and later on 3 glider hangars. Dotted around the perimeter track were a number of dispersals comprising 34 pan styles and 2 looped.
Chedburgh village sign reflects it aviation history.
Whilst housing only two major squadrons 214 Squadron and 620 Squadron, it would also be home to a small number of other operational units, 218, 301, 304 Sqns and 1653 Heavy Conversion Unit (HCU).
Opening under the control of No. 3 Group, on September 7th 1942, the first resident unit was 214 Squadron (RAF) flying the Stirling MK. I, a model they operated until as late as February 1944. The bulk of the unit arrived in the October, with operations beginning very soon after. Within four months they would begin replacing some of these models with the upgraded MK.III, also operating these until the beginning of 1944 and after transferring to RAF Downham Market in Norfolk.
As with many airfields at this time, the arrival of personnel preceded the completion of the works, development continuing well into the operational time of its residents, something that would cause a problem in the coming months.
It was in March of 1943 that the first casualties would occur, the night of March 1st/2nd being a baptism of fire for 214 Sqn. Stirling MK. I (R9143) BU-E piloted by F/S. J. Lyall (RCAF) would be hit by flak, she was badly damaged, and then abandoned by her crew. As he descended from the stricken aircraft, F/O. Hotson (RNZAF) would be hit by a splintering shell – the wounding he received as a result would be fatal. The remainder of the crew all escaped the aircraft safely but were later captured by the Germans and incarcerated. A multi-national crew, this loss was to be followed just two nights later with the loss of another Stirling, 'BU-C', but this time none of the seven crewmen were to survive.
Then on the next night, 5th/6th March, whilst on operations to Essen (the 100,000th sortie by RAF aircraft), Stirling BK662 'BU-K' crashed into the North Sea about 30 km north-northwest of Ijmuiden. Only one of the crew, Air Gunner Sgt. William H. Trotter (s/n: 1128255) was ever found, the rest of the crew remaining 'missing in action'. This was the first Stirling to be listed as such since the squadron's operations began. This raid would prove devastating, taking the lives of 75 RAF airmen, but the War Office considered it a major success in terms of industrial damage to the German war machine. The targeted Krupps factory, which sat in the centre of over 100 acres of industrialised area, was devastated by both accurate marking and then the subsequent bombing.
Throughout this month there were further loses to the squadron: Stirlings 'BU-Q' and 'BU-A' (in which F/S. D Moore (RCAF) and Sgt. T. Wilson were both awarded the George medal for saving the life of their companion Sgt. J. Flack), along with 'BU-M' were all lost; 'BU-M' losing all but one crewman. Another aircraft, 'BU-L', lost all seven aircrew on the night of March 27th/28th, and closing March off, was a collision between Stirlings BK663 and EF362, which left several more crewmen either injured or dead. Although many losses were as a direct result of flak or night fighters, the cracks were beginning to show, and the poor performance of the Stirling was becoming evermore apparent.
It was during this year on 17th June 1943, that Chedburgh's second main operational unit would be formed, 620 Sqn (RAF), also carrying out bomber operations, again with the Stirling MK. I and later in the August, the MK. III. Also part of 3 Group Bomber Command, 620 Sqn were created through the streamlining of 214 Sqn and 149 Sqn at nearby Lakenheath. The move reduced each of the two former squadrons from three flights to two, releasing 'C' Flight of 214 Sqn who were already stationed here at Chedburgh.
Parts of the perimeter track and runways remain as tracks used for storage.
As many of these crews were already well established and experienced, there would be no delay in commencing operations, the first sortie occurring on the night of the 19th June 1943 – two days after their formation. The first casualties occurred three days later on the night of 22nd/23rd June 1943, just a few days into their operational campaign. There then followed five months of heavy operational activity, a period in which the Stirling and its crews would be pushed to the very limit and beyond. The shortcomings of the aircraft being realised further more.
Being on a partially built airfield would be the cause of the demise of Stirling EF336 (QS-D) which swung on take off and ran into the partially constructed perimeter track. The uneven surface caused the undercarriage to collapse, and whilst there were no injuries to the crew, the aircraft was written off.
The poor service ceiling of the Stirling led to several aircraft being damaged through falling bombs from aircraft flying above. A number of Stirlings were recorded returning to bases, including Chedburgh, with damage to the air frames, damage caused by these falling 'friendly' bombs! However, the extent of this damage did give great credit to the aircraft, showing both its robustness and strength in design; something that often gets forgotten when talking about the Stirling in operations.
The next few months for 620 Sqn would be filled with a mix of operational sorties, mining operations (Gardening) and training flights, including both 'Bullseye' and 'Eric'; testing the home defence searchlight and AA batteries both at night and during the day. During a fighter affiliation exercise on July 2nd, two 620 Squadron aircraft collided, 'EF394' (QS-V) and BK724 (QS-Y) killing fifteen and injuring two. One of those killed, Flight Mechanic AIC Arthur Haigh (s/n: 1768277) was only 18 years old, and one of five ground crew who were aboard the two aircraft that day.
Both 214 Sqn and 620 Sqn would go on for the next few months taking part in some of the war's largest bomber missions including Hamburg, Essen and Remscheid. A number of aircraft would be lost and many aircrew along with them. The worst recorded night for 620 Sqn was the night operation on August 27th/28th, 1943 to Nuremberg, when three aircraft were shot down, all Stirling MK.IIIs: BF576 (QS-F) piloted by Sgt. Frank Eeles (s/n: 1531789); EE942 (QS-R) piloted by Flt. Sgt. John F. Nichols (s/n: 1318759) and EF451 (QS-D) piloted by Sgt. William H. Duroe (s/n: 658365). These three losses accounted for sixteen deaths and five taken as POWs, there were no other survivors.
The last 214 Sqn Stirling to be written off during bombing missions occurred on the night of November 22nd/23rd, 1943. Whilst on a mission to Berlin, Stirling EF445 (BU-J) was hit by flak, attacked by a FW-190 and then suffered icing. The resultant damage along with a lack of fuel, caused the pilot to ditch in the North Sea with the loss of two crewmen: pilot F/S. George A. Atkinson (s/n: 1485104) and Sgt. W. Sweeney (RCAF) (s/n: R/79844).
620's stay at Chedburgh would be fairly short-lived, taking part in their final operation on the night of November 19th/20th, 1943 to Leverkusen. They then departed Chedburgh at the end of that month after suffering a heavy toll on their numbers and a devastating start to their war. By now the limitations of the Stirling were very well-known, and it was already being replaced by the much favoured Lancaster. In the short five months it had existed, the squadron had lost eighteen of its aircraft in operations, and a further six in accidents, statistics that are however, overshadowed by the loss of ninety-three lives. 620 Sqn left both Chedburgh and Bomber Command to join other units at RAF Leicester East and the Allied Expeditionary Air Force in November, where the unit was to perform Airborne operations along side 196 Sqn and 1665 Heavy Conversion Unit (HCU). A role that 620 performed for the remainder of the war.
With their departure came the arrival of another Stirling squadron, 1653 HCU, a Stirling training unit rather than a front line operational squadron. A month later 214 Sqn would also leave Chedburgh taking their Stirlings to Downham Market and then onto Sculthorpe where they replaced them with the B-17 Flying Fortress.
A P-51 Mustang (5Q-Q, serial number 42-106672) of the 504th Fighter Squadron, 339th Fighter Group, that has crash landed at Chedburgh, 18 May 1944. (IWM FRE 2784)
1653 HCU, as a training unit, would also have it share of accidents and losses, many due to technical problems, but some due to pilot error. A number of accidents were caused by tyres blowing, and some were caused by engine failures, the bravery of these pilots in dealing with these matters being no less than exemplary. One such incident being that of F/O. Hannah and his crew, who took off at 20:50 on the evening of November 3rd 1944, on a radar training flight. Immediately after take off both port engines cut out, something that was almost fatal in a Stirling. The aircraft, virtually uncontrollable, was heading towards a row of cottages but the crew managed to turn it away missing the houses but colliding with a row of trees instead. All of the crew were injured to varying degrees – one fatally. Sgt. Eddie (RCAF) dying in the resultant crash.
After a year of being at Chedburgh, 1653 HCU would also depart (December 1944) by which time the Lancaster was well and truly the main bomber of the RAF. This late stage of the war would not be the end of Chedburgh though, Bomber Command retaining its use, sending the Lancasters I and III of 218 (Gold Coast)*1 Squadron here from RAF Methwold.
On December 2nd 1944 the first ground units began to arrive, with flying personnel arriving on the 5th, after much-needed runway repairs were completed. The airfield reopened with the arrival of eighteen Lancasters, formed into three new flights, of which thirteen would undertake operations on the 8th, to the railway yards at Duisburg – their first from Chedburgh. Both this mission and that of the 11th to the marshalling yards at Osterfeld, were heavily restricted by thick cloud, and so G-H navigation aids were used in conjunction with 'Oboe'.
