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Home » Issues » May 2017 » Lunch with Malcolm Wilson
Lunch with Malcolm Wilson
Few careers in any domain are as durable as this. It began more than 50 years ago in the rear seat of a Mk1 Ford Cortina… and he's still going strong
Gavin Hawarth
Given that he was versed in the fastidiously timed world of rallying from an age when most of his peers were cramming for their 11-plus, it is no surprise that Malcolm Wilson strolls into the Sharrow Bay Country House Hotel at precisely the appointed moment. His chosen restaurant is a former fishing lodge on the edge of Ullswater, about 45 minutes by road from Dovenby Hall, the stately home that became a hospital before its closure enabled Wilson to acquire it for his thriving motor sport preparation business. Today, the trim 61-year-old has 246 people working for him in Cumbria plus 38 at a secondary facility in Krakow, Poland – quite an empire for one who left school with no qualifications at 15.
An hour before his arrival Ullswater had been bathed in sunshine, perfect hill-walking weather, but things have changed. A fierce wind has whipped up horizontal rain as Wilson selects West Coast scallops followed by Herdwick lamb and [restaurant founder] Francis Coulson's famous and original Icky-Sticky Toffee Pudding, washed down with water and two modest glasses of Pouilly-Fuissé.
Four seasons in one morning: the Lake District was ever thus. It is a wonderful part of the world, far removed from the UK's traditional motor sport hubs. "I was born in this region and absolutely love it," Wilson says. "The fact my business is here is down to typical Cumbrian doggedness. Over the years, so many people have said, 'You need to move south and make yourself more accessible.' But I wanted to prove I could make the business work locally. I've always believed that if something is good enough, people will travel to find it."
The evidence suggests he's right: as well as running Ford's World Rally Championship programme since 1997, Wilson's M-Sport is involved with countless rally privateers, was commissioned to build and run Bentley's Continental GT3 racer and also developed the Ford Focus that's currently being used in rallycross. Quite busy, then.
En route to fourth place in Portugal, 1981
Motorsport Images
"My interest started because my parents ran a tyre distribution and vehicle dismantling business," he says. "In the late '60s and early '70s all the local rally boys would come in for spares. Fords were the thing at the time and people would turn up looking for a 1500 Cortina engine to stick in their Anglia and so on. I thought it was fantastic seeing all these cars coming in with wide wheels.
"I had no real idea what a rally was, but one day a customer arrived to buy an engine. I watched him and his pal removing it and got chatting to them. I was only 10 and wanted to know what they were doing, so they told me about a road rally they'd entered and invited me to ride along in the back. I went to ask my mum and eventually persuaded her to let me go. Road rallying was massively popular at the time and there were loads of events in our area. We were in a Mk1 Cortina and at the first junction the driver flicked the car sideways – that was it for me, I was hooked.
"I'd already started driving cars around the yard, which was one thing, but now I'd discovered the speed element. I got the bug very early and my mum said, 'Right, if you want to do this you'd better attend navigation classes' – and the fact they existed shows you how big the sport was in those days. I did that and started navigating from the age of 11 or 12, until I was old enough to drive. If there were any field events – autocross or autotests, anything that didn't require a licence – I did those, too. I used cars that came into the yard and started doing my own work – I put a 1500 Cortina engine in a 100E Ford Popular, for instance, and all of this gave me a good understanding of cars and what you could do to them.
"Once I'd started to drive all I wanted to do was compete, though I didn't initially imagine that I'd be able to turn it into a business or make a living as a driver. I had done a little bit of karting when I was younger – my dad helped found the Rowrah circuit with a guy called Iredale Edgar – but once I got into rallying I became very blinkered. There was nothing else that interested me. I had great access to spares and occasionally a juicy bit of stuff would come in – a Lotus Elan, maybe, so you could pick up a twin-cam engine. I had a great start in terms of being able to find equipment."
At 16 he began building an Escort 1300 with which he would commence his driving career on the 1973 Peak Revs Rally, a road event on which he finished as leading novice. One year later he repeated the feat on the News & Star Derwent Rally, officially his first stage event… although he had already tasted life at the wheel across classic local terrain. "I was co-driving for a local guy in a Mk2 Cortina when we broke down in Kielder," he says, "and we had to wait for the crew to arrive to get going again. The rest of the competing cars had long gone, so the driver asked if I wanted to take the wheel to the end of the stage – you can imagine what that was like at the age of 14 or whatever I was.
"In all I think I did only three road rallies, because after I got a taste for the stages that's all I really wanted to do. I wasn't particularly bothered about asphalt rallies either, if I'm honest, I just wanted to be on the gravel!"
For 1975 Wilson kept the same Mk1 Escort, albeit with the 1300 swapped for a twin-cam. "Back then there was a thing called Ford Rallyman of the Month, which earned you vouchers to get parts from Ford Rallye Sport," he says. "I did the Lakeland Stages, a national championship round, and finished second in my old Mk1 to John Taylor. That result got me Ford Rallyman of the Month, then I had a few seconds and thirds on Scottish Championship events, so I got recognition quite quickly. Towards the end of 1975 people had started to take note and Ian Parry, later a co-director with David Richards at Prodrive, was at that time with Castrol. He was the first guy to offer me support and acknowledge my potential. For 1976 I still kept my old Mk1, but now with a 1700 BDA, and won the Lakeland Stages and a few other events, which helped me win another Ford Rallyman of the Month award. At the end of '76 Ford was looking for some youngsters to drive the new droop-snoot RS2000 in Group 1 – myself, Graham Elsmore and David Lang were selected. It wasn't a paid drive, but Ford provided the car, I maintained it and did the 1977 British championship."
Three-year deal with Austin Rover was cut short when Group B cars were banned from rallying
He also made his WRC debut that season, on the RAC Rally.