For the majority of the remainder of the war Bomber Command continued its strategic missions against German cities, with marshalling yards and oil refineries being other major targets. It was of course this continued use of bomber aircraft against what was now a demoralised and weakened German population, that led to the outcry over Harris's continued attacks on German cities. A controversial action that led to his move away from the lime light at the war's end, and the lack of recognition for bomber commands efforts throughout the conflict.
218 Sqn would continue on though. The winter of 1944 / 45 proving to be one of the worst weather wise, many missions were either scrubbed or carried out in poor weather. On the night of January 1st/2nd 1945, one hundred and forty-six aircraft of No. 3 Group were tasked with the attack on Vohwinkel railway yards. During the attack in which 218 Sqn were a part, two aircraft were hit by heavy anti-aircraft fire from American guns below. One of these was 218 Sqn Lancaster MK. I PB768 (XH-B) piloted by 20 yr old Australian F/O. Robert G. Grivell. The accuracy of these guns was ironically excellent, hitting the aircraft not once but twice, causing it to spin uncontrollably toward the ground. All but one of the crew were killed in the ensuing crash.
It was during this period that the RAF began daylight bombing missions too, such was the poor state of the defending Luftwaffe. Numerous missions over the next weeks led to attacks on the coking plants at both Datteln and Hattingen, repeated again on March 17th in attacks at Huls (and Dortmund). Hattingen was again attacked by 218 Sqn aircraft on the 18th without loss.
Mechanics at work on an engine of Lancaster B Mk. III, (LM577) 'HA-Q' "Edith", of No. 218 Squadron. On March 19th 1945, this aircraft was hit by flak over Gelsenkirchen damaging the rear turret and injuring the gunner's eye. LM577 went on to complete more flying hours than any other Lancaster on the station.(© IWM (CH 15460))
The remainder of the war would see 218 Sqn fly from Chedburgh, completing many missions until the war's end. During Operation 'Manna' in which the German Army lifted an embargo on food transport into Holland, ten Lancasters of 218 Squadron dropped food supplies to the starving Dutch below. Understandably April had seen fewer operations than in previous months, but with May seeing many more food trips to the Hague, 218 Squadron leapt to the top of the leader board for operational tours, overtaking both 77 Sqn and 115 Sqn their closest friendly 'competitors'. With further flights under 'Manna', and then repatriation flights under both 'Dodge' and 'Exodus' 218 Sqn continued to operate the long haul flights into European territory.
During August the big wind down began, and the Lancasters were gradually flown out of Chedburgh for disposal. Then on the 10th, 218 (Gold Coast) Squadron was finally disbanded, and the various crews sent home to their respective territories across the globe.
On August 27th 1945, the last two Lancasters departed Chedburgh, and all was very quiet for those left behind. Then in September, two Polish bomber squadrons arrived, both 301 and 304 Sqns remaining here until they were also disbanded a year later on December 18th, 1946; their Warwicks, Wellingtons and Halifaxes being no doubt scrapped. Whilst here, the Polish squadrons flew long-range transport flights, retaining at least some link to the heavy aircraft and long-range flights that had been common only a year or so before.
Over the remaining years the airfield, like many, has reduced to both agriculture and industrial use. The watch Office has been heavily modified and lies hidden within an industrial complex that has completely taken over the former technical site. A number of these original buildings still survive and visible from the main A143 Bury St. Edmunds to Haverhill road, the road that separates the airfield from the village opposite. The runways and perimeter tracks, visible only in small parts, are mere concrete platforms, now used to store farm produce and machinery, rather than the lumbering bombers of RAF Bomber Command.
The huts used to house the 1,600 RAF personnel and 240 WAAFs, have all been removed, as have the thirty-six hardstands – the airfield site now being completely agricultural.
Some technical buildings remain in use today.
Whilst Chedburgh was only built as a satellite airfield, by the end of the war it had been witness to many great sacrifices. Eighty-three aircraft had been lost on operations, all but 12 being Stirlings; eighteen from 620 Sqn and fifty from 214 Sqn. For a period of only fourteen months for 214 Sqn and five for 620 Sqn, this was an appalling loss of life, and one that was sadly mirrored by many bomber squadrons across the British Isles in the 1940s.
Moving on from RAF Chedburgh, we continue south-west along the A143 to another former bomber airfield, and the parent station of Chedburgh. This next site has a history that dates back to the late 1930s and is one that has many of its original buildings still in situ, many thankfully still being used albeit by a completely different organisation.
The next stop on this trail is the historically famous airfield the former RAF Stradishall.
RAF Stradishall.
RAF Stradishall has a rather unique history, it was one of the first to be built during the expansion period of Britain's Air Force beginning in 1935. A series of Schemes, this programme was to develop the RAF over a period of years to prepare it for the forth coming war; a series of schemes that continued well into the war and created the basis of what we see today around Britain's forgotten landscape.
This first scheme, Scheme 'A' (adopted by the Government in July 1934), set the bench mark by which all future schemes would develop, and called for a front line total of 1,544 aircraft within the following five years. Of these aircraft, 1,252 would be allocated specifically for 'home defence'. This scheme brought military aviation back to the north of England, and to the eastern counties of Norfolk and Suffolk. Under this scheme, a number of airfields would be built or developed, of which Marham (the first completed under these schemes), Feltwell and Stradishall were among the first. These airfields were designed as "non-dispersed" airfields, where all domestic sites were located close to the main airfield site, and not spread about the surrounding area as was common practice in later airfield designs. At this stage, the dangers of an air attack were not being whole heartedly considered, and such an attack could have proven devastating if bombs had been accurately dropped.
Thus in 1938 Stradishall was born, its neo-Georgian style buildings built-in line with common agreements and local features. Within the grounds of the airfield accommodation blocks provided rooms for just over 2,500 personnel of mixed rank, and all tightly packed in within the main airfield site.
In these pre-war years, the development of hard runways and large airfields was a new phenomena, hard surfaces being a new aspect still very much a topic of considerable controversy. By now, Bomber Command had realised that the new era of bombers would call for hard runways on its airfields, and so they pushed the Government on allowing these to be developed. However, before any firm decisions could be made, trials would need to be carried out to determine whether or not they were indeed needed and if so, how they should be best constructed.
The test to determine these needs was to take a Whitley bomber, laden to equal its full operational weight, and taxi it across a grassed surface. A rather primitive assessment, it was intended to ascertain the effects of the aircraft on the ground beneath. Trials were first carried out at Farnborough and then Odiham, and these were generally successful, the Whitley only bogging down on recently disturbed soils. Further trials were then carried out here at Stradishall in March 1938, and the results were a little more mixed. Whilst no take offs or landings took place during these trials, the general agreement was that more powerful bombers would have no problems using grassed surfaces, as long as the ground was properly prepared and well maintained. All well and good when the soils were dry and well-drained.
However, Dowding continued to press home the need for hard surfaces, and by April 1939, it had finally been recognised by the Air Ministry that Dowding was indeed right. A number of fighter and bomber airfields were then designated to have hard runways, of which Stradishall was one. These initial runways were only 800 yards long and 50 yards wide, extended later that year to 1,000 yards long, as aircraft were repeatedly running off the ends of the runways on to the grassed areas. Over the years Stradishall would be expanded and further developed, its longest runway eventually extending to 2,000 yards.
Stradishall was also one of the first batch of airfields to have provisions for the new idea of dispersing aircraft around the perimeter. To meet this requirement, hard stands were created to take parked aircraft between sorties, thus avoiding the pre-war practice of collective storage, and so reducing the risk of damage should an attacking force arrive – a practice not necessarily extended to the accommodation! By the end of development, Stradishall would have a total of 36 hardstands of mixed types, the extension of the runway being responsible for the removal and subsequent replacement of some. For maintenance, five 'C' type hangars and three 'T2' hangars were built, again standard designs that would be later superseded as the need required.
As Stradishall was one of this first batch of new airfields, it would also be used for trials of airfield camouflaging, particularly as the now large concrete expanses would reveal the tell-tale sign of a military airfield. On wet days the sun would shine off these surfaces making the site highly visible for some considerable distance. Initial steps at Stradishall used fine coloured slag chippings added to the surface of the paved areas. Whilst generally successful, and initially adopted at many bomber stations, Fighter Command refused the idea as too many aircraft were suffering burst or damaged tyres as a result of the sharp stones being used. Something that is reflected in many casualty records of airfields around the country.
The Type 'B' Officers Mess at Stradishall is now a Prison Officers Training Facility. The Officers quarters are located in wings on either side of the mess hall.
On opening Stradishall would fall under the command of 3 Group Bomber Command, and would operate as an RAF airfield until as late as 1970, being home to 27 different operational front line squadrons during this time. Many of these would be formed here and many, particularly those post-war, would be disbanded here, giving Stradishall a long and diverse history.