"My two big targets in '77 were to score class wins on the Scottish and the RAC and I managed both. I put a tremendous amount of effort into the RAC in terms of preparing the car, training, practising wheel changes and so on. It was an incredible rally and everything ran like clockwork until one of the Dalby stages on the final morning. I got a puncture early on, but all that pre-event practice paid off. I didn't win the championship, for which the prize was a fully paid drive in 1978 – Graham Elsmore scooped that, but Ford still helped me with limited funding.
"They then offered me a favourable price on Billy Coleman's 1976 Escort Mk2, which I campaigned successfully in the national championship – winning it for two years on the trot. I had some fantastic runs in 1979, finishing second on the Scottish and leading the Welsh, and at the end of the season Total decided it wanted to increase its rallying involvement. For 1980 I started my own team on a formal basis, still based in the family yard with a full-time staff of two and an assortment of weekend warriors, and on the Scottish I was fighting for the lead with Hannu Mikkola and Ari Vatanen. I'd just got ahead of Ari, into second, when I had a massive accident, running wide and hitting a bridge parapet. It impacted the end of the chassis rail and bent the car back into my feet, breaking both ankles. That put me out of action for a time, which was disappointing, but I got home to discover that David Richards wanted to see me. Rothmans was looking to get into rallying and he was very involved in setting up a team. He told me they wanted me in one of the Rothmans Escorts, with a limited WRC programme in David Sutton-run cars. That was a great boost.
"On my comeback event in Scotland I finished second. I wasn't worried about crashing, but was apprehensive about how I'd feel when I really had to press the brake pedal hard, wanting to know that I was still OK. I never thought about the accident side at all. It was just about getting my head around rallies again after a four-month layoff. Next time out, on the Pirelli Rally in September, I felt in great form and beat Tony Pond's TR7 into second place. That was also a confidence booster for David Richards, in terms of my seat with Rothmans."
Wilson developed Ford's RS200 and gave the car a winning debut on the Lindisfarne Rally
There would be some podium finishes in 1981, but no victories, and for much of the following year he split his time between competing and developing Ford's new – but ultimately stillborn – Escort RS1700T.
"We got that car to a very good level in terms of performance," he says, "though the reliability was never where it needed to be. We reached a point where we were roughly 2-3sec a mile quicker than a Mk2 Escort on gravel – and when we did all the back-to-back stuff we used Hannu Mikkola's 1979 RAC-winning car, which was obviously a proven package. On the final day we had Markku Alén with us, so he was definitely on Ford's radar for 1983, but around that time there was a big reshuffle within Ford. Stuart Turner came back in as team manager, looked at the whole thing and asked a lot of questions. The Audi Quattro and four-wheel drive were now established in rallying, so looking back the decision to can the rear-drive RS1700T was correct, but it was another knockback for my career.
"I'd already signed to drive for Ford in selected 1983 WRC events, but I ended up hiring a Quattro for the 1982 RAC and then doing a small programme in the UK with the Escort RS1600i. I still had my contract with Ford and knew the RS200 was coming, but I also knew I needed to do something in the short term to re-establish my career. Four-wheel drive was clearly the future so I spoke to Audi UK about buying the car Stig Blomqvist used to win the 1983 British title."
Wilson took a solitary podium finish in 1984, but the following year won all three of the BRC events he finished (there were six rounds, but the greater consistency of Russell Brookes and Jimmy McRae enabled them to finish first and second in the standings). At the same time, Wilson had busily been developing Ford's new low-line RS200 4×4 and gave the car a debut victory on the Lindisfarne Rally.
"Ultimately the RS200 could have been fantastic," he says. "It was brilliant on the toughest rallies – the Acropolis and stuff like that – with its twin shock absorber system, low centre of gravity and double wishbone suspension. The one problem we had was weight – it was about 200kg heavier than the Peugeots. I'm sure that could have been rectified, but we had a very complex 4wd system. With development and lightening I'm absolutely confident the car could have won WRC events, no question."
Winning in Ulster during successful 1994 BRC bid
While developing the Ford, however, he had also been approached by Austin Rover motor sport boss John Davenport, about driving the new MG Metro 6R4. "It was very, very difficult to think about leaving Ford," he says, "because I'd been with them for so long. I had similar offers on the table from both companies, but I went to test the 6R4 at Gaydon. In those days we didn't have the internet, smartphones or social media, so you could do stuff like that without anybody finding out. At that stage we were having lots of problems with the Ford, then at Gaydon I drove the 6R4 all day without the slightest hitch – it was 100 per cent reliable, which gave me a difficult decision to make.
"I told John I had a very clear plan. In the first year I wanted to learn the rallies and didn't want to push too hard, except perhaps on the RAC, then the idea was to go a little harder in year two and try for the title in year three. There was also the chance to do the 1985 RAC in a 6R4, so I decided to sign. You can imagine how that felt, given the strength of my links with Ford, but my business was still ticking along in the background and a lot of that involved Ford so we still had a relationship.
"After having no problems at all during that first test, we started rallying the 6R4 and had nothing but trouble. Tony Pond and I both had problems on the Monte, then I was lying third in Sweden when the cambelt went. I had a huge shunt during testing in Greece, because of a mechanical failure, then a core plug fell out in Corsica and the engine lost all its water. I'd gone from having this bulletproof missile to something that never seemed to finish."
Corsica also sounded the death knell for Group B, the FIA announcing that the category was to be axed at the year's end following the accident that claimed the lives of Henri Toivonen – Wilson's team-mate in 1980 – and co-driver Sergio Cresto.
"That was a very tough time," he says. "Henri was the most naturally gifted driver – he had incredible ability. He wasn't like most Finns – he was as good on asphalt as he was on gravel, and perhaps even better."
Had Wilson sensed that speeds were escalating beyond reason?