The first squadrons to arrive did so on March 10th 1938. No. 9 Sqn and No. 148 Sqn (RAF) arriving with Heyford III and the Vickers Wellesley respectively. 148 Sqn replaced these outdated Wellesleys with the Heyfords in November, and then again replacing these with both the Wellington and Anson before departing for Harwell on September 6th 1939. No. 9 Sqn also replaced their aircraft with Wellingtons in January 1939, themselves departing on July 7th that same year.
It was during a night training flight, on November 14th 1938, that Wing Commander Harry A. Smith MC along with his navigator Pilot Officer Aubrey W. Jackson would be killed in Heyford III K5194, when the aircraft undershot the airfield striking trees outside the airfield boundary. The crash was so forceful that the aircraft burst into flames killing both airmen.
Wing Commander Smith MC qualified as a pilot whilst in the Royal Flying Corps in 1916, and was the first of his rank to be killed since the inception of Bomber Command in July 1936. He had been awarded the Military Cross 'for gallantry and distinguished service in the field' in 1918.
Pilot Officer Jackson was appointed for a Short Service Commission in January 1937, and later a Permanent Commission. He was only 20 years old at the time of his death.
Both crewmen are buried in Stradishall's local cemetery.
A very much less than grand grave stone marks the plot of P.O. Aubrey W. Jackson, killed on November 14th 1938 on a night training flight.
Wing Commander Smith, killed alongside P.O. Jackson on a night training flight. He was the first of his rank to die since the formation of Bomber Command.
Two more squadrons arrived here in 1939. No. 75 Sqn operated the Wellington MK. I from July, departing here just after the outbreak of war in September, and 236 Sqn flying Blenheims between the end of October and December that same year. 236 Sqn were reformed here after being disbanded in 1919, and after replacing the Night-Fighter Blenheims with Beaufighters, they went on with the type until the end of the war and disbandment once more. Almost simultaneously, 254 Squadron reformed here in October 1939, also with Blenheims. They remained here building up to strength before moving to RAF Sutton Bridge in Lincolnshire in December – one of many 'short stay' units to operate from Stradishall during its life.
This pattern would set the general precedence for the coming years, with bizarrely, 1940 seeing what must have been one of the shortest lived squadrons of the war. No. 148 Sqn being reformed on April 30th with Wellingtons only to be disbanded some twenty days later!
This year saw three further squadrons arrive at Stradishall: 150 Sqn on June 15th, with the Fairy Battle (the only single engined front line aircraft to be used here during the war), whilst on their way to RAF Newton; a detachment of Wellington MK.IC from 311 Sqn based at East Wretham (Sept); and 214 Sqn flying three variants of Wellington between 14th February 1940 and 28th April 1942. No. 214 Sqn would be the main unit to operate from here during this part of the war, and would suffer a high number of casualties whilst here.
On June 6th 1940, 214 Sqn Wellington IA 'N2993' piloted by F/O. John F. Nicholson (s/n 70501), would take off on a routine night flying practice flight. During the flight, it is thought that F/O. Nicholson became blinded by searchlights throwing the aircraft out of control. Unable to regain that control, the aircraft came down near to Ely, Cambridgeshire, killing the five crewmen along with an additional Leading Aircraftman (LAC) Maurice Peling who had joined them for the flight. A tragic accident that needlessly took the lives of many young men. F/O. Nicholson is buried in the local cemetery at Stradishall, whilst the remainder of the crew are buried in different cemeteries scattered around the country.
F/O. J. Nicholson was killed when he lost control of his Wellington on the night of June 6th 1940.
214 Sqn began operations from Stradishall on the night of June 14th/15th, the day German forces began entering Paris. This first raid was to the Black Forest region of Germany, a mission that was relatively uneventful.
Joining 214 Sqn at Stradishall was another unit, 138 Sqn*1 between December 1941 and March 1942. Flying a mix of aircraft, including the Lysander, Whitley, and later: Liberator, Stirling and Halifax, they would perform duties associated with the Special Operations Executive (SOE) carrying out clandestine missions dropping agents behind enemy lines.
It was one of these aircraft, Lysander III T1508, that crashed in January, nosing over near to the French town of Issoudun, a medieval town that bordered the regions of occupied France and 'free' France. The towns people protected many wanted resistance supporters, and so it was the scene of many heroic acts. From this particular accident, Squadron Leader J. Nesbit-Dufort managed to escape, evading capture and eventually returning to England where he was awarded the DSO for his actions. Needing to destroy the aircraft, locals pushed the Lysander onto nearby railway lines where it was obliterated after being hit by a passing train*2. It is believed that this was the first Lysander to be lost on these clandestine operations.
This night of January 28th/29th 1942, was a particularly bad night for Stradishall, with three aircraft being lost, two from 138 Squadron and one from 214 Squadron. Thirteen souls were lost that night none of which have any known grave.
1942 would also see a short one month stay by the Wellingtons of 101 Squadron, a detachment of 109 Squadron, and the accommodation of 215 Squadron's ground echelon. Formed at Newmarket, the ground crews were posted to India whilst the air echelons were formed up at Waterbeach joining them with Wellingtons in April.
An updating of Wellington MK.Is with the MK.VI saw the remainder of 109 Squadron move into Stradishall, only leaving a small detachment at Upper Heyford – a residency that only lasted 4 months between April and July 1942. As 109 Sqn left, Stradishall was joined by the Heavy Conversion Unit 1657 HCU.
Formed as a bomber training unit through the merger of No. 7, 101, 149 and 218 Squadron Conversion Flights and 1427 (Training Flight), it would also operate the Stirling, and later the Lancaster along with some smaller aircraft such as the Airspeed Oxford. They would remain here until late 1944 when they too were finally disbanded. This meant that 1943 was quieter than usual, there wasn't any sign of the previous ebbing and flowing that had taken place in the preceding years.
With a focus on training, few of these aircraft were used for 'operational' sorties until the closing stages of the war. That said, there were still a number of accidents and crashes that resulted in injury. A number of these were due to technical issues, engine failure, engine fires or undercarriage problems, some were due to pilot error. One of the earliest incidents here was that of Stirling MK.I W7470 which crashed, after suffering engine problems over County Durham. The accident killed two crewmen and injured a further two.
After a short spell at Honnington, 214 Sqn would join 1657 HCU, also replacing the Wellington with the ill-fated Short Stirling MK.I in April 1942. But the last flights of the Wellington would not be a good one. The night of April 1st/2nd 1942 would go down as 214 Sqn's worst on record, and one that would prove devastating to the crews left behind.
The raid would be to Hanau railways yards located 25 km east of Frankfurt am Main. During the raid thirty-five Wellingtons and fourteen Hampdens from both 57 Squadron (RAF Feltwell) and 214 Sqn (RAF Stradishall) would be dispatched. Take off was between 20:00 and 21:00 hrs and the attack by 214 Sqn would be carried out at heights as low as 400 feet using a mix of 250 lb and 500 lb bombs with impact fuses and some 3 hour delay fuses. During the attack, railway lines, bridges and carriages were hit, explosions were seen and the gunners strafed stationary trains and gun positions. The bomb aiming and shooting was reported as 'good'.*3
However, of the fourteen 214 Sqn Wellingtons that left, seven were lost and a further Wellington was hit in both engines by light flak the pilot nursing it back to England. Of those seven lost, one airman, Sgt. C. Davidson was taken prisoner of war, four have no known grave and the remaining thirty-seven all died, and remain buried in graves across Belgium and Germany. Truly a terrible night for 214 Sqn. 57 Squadron fared little better, losing five aircraft with the deaths of twenty-five airmen, the remaining five being taken prisoner.
Further losses that month were restricted to just odd aircraft with the last loss being recorded on the night of 28th/29th April, with all crewmen being lost. Before the month would be out, 214 would begin the conversion to Stirlings, a new start and a new challenge.
The Stirling would prove to be a robust but under performing aircraft, its short wingspan and subsequent lack of lift, proving to be its biggest downfall. 214 Sqn would, during the conversion programme, write off nine aircraft, much of this though being as a result of operational activity, some however, due to pilot error or accidents. The first incident occurring on May 5th, 1942, approximately one week into the programme, when Stirling N6092 piloted by F/O. Gasper and Sgt. M Savage, swung on take off resulting in its undercarriage collapsing.
In the October 1942, 214 Sqn would leave for the final time, moving off to Stradishall's satellite airfield, RAF Chedburgh, where they remained until December 1943. Following this they transferred to RAF Downham Market. The last loss of a 214 aircraft at Stradishall being on the night of September 19th/20th with the loss of Stirling 'BU-U' R9356 along with four of the seven crew, the remaining three being taken prisoners. By the end of 1942, 214 Sqn would have lost thirty-three Stirlings, twice that of the Wellington, all-in-all a huge loss of life.
Former Married quarters are now private dwellings, but still retain that feel they had when they were first built.