"No," he says. "The cars were wild and awesomely brutish, but never felt too quick when you were at the wheel. OK, I didn't try a 600bhp Lancia Delta S4 – I drove the 6R4, RS200 and Sport Quattro, and the Audi was a handful. Having said that, it was incredibly satisfying to master. They weren't at all like the current cars. Nowadays, you turn and it goes. If it doesn't, the driver will want the engineer to explain why. The cars are all pretty much the same today, too, but back then they had different characteristics. The Quattro had what, 100kg or so hanging out past the front axle? They were all so different in terms of set-up, transmission and handling. It was a challenge and the pre-Sport Quattro was the biggest of all, with no anti-lag. Trying to get the best from a car with massive amounts of lag and hardly any power below 5000rpm was a real test. It was like learning to drive again, but when you crack it…
Wilson the team boss
"The Quattro gave me my best ever sense of personal satisfaction, though the Escort was the most fun in terms of what it was and the sound it made. To this day, nothing sounds as good to me as a BDA at full chat around 8000-9000rpm. That's absolute music."
With Austin Rover withdrawing as GpB fizzled out, Wilson was back to square one.
"I had nothing lined up for 1987, but then Peugeot asked me to do some BRC rounds in a 205 and GM came in with an offer to drive an Astra on the RAC and also for the following two years. I didn't have much else on the table and they had some interesting plans, including an opportunity to do some WRC events. Those two years with GM were fantastic. Even though I was only in an Astra, we had some fantastic results because I was driving for a great bunch of committed individuals. It was one of the best teams with which I've been involved. We had some stunning results for a two-wheel-drive car – third in New Zealand and sixth in Australia in 1989, second on the Scottish, 10th overall on the RAC and first two-wheel-drive car, ahead of quite a few Sierra Cosworths. That's when Ford came back to me about a new programme, so the results hadn't gone unnoticed."
He would spend the balance of his driving career with Ford, finishing second in the 1993 British Rally Championship before finally winning it one year later. "That was a box that absolutely had to be ticked," he says, "and once I'd done that it was time to move on. My last rally was the 1995 RAC. I've always had goals and always said I'd stop driving when I was 40, irrespective of what I was doing. I probably didn't achieve as much as I should have done as a driver – and if I hadn't done that by the time I was 40, I certainly wasn't going to do it later."
Then still known as Malcolm Wilson Motorsport, his team was having considerable success with customer programmes – winning 11 titles around the world from 1994-96 – and Ford initially asked him about running the factory rally team. "We went a long way down the line and they wondered whether I'd consider running the Ford WRC team from Boreham, because they didn't think it would be possible from Cumbria. We agreed terms, but one Sunday night I was chatting to my wife Elaine and said, 'Right, I'm not going to do this.' I'm sure she was relieved, though she didn't say as much, and the next day I called to tell them I wasn't going to accept the deal, imagining that would be it in terms of getting any more work from Ford. I'd just have to get on and run my business for privateers.
"Then in 1996 we went to Finland and finished third with Jarmo Kytölehto, while the works Fords didn't feature. We just did our own job and finished on the podium, an incredible achievement for a private team, and after that Ford spoke to me again about a works deal. I didn't think it would ever happen – and didn't believe it until I had the press release in my hand. I'd never told anybody else, because we'd been down this route in the past, but I was doing a Ford forum in London before the Rally GB and somebody asked me what I thought would happen with the Ford WRC programme, 'because it was such a mess', but they didn't know about the contract I had in my pocket.
Ogier won on his M-Sport debut on Rally Monte Carlo
"None of my 18 staff had any idea and when I drove back the next day Elaine had arranged for them to meet me. I opened a box of champagne and said, 'Right, this is what we're doing… but there will be no holidays over Christmas or New Year.' By the time we got to Monte Carlo we had more than 100 people, including weather crews and so on. We had growing pains, as any business would, but we finished second in Monte Carlo with Carlos Sainz, a few seconds behind Piero Liatti, and Armin Schwarz was sixth – so that was a good start."
And 20 years on, with the team long since rebranded as M-Sport, he's still running Fords. For much of that time the WRC has been dominated by three drivers – Tommi Mäkinen and the two Sébastiens, Loeb and Ogier – but M-Sport Fords have taken more than 50 outright victories (new recruit Ogier notched up the 51st in Monte Carlo this year) plus back-to-back successes in the championship for manufacturers in 2006-07. During that time Ford has run several of rallying's all-time greats, including Colin McRae and Carlos Sainz.
"Colin was one of the fastest WRC drivers at the time and we made a big push to get him in 1998, the last year of the Escort," Wilson says. "We felt he could have been in pole position to do all the Focus testing for 1999, but he had a water-tight contract with Prodrive. There were big expectations when he agreed to join us, which put us under a lot of pressure – although by that stage of my life I was ready for it. We then had water pump problems on the Monte, so Colin was understandably unhappy, but we went from that to winning the Safari, which for a brand-new car was astonishing.
"A lot of people struggle to understand this, but Colin was incredible on the most challenging rallies because he had amazing mechanical sympathy. People never appreciated that because of his flamboyant style. He won all the difficult ones – the Safari, Cyprus, Argentina, Acropolis and so on. OK, we built a strong car, but he had this amazing mechanical sympathy and understanding of what it could take. If I had to pick one driver who knew how to look after a car on a punishing rally, Colin would be right at the top. He didn't set a single fastest time on the 1999 Safari, but he understood what was required. To win like that when you knew how much effort your rivals have put in, and you hear that Carlos Sainz has said to [then Toyota team boss] Ove Andersson, 'When is that bloody Focus going to break?' Carlos couldn't get his head around that.
Wilson's long Ford stint included working with both Sainz and McRae
"Colin was supremely spectacular on events like Finland or Sanremo. You'd watch and think 'Bloody hell…' But those events weren't likely to inflict damage on the car – that's when he tended to have accidents, which did…
"Carlos was never as natural a driver as Colin, but you didn't know that until he was in your team. But his work ethic and commitment were astounding. The thing that impressed me most about Carlos, even though he had other businesses, was that his career always came first. If I rang him up unexpectedly and said, 'I need you in Sanremo tomorrow morning to test,' he'd be there. He never questioned stuff like that – and when he got there he'd push everybody. 'Where's the water bowser? We need to try this in the wet.' Once he arrived he was like the boss, a real dynamo. He and I had some battles, because I had my vision of how we should take the car forward and he was a very strong character, but we ended up having this great relationship. Of all the drivers who pop back to see us on rallies, he's the one who commands greatest respect. You can hear people whispering, 'Look, Carlos is here' – he was a big driving force in taking us forward, a huge asset, and because we had Carlos we learned how to handle the demands we're getting now from somebody like Séb."
Late last year a lovely video clip did the rounds on social media, showing Wilson giving his staff a pep talk. Just as it appeared to be over, he paused and said, "Oh, just one small thing… Sébastien Ogier will be driving for us next year." He then punches the air in jubilation – and its clear the recruitment of the four-time world champion meant a lot.
"I'm still a competitor and I remain very passionate," he says, "and we'd just had four seasons without a victory. I'd always planned to chat to the team, to talk them through what they'd done and let them know how proud they should be, but I made the announcement at 5pm and Séb had only let me know he'd be driving at nine minutes past four. He'd kept me hanging on for about six weeks, so I thought I was entitled to have a bit of fun with the staff and keep them waiting. Their response was fantastic.
"Séb reminds me very much of Carlos Sainz in terms of his commitment and attention to detail – not just him, but also his co-driver Julien Ingrassia. They are incredibly professional and it's easy to see why they've been successful. Every little detail is on their radar – we'd planned to put proper winter jackets in the car for Monte Carlo and Sweden, in case of a breakdown, but they insisted on something lighter to save weight – however little that might be. That's the level they're at. Having the world's best on board has given everybody a lift."
Extra prestige was added to the M-Sport portfolio when Bentley approached the company to develop its Continental GT3 racer, which made its debut in Abu Dhabi at the end of 2013.
"We were 100 per cent rallying, 100 per cent Ford and I had no interest in diluting the business," Wilson says. "I wasn't looking for anything else until [Bentley motor sport director] Brian Gush called. I had no idea Bentley was looking at a racing programme. I told Brian that we had no relevant experience, but he said he'd researched us and would like to pay me a visit. I asked when and he replied, 'Tomorrow.' He turned up with a few people and I gave them a guided tour of our facilities.
"He returned soon afterwards with Wolfgang Schreiber, Bentley's chairman at the time. We were having a meal in one of our boardrooms and halfway through Wolfgang walked around to my side of the table and said, 'Malcolm, I'd like to shake your hand and that confirms we'd like you to take on the Bentley project. We're owned by a big group but still like to operate as a small company.' That was it. We were going GT racing. I looked around the company and found we had quite a lot of collective racing experience, through things people had done before they joined us, and 12 months later the GT3 was launched at Goodwood." It soon became a race winner in the Blancpain Endurance Series, too.
Future M-Sport projects include construction of a new manufacturing facility at Dovenby, because the site is presently at full capacity, and an on-site test track that should be operational by the middle of 2018. Does he pay much attention to F1? "If I'm at home on a Sunday I'll watch the start," he says, "then have a few glasses of red wine and wake up for the finish. That's about it. I look and keep thinking – hey, who knows in the future? – but I've got more than enough on my plate to keep me going for the foreseeable future."
Given his longevity as both driver and team principal – "The first of those jobs is by far the easier" – it seems odd that Wilson started only 42 WRC events in 19 seasons. "You have to remember that things were very different then," he says. "For one thing the British Rally Championship was absolutely massive at the time – look at the calibre of competing drivers in the late 1970s and early '80s, with Hannu Mikkola, Ari Vatanen, Björn Waldegård, Henri Toivonen, Pentti Airikkala, Tony Pond, Timo Salonen and so on – and there were fewer WRC opportunities, with not so many rallies and relatively little manufacturer involvement. It wasn't like it is now, when you have to sign up and contest every event. And then Ford dropped the RS1700T, the GpB ban stopped the Austin Rover project and the GM thing was just building up when they decided to withdraw, so…"
It was a golden period for rallying in Britain, but Wilson remains optimistic for the sport's future. "We all look back and say 'Those were the good old days' but we have to be realistic. You couldn't now do some of the things we used to consider routine, such as filling up with a jerrycan at the roadside and spilling half a gallon all over the place. They were great times, but attitudes to safety have moved on. Consider the Safari or the Ivory Coast, when teams used to have a spotter helicopter following each car. If somebody told me we were going back to Kenya we simply wouldn't be able to contemplate it on the grounds of expense. Last time I was there I think it cost £78,000 for each helicopter.
"The sport has evolved. Is it better or worse? I think we're back on the right track. The 2017 cars look aggressive and they're fast. We've been through a period during which we perhaps needed a little something extra and I think we've now got that."


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The humana building, also known as the humana tower, is a skyscraper in downtown. Humana hired graves to design the building long before it knew when it might install the heart. The humana building, also known as the humana tower,1 is a 1985 skyscraper in downtown louisville, kentucky, located at 500 west main street and . The humana building, also known as the humana tower,1 is a 1985.
The humana building, also known as the humana tower, is a skyscraper in downtown louisville, kentucky, located at 500 west main street. The humana building, also known as the humana tower, is a skyscraper in downtown. Humana tower louisville, ky 25th floor observation deck 01/13/2014. Humana hired graves to design the building long before it knew when it might install the heart.
Humana tower louisville, ky 25th floor observation deck 01/13/2014.
A 'telecommunications / observation tower' is a structure where . The humana building, also known as the humana tower, is a skyscraper in downtown louisville, kentucky, located at 500 west main street. Still, the significance of humana acting as a . The humana tower in downtown louisville is one of the icons of the postmodern movement. The humana building, also known as the humana tower, is a skyscraper in downtown.