The December of 1944 not only saw the departure, for the last time, of the Stirling as a heavy bomber, but it heralded the arrival of the Lancaster, the remarkable four-engined bomber that became the backbone of Bomber Command. In total 7,377 of the bombers were produced, including 430 that were constructed in Canada. A remarkable aircraft born out of the much under-powered and disliked Avro Manchester, it went on to fly over 156,000 sorties, dropping over 50 million incendiary bombs and over 608,000 tons of HE bombs.
186 Sqn would be the first unit here with the Lancaster both the MK.I and the MK.III, operating them in a number of missions over occupied Europe.
One of the saddest ends to the war and the operations of 186 Squadron was on the night of April 134th/14th. Whilst returning from bombing the U-boat yards at Kiel, two Lancasters: P8483 'X' and P8488 'J' collided at 02:26. Five of the crew from AP-X were killed, either instantly or as a result of injuries sustained, whilst all seven of AP-J lost their lives. This loss would account for a high proportion of the squadron's losses, 186 Sqn only losing nine Lancasters in the six months of residency – a considerable change to the carnage suffered at Stradishall earlier on in the war. 186 Sqn would finally be disbanded here in July 1945.
Over the next four years, there would be a return of both the Stirling and the Lancaster, but this time in the transport role, as Stradishall was passed over to Transport Command. No. 51 Sqn, and No. 158 Sqn both flying Stirlings (158 Sqn being disbanded at Stradishall) 35 Sqn, 115 Sqn, 149 Sqn and 207 Sqn all operating various models of the Lancaster until February 1949.
There would then be a lull in operations at Stradishall between April and July 1949 whilst the airfield was put into care and maintenance. Following this 203 Advanced Flying School (AFS) moved in with a range of aircraft types, including the Meteor and the Vampire. Also thrown into the mix were a number of piston engined aircraft, notably the Spitfire XIV, XVI and XVIII, along with Tempests, Beaufighters and Mosquito T3s. Other training aircraft also came along covering everything from the Tiger Moth to the modern jet fighter. A new age was dawning.
On the night of August 31st and September 1st 1949, 203 AFS and 226 Operational Conversion Unit (OCU) at Driffield, would both disband and reopen under each other's titles, the new 226 OCU now operating as the training unit converting pilots to jet aircraft.
To the left was the main airfield now covered by a solar farm, to the right would have been the hangars, the original apron concrete still visible.
The post war years of the 1950s would see Stradishall thrown back into front line operations once more, this time there would be no heavy bombers though, but there would be plenty of front line fighters.
First along were the night fighter variants of the Meteor (NF.11) and Venom (NF.3) between March 1955 and March 1957, a residency for a reformed 125 Squadron that coincided with 245 Squadron only 3 months behind them. No. 245 swapping the Meteor for the Hunter before being disbanded in June that year.
No. 89 Squadron (another unit reformed in December 1955) saw the arrival of the new delta wing Javelins FAW6 & FAW2 working alongside the ageing Venom Night Fighters. They flew these aircraft for thirteen months before being disbanded once more, and then renamed as 85 Squadron whilst here at Stradishall. After this re-branding they continued to fly the Javelins. In 1959 they too departed Stradishall for RAF West Malling and then onto RAF West Raynham, where they too disbanded once more.
1957 saw more of the same, 152 Squadron yo-yoing between Stradishall and Wattisham, finally disbanding here in July 1958 with 263 Squadron following a similar pattern, also disbanding here in the same month with their Hunter F.6s.
In July 1958, No. 1 Squadron were yet another unit to reform here, carrying on from where 263 Sqn left off. After replacing the F.6s of 263 Sqn with FGA.9s in the fighter / strike role, they finally departed to Waterbeach, eventually becoming a front line Harrier unit at Cottesmore.
Gradually operations at Stradishall were beginning to wind down. In June 1959 No. 54 Squadron also replaced the Hunter F.6s with FGA.9s before they too departed for Waterbeach in Cambridgeshire. 54 Sqn went on to fly both the Phantom and the Jaguar as front line operational units, all iconic aircraft of the Cold War. A very short spell by three Hunter squadrons led to the eventual closure of Stradishall in 1960 as a front line fighter station; 208, 111 and 43 Sqns all playing a minor part in the final operations at this famous airfield. The last flying unit No.1 Air Navigation School (ANS) finally closing the station doors as they too disbanded on August 26th 1970, being absorbed by No. 6 Flying Training School.
Some older buildings can still be found outside the grounds of the Prison.
A considerable number of non-operational units would also operate from Stradishall throughout its operational life such as 21 Blind Approach Training Flight, meaning just short of 50 flying units would use the facilities at Stradishall, all helping to train and prepare aircrews for the RAF and the defence of Britain.
Stradishall's long and distinguished aviation history finally came to a close when it was sold off and handed over to HM Prison Service, becoming as it is today, HMP Highpoint Prison (North) and HMP Highpoint Prison (South). A rather ungainly ending to a remarkably historic airfield.
Stradishall is located a few miles south-west of Chedburgh, the main A143 dissects the two prison blocks, the north side being the former accommodation area, with the south block being the technical area and main airfield site. Access to the site is therefore limited, however, the former officers mess and associated buildings are available to view, as are a number of former technical buildings. A large memorial is currently displayed outside the officer's mess building, named Stirling House in memory of the aircraft type that flew from here, and it is open to the public. The foyer of the building, now a Prison Officer Training facility, is opened, and holds a roll of Honour, for those lost at the airfield.
The current Prison Officers Training facility is named after the ill-fated Stirling that flew from RAF Stradishall. The Memorial being well sign posted.
Through the high security fencing, and around the site a number of buildings can still be seen, the familiar layout and design being standard of wartime and post war airfields. By turning off the A143 prior to reaching the memorial site, a small back access road allows public access to the airfield site. This is now, in part, a conservation area where the runways have all been removed, parts of the perimeter track do still remain and public access is permitted. The runways have been replaced by a solar farm, large panels cover the entire area and all are encased in high security fencing with closed circuit TV preventing you from wandering too close to the high-tech plant.
Walking along the northern side of the airfield, views can be seen of the accommodation area, again a number of former buildings can be seen through the fencing, their style typical of the expansion period design.
The dilapidated gateway hides many original buildings and a layout that reflects airfield design of the expansion period.
Back on the main road, turning left passing the prison, a turn off gives access to the aforementioned officers mess and memorial, it is well signposted, and continuing on, brings you to the former married quarters, now private housing, again typical of airfield design. Across the road from here, a farm track still has a small number of buildings now in a very poor state, this would have been an entrance to the accommodation area behind the current north side Prison. They are both quite well hidden by undergrowth but they are visible with a little effort.
Stradishall, like many of the early expansion period airfields, with its neo-Georgian style architecture and well designed layout, lasted well into the cold war period. These early examples which set the standard for future designs, proved to be long-lasting and robust, unlike many of their later counterparts hastily built with temporary accommodation. Whilst a rather unfitting end to a long and distinguished life, the transformation into a prison has in part, been its saviour, and one that has preserved many of its fine buildings for the foreseeable future at least.
From here, we continue our journey toward Haverhill, turning north-west toward our next stop, the former RAF airfield Wratting Common.
Sources and further reading (RAF Chedburgh).
Much of the specific detail for these loses came from the Chorley, W.R., "Bomber Command Losses series", published by Midland Counties Publications.
*1 A number of books are available on this squadron. One written by Ron Warburton, 'Ron's War' chronicles the life of a Flight Engineer of a Lancaster in 218 (Gold Coast) Sqn whilst at Chedburgh in 1945. It is published by RW Press, and available online. ISBN-13: 978-0983178804
A second book is also available, "From St Vith to Victory: 218 (Gold Coast) Squadron and the Campaign Against Nazi Germany", written by Stephen Smith, and published by Pen and Sword Aviation in 2010 (ISBN10 1473855403). It details the life of 218 (Gold Coast Sqn) from its inception through to its disbandment in 1945.
A blog has also been set up dedicated to those who served in 218 (Gold Coast) Sqn and it gives a detailed history from 1936-1945. It has also been created by Stephen Smith who has also published other books relating to 218 Sqn including "A Short War" and "A Stirling Effort" which relates specifically to their time at RAF Downham Market. https://218squadron.wordpress.com/
Sources and Further reading (RAF Stradishall).
*1 419 (Special Duties) Flight were initially formed at North Weald on 21st August 1940, being disbanded and re designated 1419 (Special Duties ) Flight on 1st March 1941 at Stradishall. They in turn were disbanded on 25th August 1941 to be reformed at Newmarket as 138 Sqn. they moved back to Stradishall on 16th December 1941. In February 1942, the nucleus of 138 Sqn formed 161 Sqn at Newmarket continuing the role of SOE operations from there.