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By Brady Slater on Apr 15, 2019 at 5:38 p.m.
Captain Ievgen Medvedenko looked right at home standing dockside at the Riverland Ag terminal on Monday.
The zipper open on his coat, flashing a tie, Medvedenko shrugged off what had to be a familiar chill coming from Lake Superior. Medvedenko grew up on the Black Sea, in the Ukraine city of Odessa, 46 degrees north of the equator — same as Duluth.
"I live in a city which is along the sea," he said, having steered the 655-foot saltie Maria G into Duluth early Monday morning. "It's a family tradition to become a seaman."
Medvedenko followed his father and grandfather into shipping. As the guest of honor at the annual ceremony to mark the arrival of the shipping season's first salt-water vessel, Medvedenko met a parade of local dignitaries bearing small gifts.
Grain dust billowed into the air from the ongoing loading operation. The locals shouted over the idling vessel — its engine audible from the inside of the hull.
The St. Lawrence Seaway is celebrating its 60th year in 2019, and this is the second time in that span that the Maria G has made it to Duluth first. In 2008, sailing under the name Gadwall, the ship made it to Duluth-Superior on April 10.
"Two times the Maria G has been first," said Duluth Seaway Port Authority executive director Deb DeLuca, before drawing on a timely reference. "Kind of like UMD (men's) hockey winning back-to-back titles."
Medvedenko smiled and accepted the kindnesses with grace. A lot of children in Odessa grow up dreaming of a life at sea, he said. It is a noble life, he explained, including for girls and women now, too.
"Not just cruise ships," he said. "They're in the (maritime) academies, too."
Maria G is scheduled to depart Duluth bound for Italy late Tuesday with 21,000 metric tons of spring wheat. The ship, painted green and wearing the scars of life at sea, discharged steel in Oshawa, Ontario on its way to Duluth.
Before the ceremony ended, Medvedenko learned the winner of Visit Duluth's First Ship Contest. Debra Keech of Stillwater guessed Monday at 6:30 a.m. The Maria G sailed under the Aerial Lift Bridge at 6:48 a.m. Keech was 18 minutes off — the closest guess from among 2,100 contestants. She won a Duluth getaway, including lodging and gift cards to local restaurants.
Duluth Mayor Emily Larson shouted over the sound of the working port.
"It's a big part of who we are," she said of the shipping industry.
Medvedenko nodded along, knowing exactly what she meant.


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In most situations, mediation is optional in a divorce and the only it can happen is if both parties agree to the process. Although you and your spouse do not need to be on good terms to go through mediation, you must be able to have an open and honest conversation. You should discuss the pros and cons with your spouse and compare it to other methods to see if it is an option that both of you are open to. You may want to discuss the logistics as well, such as how you will split the mediation fees, convenient dates and times and who will handle any procedures that the mediator will not deal with for you.
Once you have both agreed to mediation, you will need to make a list of all your assets and possession, both shared and individual. This list should contain everything of value that you own including real estate, personal property, vehicles, bank accounts, investments, stocks, retirement accounts, life insurance policies and other financial products. You should also have documentation for your income as well as any spousal support or child support you've received. You should list all your recurring expenses and liabilities as well.
Mediation will only be successful if you know what you want to achieve at the end of the process. You must decide what terms are non-negotiable and which are flexible and keep those terms in mind as you go through mediation. If you and your spouse have children, you should outline what you expect in terms of parental access and support. Note, though, that custody matters should be separate from financial matters. You should never use the threat of withholding access to your children as a means of financial gain. Create a pre- and post-divorce budget that will show your current expenditures and what you expect to be spending after the completion of your divorce. This will help you to determine what sort of support you will need moving forward.
The mediation process will be guided by a mediator. A mediator is someone who has been trained to help people resolve conflicts including those that arise in a divorce. A mediator does not impose a solution but simply facilitates negotiations in which you and your spouse can decide together what the best solution is in your case. Before you hire a divorce mediator, ask about their qualifications and experience handling matters relating to family law. Also, try to find a divorce mediator who has resolved at least 90% of their cases.
Some mediators are practising lawyers. However, in the role of a mediator, a lawyer must remain neutral and cannot offer either party legal advice. Therefore, it may be wise for you to consult a divorce mediation lawyer. Your mediation lawyer will guide you through the process, offer advice and help you get a fair divorce settlement. With a mediation lawyer on your side, you can rest assured that your rights will be protected every step of the way.
Are you searching for a Toronto divorce lawyer?
If you are searching for a Toronto divorce lawyer to guide you through mediation, contact us at Baker and Baker Family Law. At Baker and Baker Family Law, we are committed to helping our clients use mediation and other forms of alternative dispute resolution to tackle the issues in their divorce. So, give us a call today. Let us show you how we can help.


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Home / Colonial Homes and Their Furnishings / COLONIAL HOMES AND THEIR FURNISHINGS
COLONIAL HOMES AND THEIR FURNISHINGS
The Project Gutenberg eBook of Colonial Homes and their Furnishings, by Mary H. Northend.
Project Gutenberg's Colonial Homes and Their Furnishings, by Mary H. Northend
almost no restrictions whatsoever. You may copy it, give it away or
Title: Colonial Homes and Their Furnishings
Author: Mary H. Northend
Release Date: January 9, 2011 [EBook #34897]
*** START OF THIS PROJECT GUTENBERG EBOOK COLONIAL HOMES ***
Produced by Annie McGuire. This book was produced from
scanned images of public domain material from the Internet
AND THEIR FURNISHINGS
Plate I.—Dodge-Shreves Doorway. Built in 1816. Plate I.—Dodge-Shreves Doorway. Built in 1816.
THEIR FURNISHINGS
MARY H. NORTHEND
WITH NUMEROUS ILLUSTRATIONS
LITTLE, BROWN, AND COMPANY
Copyright, 1912,
By Little, Brown, and Company.