*2 Grehan, J., Mace, M., "Unearthing Churchill's Secret Army: The Official List of SOE Casualties and Their Stories", Pen and Sword Military, 2012
*3 ORB 214 Sqn: AIR\27\1321\8 National Archives.


The list drives home the point that no matter where we live, we're all facing many of the same challenges: building livable communities, creating strong economies, and operating effective programs and services. Therefore, the next great idea for addressing these challenges is just as likely to come from Seoul as it is from San Francisco.
That, in a nutshell, is the idea behind this month's international edition of Government Technology. We tried to find a range of international ideas and projects that could spark conversations in cities, counties and states in the U.S.
For instance, we look at the Canadian province of British Columbia's move to issue a secure identity card that not only gives citizens access to the country's national health-care system, but also can serve as a driver's license and, ultimately, as the key to a growing number of online government services. We also cover the African nation of Kenya's efforts to use broadband connectivity to transform itself from a developing country into a knowledge-based, middle-income society. And our global roundup of technology deployments features everything from real-time analytics in Buenos Aires to cloud computing in China.
Besides offering an international array of ideas, this issue may well serve another purpose too: gauging your standing in a world where economic competition comes from both across the state and across an ocean.
Thanks to the global economy and rapid technological advances, it's easier than ever for talented people and desirable employers to locate anywhere in the world they want to be. In this hyper-connected environment, it's not such a bad idea to see how your community measures up on an international stage.


text:
Get Machine Vision, GANs, and Deep Reinforcement Learning now with O'Reilly online learning.
Machine Vision, GANs, and Deep Reinforcement Learning
by Jon Krohn
Publisher(s): Addison-Wesley Professional
Explore a preview version of Machine Vision, GANs, and Deep Reinforcement Learning right now.
6 Hours of Video Instruction
An intuitive introduction to the latest superhuman capabilities facilitated by Deep Learning.
Machine Vision, GANs, Deep Reinforcement Learning LiveLessons is an introduction to three of the most exciting topics in Deep Learning today. Modern machine vision involves automated systems outperforming humans on image recognition, object detection, and image segmentation tasks. Generative Adversarial Networks cast two Deep Learning networks against each other in a "forger-detective" relationship, enabling the fabrication of stunning, photorealistic images with flexible, user-specifiable elements. Deep Reinforcement Learning has produced equally surprising advances, including the bulk of the most widely-publicized "artificial intelligence" breakthroughs. Deep RL involves training an "agent" to become adept in given "environments," enabling algorithms to meet or surpass human-level performance on a diverse range of complex challenges, including Atari video games, the board game Go, and subtle hand-manipulation tasks. Throughout these lessons, essential theory is brought to life with intuitive explanations and interactive, hands-on Jupyter notebook demos. Examples feature Python and straightforward Keras layers in TensorFlow 2, the most popular Deep Learning library.
Jon Krohn is Chief Data Scientist at the machine learning company untapt. He presents a popular series of deep learning tutorials published by Addison-Wesley and is the author of the bestselling book Deep Learning Illustrated. Jon teaches his deep learning curriculum in-classroom at the New York City Data Science Academy, as well as guest lecturing at Columbia University and New York University. He holds a doctorate in neuroscience from Oxford University and has been publishing on machine learning in leading journals since 2010.
Understand the high-level theory and key language around machine vision, deep reinforcement learning, and generative adversarial networks
Create state-of-the art models for image recognition, object detection, and image segmentation
Architect GANs that create convincing images in the style of human-drawn illustrations
Build deep RL agents that become adept at performing in a wide variety of environments, such as those provided by OpenAI Gym
Run automated experiments for optimizing deep reinforcement learning agent hyperparameters, such as its artificial-neural-network configuration
Appreciate what the current limitations of "artificial intelligence" are and how they may be overcome in the near future
Perfectly suited to software engineers, data scientists, analysts, and statisticians with an interest in applying Deep Learning to natural language data
Code examples are provided in Python, so familiarity with it or another object-oriented programming language would be helpful
The author's Deep Learning with TensorFlow, Keras, and PyTorch LiveLessons, or familiarity with the topics covered in Chapters 5 through 9 of his book Deep Learning Illustrated, are a prerequisite.
Lesson Descriptions
Lesson 1: Orientation
Lesson 1 starts with a quick review of how to run the code in the lessons. It then reviews the foundational deep learning theory that is essential for building machine vision, GANs, and deep reinforcement learning specializations. The lesson wraps up with a sneak peek at the cutting-edge capabilities that will be developed over the course of all five LiveLessons.
Lesson 2: Convolutional Neural Networks for Machine Vision
Lesson 2 introduces convolutional layers. Convolutional layers are first used to create ConvNets in TensorFlow. The lesson then covers the gamut of machine learning applications, including residual networks, image segmentation, object detection, transfer learning, and capsule networks.
Lesson 3: Generative Adversarial Networks for Creativity
Lesson 3 begins with the applications of and essential theory behind generative adversarial networks (GANs). You then are shown the Quick Draw! Game, which is used as a source of hundreds of thousands of hand-drawn images from a single class for a GAN to learn how to imitate. The rest of the lesson is spent developing the intricate code for the three primary components of a GAN: the discriminator network, the generator network, and the adversarial network that pits them against each other.
Lesson 4: Deep Reinforcement Learning
Lesson 4 begins with a definition of deep reinforcement learning, then turns to an overview of its applications. The lesson wraps up with a discussion of the relationship of deep reinforcement learning to artificial intelligence.
Lesson 5: Deep Q-Learning and Beyond
Lesson 5 starts with the Cart-Pole game, which is used in the lesson to train the deep reinforcement learning algorithms. Then it turns to the theory behind deep reinforcement learning as well as deep Q-learning, a popular type of deep reinforcement learning agent.
With this theory under your belt you will be able to understand at an intuitive level the code that you subsequently when you define your own DQN agent and have it excel at the Cart-Pole game. The lesson wraps up by exploring a tool for optimizing deep reinforcement learning agent hyperparameters, introducing agents beyond DQN agents, outlining some possible project ideas, and return to the discussion of artificial intelligence to address the limitations of contemporary deep learning approaches.
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Machine Vision, GANs, Deep Reinforcement Learning: Introduction 00:02:48
Topics 00:00:30
1.1 Running the Hands-On Code Examples in Jupyter Notebooks 00:13:19
1.2 Review of Prerequisite Deep Learning Theory 00:14:52
1.3 A Sneak Peak 00:06:23
2.1 Convolutional Layers 00:27:48
2.2 Convolutional Filter Hyperparameters 00:07:05
2.3 Activation Pooling and Flattening 00:05:32
2.4 Building A ConvNet in TensorFlow 00:19:33
2.5 ConvNet Model Architectures 00:10:21
2.6 Residual Networks 00:09:51
2.7 Image Segmentation 00:16:07
2.8 Object Detection 00:07:34
2.9 Transfer Learning 00:16:16
2.10 Capsule Networks 00:01:20
3.1 A Boozy All-Nighter 00:04:23
3.2 Latent Space: Arithmetic on Fake Human Faces 00:05:35
3.3 Style Transfer: Converting Photos into Monet (and Vice Versa) 00:03:32
3.4 Applications of GANs 00:02:42
3.5 Essential GAN Theory 00:10:04
3.6 The "Quick, Draw!" Dataset 00:12:54
3.7 The Discriminator Network 00:11:29
3.8 The Generator Network 00:10:40
3.9 Training the Adversarial Network 00:19:35
4.1 Three Categories of Machine Learning Problems 00:07:18
4.2 When Reinforcement Learning Becomes Deep 00:02:47
4.3 Applications to Video Games 00:04:04
4.4 Applications to Board Games 00:13:16
4.5 Real-World Applications 00:02:32
4.6 Reinforcement Learning Environments 00:03:52
4.7 Three Categories of Artificial Intelligence 00:03:58
5.1 The Cart-Pole Game 00:03:06
5.2 Essential Reinforcement Learning Theory 00:12:14
5.3 Deep Q-Learning Networks 00:10:17
5.4 Defining a DQN Agent 00:24:12
5.5 Interacting with an Environment 00:07:54
5.6 Hyperparameter Optimization with SLM Lab 00:05:47
5.7 Agents Beyond DQN 00:05:49
5.8 Datasets, Project Ideas, and Resources for Self-Study 00:08:46
5.9 Approaching Artificial General Intelligence 00:05:58
Machine Vision, GANs, Deep Reinforcement Learning: Summary 00:01:10
Title: Machine Vision, GANs, and Deep Reinforcement Learning
Author(s): Jon Krohn
Python for Data Analysis, 2nd Edition
by Wes McKinney
Get complete instructions for manipulating, processing, cleaning, and crunching datasets in Python. Updated for Python 3.6, …

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text:
Tunisia Economics and Business
Abbreviated as TUN by abbreviationfinder.org, Tunisia has a mixed economy with both public and private companies. Business is based on oil and phosphate extraction, textile industry and tourism. In 2009, 18 per cent of the labor force was employed in agriculture, 35 per cent in industry and 47 percent in the service sector. Despite investments in labor-intensive production and despite the fact that about 13 percent of the labor force works abroad, underemployment is high.
During the 1990s, the country implemented sweeping economic reforms; inter alia state companies were privatized and large sums were invested in education and development projects. This modernization has had a positive effect, and the country has had a stable economic growth during the 1990s.
About half the country's area can be used for agriculture, mainly as pasture. The most fertile areas are in the north, while scattered oasis farms are in the rain-poor south. Since the 1980s, major efforts have been made to modernize and expand the artificial irrigated area.
During the 1960s, a comprehensive program of agricultural reforms was initiated. The basis of this was collective farming (at least 500 ha) with merged small farms and land expropriated from French colonialists and large property owners. However, collectivization failed, and since the 1970s the role of the private sector in agriculture has increased. Today, agriculture consists of small farms using traditional farming methods and large modern, mechanized farming units.
The most important crops are wheat, barley, olives, fruits and vegetables; olives and fruits are exported. Tunisia's agriculture is hampered by uneven rainfall and fluctuating harvests; the country is not self-sufficient with food even during good years.
With the 1,300 km long coastline, Tunisia's fishing conditions are favorable. Mainly landed sardines and tuna. Major efforts are being made to expand the fishery. Catches increased sharply over a period, but during the late 1990s and early 00s they declined again as a result of overfishing. However, catches have recently increased again, mainly thanks to a modernization of the fishing fleet.
Minerals and energy
Phosphate, oil and natural gas have long been of great importance to Tunisia's economy. However, during the 1990s, the economy has expanded and the dominant position of these commodities has decreased. In addition, smaller amounts of iron, lead and zinc are mined. Tunisia is the world's fourth largest producer of phosphate, which is mined in the western parts of the country and is mainly processed for the production of chemicals and fertilizers for export.
Oil is mainly extracted from the al-Borma field in the south, Douleb in the west and from the off-shore field in Lilla Syrten. Natural gas is mainly extracted in al-Borma, but new discoveries have been made off the coast (Miskarfältet). Tunisia is self-sufficient when it comes to natural gas but imports about half its oil demand.
The import substitution policy introduced in the 1960s was unsuccessful as capital-intensive production dominated and the domestic market was limited. Since the 1970s, they have instead focused on labor-intensive and export-oriented production, where the textile and clothing industry has a prominent role. The food industry is also significant. Other activities include the production of building materials and the mechanical, electromechanical and chemical industries. More than half of Tunisia's industry is concentrated in Tunis. Other industrial species are Sousse, Sfax, Gabès and Banzart on the coast as well as Qafsa and Kasserine in western, central Tunisia.
Tunisia has a permanent trade deficit, and since the 1960s, the export value has only corresponded to about 60 percent of imports. The most important export goods are textile and food products. Other important export goods are machinery, agricultural products, leather goods and phosphate. The most important import goods are textiles, chemicals, iron and steel, as well as food, electrical equipment and transport. The most important trading partners are France, Italy and Germany.
COUNTRYAAH: Find major trading partners of Tunisia, including major exports and major imports with latest trade value and market share as well as growth rate.
Tourism and gastronomy
Tunisia's large-scale tourism started in the 1960s and 1970s with the development of bathing tourism. Tunisia was visited in 2012 by 6 million visitors, which was a decline from previous years. The reason for the decline was the country's political unrest in 2010-11. It is mainly tourists from neighboring countries and Europe who visit the country.
Note: the capital city of Tunisia is Tunisia with a population of 639,000 (2.4 million in metropolitan area) (2014). Other major cities include Sfax with a population of 273,000, Sousse with a population of 222,000 (2012).
Most of the tourists have the coastal zone at Hammamat Bay south to al-Mahdiya. Cities such as Hammamat, Sousse, al-Munastir and al-Mahdiya, as well as the farther south of Sfax, have old town centers with narrow streets, exciting bazaar blocks, worthy mosques (in Sousse and al-Munastir in the form of a kind of fortified monastery from the Middle Ages). and interesting museums with high-class objects from mainly Roman times (especially mosaics).
To see the well-preserved Roman ruins you have to go inland. In El-Djem (see Thysdrus) there is an amphitheater that is smaller but better preserved than the Colosseum in Rome. One of the international destinations of Islamic culture is the great mosque in Kairouan, the oldest of which dates back to the 600s; the city is also a center for making carpets. In Nabul, not far from Hammamat, ceramics are made in the form of vessels and tiles, mainly in blue and white. But it is in Tunismedina, the old town center, where you will find the largest bazaar for fabrics and clothing, jewelry, spices, carpets, shoes, leather work and much more. There are also interesting and partly very old mosques and tombs, Koran schools, palaces and small traditional cafes. On the outskirts of the city is the famous Bardom Museum, housed in the ancient Beirut palace, with famous collections from Roman and Muslim eras (including beautiful wall tiles), but also interesting objects from the Punic period. If you want to see more of the Punic culture, you should visit Carthage just north of Tunis, with the excavated city hill, the harbor and the Baal Temple.
The regions west and southwest of Tunis exhibit a stately landscape with dark mountains and greenery on plains and ravines. Here are hot springs, which have been exploited since Roman times, further afield towards the Algerian border large forests of cork oak, inhabited by wild boars. In the south, the Sahara begins, with higher daytime temperatures and intensely lush oases, some of which, such as Nafta and Tawzar, are larger resorts with excellent hotels. The journey on the road bank across the salt lake Shatt al-Jarid, which sometimes looks like a large shallow sea, sometimes like a white sparkling ice crust in the heat, is a strange experience. From the large oasis at Gabès, the only seaside in North Africa, with 300,000 date palms, you can continue on to the holiday island of Jarba, whose soft cultivation landscape, massive building condition and interesting handicraft products are different from the rest of Tunisia.
Tunisia's rich gastronomic offer has white-branched roots, where Bedouins, Phoenicians, Romans, Turks, Jews and Frenchmen have all left their mark. A refined flavoring of the usual simple ingredients is common, although in general it can be said that in Tunisia a stronger spice is preferred. So, for example, the couscous found throughout Tunisia in Tunisia is heavily harissed. It is cooked in vegetarian form, almost always with chickpeas, or with lamb or fish.
The meal is often started with soup, bride, cooked on beans, lentils or chickpeas with lamb, fish or chicken. The Tajine stew is cooked in Tunisia with rabbit or lamb and plum, flavored with fennel and lemon. Marinated vegetables served with pancakes (brisket) stuffed with minced meat, cheese and eggs are a popular dish, as are chakchouka, tomatoes with eggs and bell peppers. Fish (sardines, mullus, tuna) are grilled or marinated with lemon fruits or olives.
Pastries with millimeter-thin puff pastry, filled with nuts, honey and almonds, as well as honey or syrup marinated dates and other fruits are eaten with delight.
The most important Tunisian vineyards are located on the hillsides in a crescent around the capital Tunis; it also produces an excellent nutmeg at Qulaybiya on Cape Bon Peninsula. Much of the production consists of table wines, and the quality can be uneven. A common drink for both the strong food and the sweet desserts is mint. Boukha is a kind of fig brandy that is suitable for rounding off a real meal.
Togo Economics and Business
Zimbabwe Economics and Business
Madagascar Description


text:
Q: Counting smooth structures on manifolds Kervaire and Milnor found a formula for the number of smooth structures on the $4n - 1$ sphere (see, e.g. the last part of this MO answer). It is relatively easy to compute the number of smooth structures on the $k$ sphere for other values of $k$ (aside from $k = 4$).
Has there been work finding formulas for the number of smooth structures on elements of other infinite classes of manifolds?

redpajama_set_name: RedPajamaStackExchange


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50th Anniversary Minute – the 1974 Patriots
Date: September 23, 2009Author: patriotsdaily 3 Comments
by Brendon Rosenau, Patriots Daily Staff
As the 60's gave way to the 70's, the New England Patriots went from a perennial AFL contender to permanent residence in the NFL cellar. Things started to turn sour in 1967, and the Patriots went 11-30-1 in their final three AFL seasons. Their foray into the NFL wouldn't go any better as they won just 16 games in their first four years. However, 1974 looked like it was going to be different.
Led by Jim Plunkett at quarterback and a running attack featuring Sam Cunningham (still the team's all-time leading rusher) and an unknown Mark Herron, the Pats began the season 5-0 and looked like a contender. The team also featured a second year left guard named John Hannah and a rookie linebacker by the name of Steve Nelson.
The season opened with a 34-24 win over Miami that ended a four game losing streak to the Phins. The Pats running game was solid with Herron and Cunningham combing for 165 yards and two scores. Certainly the win was a good sign, right? The following week, the Pats beat the Giants at Yale. Maybe this year the team was for real. The Pats capped the five game winning streak with a 24-0 blanking of the Jets. Could the Patriots really be in first place 1/3 of the way through the season?