IS DEDICATED TO
ONE THROUGH WHOSE CONSTANT ENCOURAGEMENT
AND WISE ADVICE I OWE MY SUCCESS
IN THE FIELD OF LITERATURE
The wonderfully good collection of antiques for which Salem is noted was of great interest to me, being owned by personal friends who kindly consented to allow me for the first time to go through their homes and pick out the cream of their inheritance. If the readers are half as interested in these objects as I have become,—growing enthusiastic in the work through the valuable pieces found,—they will enjoy the pictures of colonial furnishings, many of which cannot be duplicated in any other collection of antiques. Family bits, wonderful old Lowestoft, and other treasures are included, all brought over in the holds of cumbersome ships, at the time when the commerce of Salem was at high tide.
To Mr. Charles R. Waters, Mrs. Nathan C. Osgood, Mrs. Henry P. Benson, Mrs. William C. West, Mrs. Nathaniel B. Mansfield, Miss A. Grace Atkinson, Mrs. Walter C. Harris, Dr. Hardy Phippen, Mrs. McDonald White, and Mr. Horatio P. Peirson, as well as many others in my native city, I owe acknowledgment for their kindness in opening their houses and letting me in, as well as to Mrs. George Rogers of Danvers, Mrs. D. P. Page, Dr. Ernest H. Noyes, and Mrs. Charles H. Perry of Newburyport, Mrs. Walter J. Mitchell of Manchester, Mrs. Prescott Bigelow and Mrs. William O. Kimball of Boston, Mrs. A. A. Lord of Newton, Mrs. Charles M. Stark of Dunbarton, N.H., and the late Mr. Daniel Low.
The work was commenced at first through ill health and the desire for occupation, and has met with such good results through an interest in the story of antiques, that I have to-day one of the most valuable collections of photographs to be found in New England.
MARY H. NORTHEND.
Colonial Doorways
Old-Time Gardens
Halls and Stairways
Fireplaces and Mantelpieces
Old-Time Wall Papers
Old Chairs and Sofas
Sideboards, Bureaus, Tables, etc.
Four-Posters
Old-Time Clocks
Old-Time Lights
Old China
Old Glass
XVI.
Old Pewter
Old Silver
LIST OF PLATES
Dodge-Shreves Doorway. Built in 1816
The Warner House, Portsmouth, N. H. Built in 1718
Middleton House, Bristol, R. I. Built about 1808
Indian Hill Farm, West Newbury, Mass. Begun soon after 1650
Andrew House Doorway, 1818
Gardner House Doorway, 1804
Doorway of Nathan Robinson House, 1804
Sixteenth Century Knocker, Lion type. Striker, of first type; Georgian Urn type, in use on modern houses; Mexican Knocker of the Hammer type; Hammer type Knocker, Eighteenth Century, Charles P. Waters House
Eagle Knocker; Eagle Knocker, Rogers House, Danvers, Mass.; Medusa Head, elaborate early type; Garland type of Knocker
Whittier Garden, Danvers, Mass.
Peabody Garden, Danvers, Mass.
Saltonstall Hallway, about 1800
Hallway, Lee House, 1800
Hallway, Tucker House, about 1800
Hallway of Wentworth House, 1750
Historic Fireplace at Ipswich, Mass.
Old Fireplace in Wentworth House, Portsmouth, N. H.
XVIII.
First Hob Grate in New England, Waters House; Mantel Glass and Fireplace, showing decoration of floral basket
Middleton House Steeple Top Andirons, and Bellows; Southern Andirons, Atkinson Collection
Cupid and Psyche paper, Safford House
Venetian paper in Wheelwright House, Newburyport
Roman Ruins paper, Lee Mansion, Marblehead
XXIII.
Adventures of Telemachus paper, Nymphs Swinging
XXIV.
Queen Anne Fiddle Back; Queen Anne, Stuffed Chair; Dutch Chair, carved; Empire Lyre-backed Roundabout, on Chippendale lines, 1825
XXV.
Chippendale, Lord Timothy Dexter's Collection, H. P. Benson; French Chair, showing Empire influence; Flemish Chair; Banister-back Chair
XXVI.
Chippendale Armchair, showing straight, square legs; Chippendale Chair; Chippendale, one of a set of six, showing Rosette design; Chippendale Armchair with Cabriole legs, Ball and Claw feet
XXVII.
Empire Sofa; Cornucopia Sofa; Sofa in Adams style, about 1800
XXVIII.
Sheraton, mahogany frame, about 1800; Sheraton, with solid arms, and straight, slender legs; Sheraton, about 1790. Note the graceful curve of the arms
XXIX.
Sheraton, about 1800; Sofa, about 1820; Sofa, about 1820, with winged legs
XXX.
Sheraton Night Table; Block Front Bureau Desk, owned by Dr. Ernest H. Noyes, Newburyport, Mass.; Cellarette, 1790, owned originally by Robert Morris
XXXI.
Dressing Glass, with Petticoat legs; Empire Bureau, 1816
XXXII.
Chest of Drawers, 1710; Six-legged High Chest of Drawers, about 1705
XXXIII.
Dressing Table, with brass feet; Bureau and Dressing Glass
XXXIV.
Block Front Bureau Desk, owned by Nathan C. Osgood. One of the best specimens in New England; oak paneled Chest, about 1675
XXXV.
Secretary, showing Shell ornamentation; Highboy with Shell ornamentation and Ball and Claw feet, 1760; Highboy with Shell ornamentation
XXXVI.
Dressing Table, 1760; Mahogany Commode, collection of Nathan C. Osgood
XXXVII.
Sheraton Sideboard; Simple form of Sheraton Sideboard, with line Inlay around Drawers and Doors. Date, 1800
XXXVIII.
Bedstead in Middleton House, 1798
XXXIX.
Sheraton type in Kittredge House; Four-poster, about 1825
XL.