Though suffering their first loss of the season to Buffalo a week later, the Patriots rebounded in Minnesota and beat the vaunted 5-1 Vikings 17-14 to apparently get back in the winning groove. But the win would be costly. On the final play of the game, Plunkett found tight end Bob Windsor for a rough-and-tumble 10-yard TD for the victory. However, Windsor broke his leg on the play and was lost for the season.
Injuries would go on to devastate the Pats as only Plunkett, Herron and rookie Andy Johnson appeared in all 14 games at skill positions. The Patriots lost six of their final seven to end the season 7-7 and finish in third place. What was a promising start for Chuck Fairbanks' crew quickly turned into another disappointment for New England.
If you have any recollections of this team, we would love to hear them.
Jim Plunkett 2457 yards (6th NFL), 19TD (4th), 22INT (T-1st)
Mark Herron 824 yards (9th), 7TD (T-8th), 38-474, 5TD (T-3rd, total TD); 2444 yards (1st)
Sam Cunningham 811 yards (10th), 9 TD (T-3rd) (2 rec) (6th TD)
Randy Vataha 22-561 yards – missed two games
Reggie Rucker 27-436, 4 rec, TD – missed four games
John Smith 90 points (16-22, 42-43)
Ron Bolton 7 INT (T-6th)
Sam Cunningham (FB)
John Hannah (LG)
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3 thoughts on "50th Anniversary Minute – the 1974 Patriots"
Eric D says:
I certainly remember that team, in a bittersweet sort of way. I was a young boy in the early 1970's, and my favorite team was the Patriots. Most of my early memories of them were of them losing, losing, and losing some more. The rare high points were when they would upset a superior team now and then (like when they beat the Redskins in DC during Washington's super bowl season of 1972). Then along comes the 1974 Pats, and they start out 5-0, then get to 6-1. I was so excited. Then all the injuries hit, and, as noted, they went 1-6 in the second half to miss the playoffs. But that was the first Pats team that had me excited about a possible playoff appearance, and they werent the doormats they were previously, so for that I am grateful and they are on the list of my all-time favorite Patriot teams. My all time favorite Patriots team, the 1976 team when I was 11 years old, fulfilled the promise that fell short with the 1974 team.
The players on the 1974 team that I remember loving most were Jim Plunkett, Randy Vataha, Sam "Bam" Cunningham, and "Mini" Mack Herron.
I remember that team well.
They beat some very good teams early in the season–Miami, Minnesota and the Rams to name three of them. They also played the eventual Super Bowl champion Steelers very tough late in the year, but lost a close one.
The one game that stands out as the "turning point" was a home game against Buffalo when the Pats were 6-1; they lost 29-28 when John Smith's last second FG attempt was blocked. That sort of sent them into a downward spiral from which they never recovered.
As I recall correctly, they could have finished 8-6 but they blew a huge early lead at Miami in the season finale and ended up losing that one too.
That was one very tough schedule they had that year.
They took a step back in '75 when Plunkett was hurt right out of the gate, but that set the stage for Fairbanks' incredible '76 draft and the emergence of Steve Grogan the next year, when they fielded the best team in franchise history (prior to 2001, of course–the two Super Bowl losing teams from the 80s and 90s were not as good as that 1976 team). Ben Dreith is still a curse word in my house.
Nopointe says:
" Led by Jim Plunkett at quarterback and a running attack featuring Sam Cunningham (still the team's all-time leading rusher) and an unknown Mark Herron"
Shouldn't that be Mack Herron? It's entirely possible Mack was a nickname and I've always thought it was his real name.


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Home » Prince George's County, MD News » 2 dead in Mt.…
2 dead in Mt. Rainier house fire
Will Vitka | @WillVitka
The blaze broke out at 34th Street and Eastern Avenue Northeast, and was reported by an off-duty firefighter driving past the home.
Two people died Thursday in a fire in Mt. Rainier, fire officials said. (Courtesy Prince George's Fire Department via Twitter) (Courtesy Prince George's Fire Department via Twitter)
The scene of the fatal fire this morning in Prince George's County, Maryland. (Courtesy T.J. Mahoney) (Courtesy T.J. Mahoney)
Two people are dead following a house fire in Maryland on Thursday. (Courtesy T.J. Mahoney) (Courtesy T.J. Mahoney)
Two people are dead following a house fire on Eastern Avenue in Maryland. (Courtesy Jeremy Wilson via Twitter) (Courtesy Jeremy Wilson via Twitter)
Prince George's Fire said they responded around 6 a.m. Thursday. (Courtesy Jeremy Wilson via Twitter) (Courtesy Jeremy Wilson via Twitter)
The house fire broke out at 34th Street and Eastern Avenue, NE. (Courtesy Jeremy Wilson via Twitter) (Courtesy Jeremy Wilson via Twitter)
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WASHINGTON — Two people are dead following a house fire in Mt. Rainier, Maryland, Thursday morning.
The blaze broke out at 34th Street and Eastern Avenue, NE, and was reported by an off-duty firefighter driving past the home.
Flames were burning through both the first and second floor of the house.
Prince George's Fire Department arrived on the scene around 6 a.m.
They had to pull out after about 30 minutes due to the roof collapsing in on itself but re-entered around 7 a.m. and located the second victim.
The cause of the fire is unknown.
A neighbor in the area told WTOP in an email that an older married couple had been longtime residents of the house.
T.J. Mahoney said they were nice, and had a love for cats and collecting.
The couple had several small collections of toys in their front yard, Mahoney said, most notably robotic toy dogs.
According to Assistant Fire Chief Alan C. Doubleday, "excessive storage conditions" hampered firefighters in their attempts to battle the blaze.
Eastern Avenue, NE is closed between Rhode Island Avenue and Bladensburg Road in both directions.
Mt. Rainier is right on the border between the District and Maryland.
D.C. Fire and EMS tweeted that its firefighters were helping fill in at Prince George's Fire Department Station 1.
"Always ready and able to assist our neighbors," they said.
Below is a map of the area where the fire happened.
Ex-Fairmount Heights officer indicted on charges of raping woman after traffic stop
Prince George's County police investigate video shared of ex-NBA player in handcuffs
Victim identified in fatal Prince George's County house fire
Local News Maryland News Prince George's County, MD News
fatal fire fire house fire PGFD william vitka


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The end of last year marked a full stop in a journey I had been on for some years. These years were incredibly difficult and painful, both physically and emotionally. I learned a great deal about myself and the world. I also accepted there are several ways to get to your destination.
I always thought I would be a mother by now. This is quite a difficult sentence to type, let alone say out loud. Luckily for me, I have an incredible husband and a small number of trusted people who are an incredible support. Not everyone is able to demonstrate kindness and perhaps this is in response to the lack of conversations going on in the world.
I feel lucky that my tool box was stocked with the ability to record my experiences through a camera. My relationship with water in all of it's terrifying and healing forms became the vehicle to carry my story along. Last summer during a very isolating medical episode, I asked my dear friend Meg McNulty to collaborate and write a fictional response to my work. Little did I know at the time that she would gift me the ability to step away from the experience and embrace another.
I really want to publish my work alongside Meg's. I haven't been able to do that yet, but I have published some of my images with a few snippets of Meg's words. This series of images isn't static so I expect it could change. It's not entirely edited or sequenced correctly, but I have new chapters to begin living.
The images were all taken on film across a variety of important places I visited during these years.
Thank you my dear Meg for your gift.


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NEW DELHI: Corning, makers of Gorilla Glass for smartphones, reckons that Indian telecom operators' 4G roll out and network expansion drive, along with data center firms will drive demand for its optical-fiber in the country, even as it mulls entering the Fiber-to-the-Home (FTTH) segment with a complete suite of solutions.
The company invented the first low-loss optical fiber in 1970, which helped launch the age of optical communications. It offers a full line of single-mode and multimode optical fibers for all network applications.
Corning makes optical-fiber, which is sells directly to optical-fiber cable makers and in some cases to tier-1 telecom operators. It provides its optical fiber to government, defense and the private sector.
"The market for optical fiber has doubled, which is substantial growth in any industry, driven by NOFN project, telcos' need to upgrade their existing network, and 4G roll out. As India continues to invest in its communications infrastructure and brings increased bandwidth to all areas of the country, Corning's products will help ensure that India's investment is future-proof and available to all," Rustom J. Desai, Managing Director Corning India and Optical Operations, told ET.
Desai said that the company sees an emerging opportunity in the country's data center segment, and it is spending a lot of time to position itself as the major solution provider. Corning has a big portfolio of industry solutions for optical data center.
At the global level, the company offers its complete FTTH solutions portfolio, including fiber management solution, splitters, and racks. The company now is planning to bring these solutions to India.