Field Bedstead, slept in by Lafayette, in Stark Mansion. Owned by Mrs. Charles Stark, Dunbarton, N. .
XLI.
Sheraton Four-poster; Four-poster showing decided English characteristics
XLII.
Girandole in George Ropes House, 1800; Girandole, 1800; Constitution Mirror, 1780
XLIII.
Picture Mirror, showing Dawn, in Adams House, 1703; English Georgian Mirror, 1750; Two-piece Looking Glass, 1750
XLIV.
Oval Mirror, showing Acanthus Leaves. Once on Cleopatra's Barge. The first pleasure yacht built in America. Mirror, 1710, resting on ornamental knobs; Mirror, 1810, in Dudley L. Pickman House
XLV.
Mirror, 1770; Lafayette Courting Mirror, Osgood Collection; Empire Mirror, 1810
XLVI.
Willard Banjo Clock, 1802; Banjo Clock, 1804; Willard Banjo Clock, 1802
XLVII.
English Grandfather's Clock, William Dean Howells; Collection of Old Clocks, property of Mr. Mills, Saugus, Mass.; Grandfather's Clock, formerly owned by President Franklin Pierce. Property of Mrs. Charles Stark
XLVIII.
General Stephen Abbot Clock; Terry Shelf Clock, 1824; English Clock, with Ball ornamentation
XLIX.
Whale Oil Lamps with Wicks; Mantel Lamps, 1815; Paul and Virginia Candelabra
Astral Lamps, 1778; English Brass Branching Candlestick, showing Lions
Colonial Mantel Lamp; Single Bedroom Brass Candlestick; Sheffield Plate Candlesticks
LII.
Pierced, or Paul Revere, Lantern; Old Hand Lantern; English Silver Candlestick; Brass Branching Candlestick, Chippendale, 1760
LIII.
Peacock Plate of Delft, very rare; Decorated Salt Glaze Plate, about 1780
LIV.
Liverpool Pitcher, showing Salem ship; Old Chelsea Ware; Canton China Teapot; Wedgewood, with Rose decoration. Very rare
LV.
Gold Luster Pitcher; Staffordshire Pitcher, with Rose decoration; Peacock Delft Pitcher; Jasper Ware Wedgewood Pitcher, Blue and White
LVI.
The Shepherd Toby. One of the rarest Tobies; English Toby, very old; very old Toby showing Cocked Hat
LVII.
Venetian and English Decanters; Toddy Glasses, about 1800; English Glass with Silver Coasters. Very old
LVIII.
Russian Glass Decanter and Tumblers. Note the exquisite cutting on this Decanter
LIX.
English Cut Glass Decanter, about 1800; Typical Red Bohemian Glass Decanter; American Glass Bottle, Jenny Lind, about 1850
LX.
Bohemian Glass. The center one is rare, showing figure of Peacock, in Red and White; English Cut Glass Wineglasses, 1790; English Glass Decanters. Very fine and rare
Pewter half-pint, pint, and quart Measures. One hundred years old; Three unusual shaped Pewter Cream Jugs; German Pewter, Whorl pattern
LXII.
Old Silver Coffee Urn with Pineapple finial; Sheffield Plate Teapot, formerly owned by President Thomas Jefferson; Tall Silver Pitcher, of Flagon influence
LXIII.
Several old silver pieces; collection of Salem silver, almost all inherited; wonderfully fine Silver Bowl with chasing
There is an indescribable charm surrounding colonial houses, especially if historic traditions are associated with them. Many of an early date of erection are still to be found throughout New England towns, where the Puritan and the Pilgrim first settled, and not a few have remained in the same families since their construction. Some are still in an excellent state of preservation, though the majority show weather-beaten exteriors, guiltless of paint, with broken windows and sagging sills, speaking forcibly of a past prosperity, and mutely appealing through their forlornness for recognition.
These are not, however, the first homes built by the colonists, and, indeed, it is doubtful if any examples of the earliest type are still standing. These were rude cabins built of logs, kept together by daubings of clay thrust into their chinks, and showing roofs finished with thatch. Great chimneys were characteristic of all these cabins, built of stone, lengthened at the top with wood, and best known by the name Catted Chimneys. In the rude interiors of the old-time fireplaces hung soot-blackened cranes, while on cold, cheerless nights the blaze of logs on the hearths
"Made the rude, bare, raftered room
Burst, flowerlike, into rosy bloom."
The next type was the frame house, built large or small according to the means of the owner, and constructed through the influence of Governor John Endicott, who sent to England for skilled workmen. Generally, these dwellings were two stories in height, the more pretentious ones showing peaks on either side to accommodate chambers, and their marked superiority over the first type soon resulted in their adoption throughout New England. In design they bore some resemblance to the Dutch architecture of the period, the outcome doubtless of many of the early settlers' long sojourn in Holland. Many of the frames were of white wood brought from the mother country in the incoming ships, and the low ceilings invariably present were crossed with the heavy beams of the floors above, projecting through the timbers.
The lean-to, characteristic of some houses of this type, did not come into vogue until about the middle of the seventeenth century, and its adoption is generally believed to have been for the use of the eldest son of the family, who, according to the law of England, would inherit the homestead, and until such inheritance, could remain, with his family, beneath the ancestral roof.
The third type, the gambrel-roofed house, was at the height of its popularity about the time of the Revolutionary War, and continued in favor until the tide of commercial prosperity sweeping through the land brought in its wake the desire for more pretentious dwellings. Then came into fashion the large, square, wooden mansion, later followed by that of stately brick, excellent examples of both types being still extant.
Like the Egyptian Isis who went forth to gather up the scattered fragments of her husband Osiris, fondly hoping that she might be able to bring back his former beauty, so we of to-day are endeavoring in New England to gather and bring into unison portions of the early homes, that we may eventually restore them to their original charm and dignity. Outwardly these dwellings appear much as they did when built, more than a century ago, but inwardly sad changes have been wrought, leaving scarcely a trace of their old-time beauty. Yet beneath this devastation one versed in house lore can read many a tale of interest, for old houses, like old books, secrete between their covers many a story that is well worth while.