"Globally we have rich FTTH portfolio, we are internally discussing for it to launch in India," Desai said, adding that Reliance Jio's entry in the FTTH segment can catalyse the space, attracting other players to make investments in the network.
Optical Fiber Cables market in India is projected to reach $424 million by 2020 on account of growing adoption of smartphones, broadband services and upcoming 4G rollout, according to a recently published report by TechSci Research.
Corning's optical-fiber or optical communications sales in the fourth quarter were $736 million, compared with $676 million in a year ago. Its revenues from India are not reported separately but contribute to the company's significant Asia Pacific sales – around $5.7 billion in 2014.
The company has a plant in Chakan, Pune, where it has invested a little over $100 million in the first phase. Desai said that 50% of product made at the Pune plant gets exported.
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Desai said that Corning's Gorilla Glass business for mobile handsets is also gaining ground in the world's fastest growing smartphone market. "Vendors now want to use our brand in their branding exercise. 2015 has been a busy year for the Gorilla team," Desai said.
The company however still doesn't manufacture Gorilla Glass in the country. Desai said that the actual point of sale happens in some other country, from where handset vendors source fully manufactured or partially manufactured devices.


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Awesome: 53.85%
Worth A Look: 28.85%
Average: 3.85%
Pretty Bad: 7.69%
Total Crap: 5.77%
4 reviews, 28 user ratings
See another review of this film:Jay Seaver (Awesome) Peter Sobczynski (Awesome) brianorndorf (Worth A Look)
by Mel Valentin
"A remarkably self-assured debut by Duncan Jones."
SCREENED AT THE 52ND SAN FRANCISCO INTERNATIONAL FILM FESTIVAL: Thought-provoking, intelligent science fiction tends to be conspicuous by its absence on film. With the exception of Steven Soderbergh�s ("Traffic," "The Limey," "Out of Sight" 2002 remake of "Solaris" and Richard Linklater�s ("Before Sunset," "]Waking Life," "Dazed and Confused," "Slacker") 2006 adaptation of Philip K. Dick�s novel, "A Scanner Darkly," science fiction films have relied on blockbuster-sized budgets as cover for thematic and narrative deficiencies. Moviegoers this summer will get four big-budget, science-fiction-oriented films, "X-Men Origins: Wolverine," J.J. Abrams� reboot of the "Star Trek" franchise, "Terminator: Salvation," the first film in a new trilogy in James Cameron�s 25 year-old franchise, and "Transformers: Revenge of the Fallen," the sequel to Michael Bay�s non-cerebral 2007 blockbuster. Luckily for science fiction fans, there�s an alternative: "Moon," Duncan Jones� remarkably self-assured directorial debut.
In the near future, most of the world�s energy problems have been solved through Helium-3, a naturally occurring gas used as fuel for nuclear fusion that�s abundant on the moon. Lunar Industries (LI) has a monopoly on mining Helium-3, establishing the Sarang lunar base on the far side of the moon. To keep the base�s automated harvesters running efficiently, a lone miner-engineer-astronaut lives and work from the lunar base. The latest miner-engineer-astronaut, Sam Bell (Sam Rockwell), is two weeks short of completing his three-year contract. For the duration of the contract, Sam has been alone, with only GERTY (voiced by Kevin Spacey), a company-provided AI that runs the base, and, with a live feed inoperative, taped messages from his wife, Tess (Dominique McElligott), to keep his loneliness at bay.
Sam�s health begins to deteriorate: bad headaches, loss of focus, and even hallucinations. On a seemingly routine repair mission to fix a stalled harvester, Sam sees a woman and crashes the lunar rover into the harvester. When he awakens in the lunar base�s med-lab, GERTY informs him he�s suffered a concussion and will make a speedy recovery. Sam, however, can�t remember how he returned to the lunar base or the accident. When Sam attempts to venture outside to investigate the crash site, GERTY refuses to give him access. He gets outside, of course, but to say more would be to definitely ruin Moon�s most important plot twist, one that simultaneously overturns everything we knew or thought we knew about Sam and Lunar Industries and one that leads, inevitably to Moon�s primary thematic concerns.
A first-time director with a background in advertising, Jones developed the story treatment for Moon, but handed off screenwriting duties to Nathan Parker (who receives sole screenwriting credit). With Moon, Jones wanted to pay homage to the cerebral science-fiction films of what he�s called in interviews and in the production notes the �Golden Age� (roughly 1970s through the early 1980s), including Stanley Kubrick�s 2001: A Space Odyssey, Andrei Tarkovsky�s Solaris, Douglas Trumbull�s Silent Running, Ridley Scott�s Alien, and Peter Hyams� Outland. Thematically, Jones and Parker also drew on science fiction/cult writer Philip K. Dick�s ground-breaking novels and short stories.
In a nod to the 70s� influences and thematic concerns on Moon, Jones decided against computer-generated visual effects and instead went with the old-school approach to the visual design and visual effects provided by the UK-based Cinesite. Rather than rely on expensive CGI, Jones relied primarily on miniatures for the exterior lunar scenes. Jones even went as far as hiring effects veterans who worked on Silent Running and a set designer who worked on Alien to design the lunar rover. Jones also decided on a self-enclosed, 360-degree set for the lunar base to add to the realism. Grit and grunge were added to the base�s interior to give it the function-first, aesthetics-last look prevalent in 70s films.
That aside, "Moon" only goes as far as Sam Rockwell will take it. Jones wrote "Moon" with Rockwell specifically in mind (after a meeting for another, unproduced project). No stranger to challenging work, Rockwell captures Bell�s multiple moods, different states of mind, and physical changes (especially after the big plot reveal) with an almost effortless ease. He�s never less than sympathetic, but never pitiful or pitiable. Rockwell sells Parker�s dialogue and Sam�s emotional (and physical) journey without relying on histrionics or overacting. If anything, Rockwell gives the type of performance for this type of role that will be dissected in acting classes (yes, his performance really is that good).
link directly to this review at https://www.efilmcritic.com/review.php?movie=18247&reviewer=402
originally posted: 06/20/09 07:00:00
OFFICIAL SELECTION: 2009 Sundance Film Festival For more in the 2009 Sundance Film Festival series, click here.
OFFICIAL SELECTION: 2009 South By Southwest Film Festival For more in the 2009 South By Southwest Film Festival series, click here.
OFFICIAL SELECTION: 2009 Tribeca Film Festival For more in the 2009 Tribeca Film Festival series, click here.
OFFICIAL SELECTION: 2009 CineVegas Film Festival For more in the 2009 CineVegas Film Festival series, click here.
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10/30/16 morris campbell overrated bore skip it
3/29/16 Aj wales Dreary overated. Story poor. What was the whole point.
4/07/15 Vaselir 5031f06cb9aaf10295a17fca86ac0644
11/16/14 Rashad What's the last date I can post this to to arrive in time for Christmas? <a href=" h
10/24/14 Jonathan We work together buy bimatoprost overnight free delivery The economic slo
6/14/12 Josie Cotton is a goddess Slow but good
10/20/11 Magic This movie beats other sci fi movies with five times its budget. Rockwell's acting. Whoa.
6/12/11 Merle It is a great movie to put you to sleep.
4/21/11 Ace-of-Stars My only complaint was waiting for Sam to share his more grim discoveries, which never came
3/01/11 Captain Slog My favourite sci fi movie of all time. Great soundtrack too
2/12/11 Ionicera Amazing performance by Sam Rockwell but leaves too many plot strings dangling
11/21/10 mr.mike The miniatures looked fake , distracting from a good story.
5/12/10 Dave Bowman Rockwell's performance was pure cinematic Gestalt.
4/05/10 erik if you fell asleep, you need a brain.
3/11/10 daveyt loved the seamless normality, Rockwell's on top form
2/19/10 Craig Brilliant. A must see.
2/01/10 Langano Best film of 2009.
1/15/10 Sevarian Excellent all across the board
11/20/09 DsTiOSo Hi! rQheRkx
8/13/09 thejames good soundtrack, entertaining, ends too soon.
7/14/09 damalc excellent; like "2001" without the pretentiousness
7/14/09 Suzz don't miss this film if you like great sci-fi
6/26/09 Tim a challenging sci-fi posing so many pertinent questions in such discreet fashion
6/23/09 PAUL SHORTT A DEEP, INVENTIVE EXPLORATION INTO THE HUMAN PSYCHE
6/22/09 Toni Awesome! So much to like abt the movie - the emoticon on GERTY was genius
6/21/09 Ming sorry this film make me falling asleep..not much exciting happening
6/18/09 jurisprudence man this sucked
6/18/09 george ljjhKW bkwPpwvo03NXzw47jvGa
12-Jun-2009 (R)
DVD: 29-Dec-2009
Duncan Jones
Nathan Parker
Malcolm Stewart


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