Among the carefully preserved specimens, none of the earlier type is more interesting than the Pickering house at Salem, Massachusetts, built in 1660, more than a hundred years before the Revolution. The land on which it stands is part of the twenty acres' grant which was a portion of Governor's Field, originally owned by Governor Endicott, and conveyed by him to Emanuel Downing, who, in order to pay for his son George's commencement dinner at Harvard, disposed of it to John Pickering, the builder of the home, in 1642.
In design, the dwelling is Gothic, a popular type in the Elizabethan period, and closely resembles the Peacock Inn at Rouseley, England. The timbers used in its construction were taken from a near-by swamp, and when it was first built it showed on the northern side a sloping roof affording but a single story at that end. In 1770, the then owner, Timothy Pickering, decided to raise this end to make room for three chambers, and the new portion was built to conform exactly with the old part, the windows equipped with the same quaint panes, set in leaded strips, which were finely grooved to receive the glass, on which the lead was pressed down and soldered together. It was found when the weatherboards were ripped off that the sills were sound, and it was decided to continue to use them, feeling they would last longer than those that could then be obtained. Two of the peaks found to be leaky were removed at this time, and they were not replaced until 1840, when Colonel Timothy Pickering's son, John, had reproductions set in place. The house has never been out of the Pickering family, and, with one exception, has descended to a John Pickering ever since its erection.
Distinctly a New England landmark is the Colonel Jeremiah Page house at Danvers, Massachusetts, erected in the year 1750. It occupies a site that at the time of its construction was on the highway between Ipswich and Boston, now broadened at this point and known as Danvers Square. Originally, it consisted of four rooms, but these were later moved back and a new front added, the ell being replaced by a larger one.
From a historic point of view, the roof is probably the most interesting feature of this old home, for here occurred the famous tea-party that Lucy Larcom has forever immortalized. During the troublous times of 1775, when all good patriots scorned the use of tea, Colonel Page demanded that it should not be drunk beneath his roof. Mistress Page had acceded to his request, but she did not promise that she would not drink it on his roof, so with a few friends she repaired one afternoon to the rail-enclosed roof, and here brewed and distributed the much liked beverage. The secret of the tea-party did not leak out until after her death, when one of the party, visiting at the house, asked to be taken to the roof, at the same time relating the, till then unknown, experience.
Antedating the Page house some twenty-five years is the home of the Stearns family on Essex Street, Salem, erected by Joseph Sprague, a prominent old-time merchant, whose warehouse occupied the present site at the corner of North and Federal streets. This dwelling is of spacious dimensions, excellently proportioned, and it is especially interesting from the fact of its unusual interior arrangement, which provides on each floor for three rooms at the back and only two at the front. The original owner was captain of the first uniformed company of militia organized in Salem, April 22, 1776, and he was also the first American to spill his blood in the Revolution, receiving a slight wound at the time of Leslie's retreat, while scuttling his gondola so it should not fall into the hands of the enemy.
Another fine old home is the Cabot house, also in Salem. This dwelling, erected in 1745 by one Joseph Cabot, is considered by experts to be of the purest colonial type, and it has proved a subject of unusual interest to any number of artists and architects.
No modern touch has been allowed to mar the old-time aspect of the Whipple house at Ipswich, Massachusetts, built in 1760, and which remains wholly unchanged from its original construction. It stands to-day almost alone in its picturesque antiquity, its huge central chimney, tiny window-panes, plain front door, guiltless of porch, with iron knocker, steep-pitched roof with lean-to at the back nearly sweeping the ground,—all betokening its age. Little wonder it is the haunt of tourists, for it presents a picture in its old-time beauty that modern architecture can never duplicate.
In the historic town of Marblehead, in Massachusetts, is one of the most interesting of old-time homes,—the Colonel Jeremiah Lee mansion, built in 1768, and considered at the time of its erection the finest house in the Colonies. It was designed by an English architect at a cost of ten thousand pounds, and the timber and finish used in its construction were brought from England in one of the colonel's ships. It stands well to the front of the lot of which it forms a part, with scarcely any yard space separating it from the sidewalk, and it boasts a handsome porch supported by finely carved pillars, approached by a flight of steps. The broad entrance door, with its brass latch and old-time knob, swings easily upon its great hinges into a spacious hall that extends the length of the dwelling, affording access to the finely finished interior apartments.
Plate II.—The Warner House, Portsmouth, N. H. Built in 1718 Plate II.—The Warner House, Portsmouth, N. H. Built in 1718
Equally as interesting as these old homes are several houses in New Hampshire, one of the most prominent being the Stark mansion at Dunbarton. This was built in 1785 by Major Caleb Stark of Revolutionary fame, and it is approached to-day through the original tree-lined avenue, a mile in length. In construction it is of the mansion type, two stories in height, with gambrel roof, twelve dormer windows, and a large, two-storied ell. Its entrance door is nearly three inches through, with handsome, hand-made panels, and it swings on wrought-iron hinges two feet either way. It is adorned with a knocker and latch that were brought from England by the major. Ever since its erection, this house has been occupied by a member of the Stark family, and the present owner, Charles Morris Stark, boasts the distinction of being of Revolutionary stock on both sides of the family, his mother being a lineal descendant of Robert Morris, the great financier of the Revolution.
Another interesting colonial home is the Warner house at Portsmouth, occupying a corner section on one of the city's main thoroughfares. This fine dwelling was erected by Captain Macpheadris, a wealthy merchant who came to this country from Scotland, and it is built of Dutch bricks that were imported from Holland, with walls eighteen inches thick. It stands firmly on its foundation, a magnificent specimen of early construction; and its gambrel roof, Lutheran windows, quaint cupola, and broad simplicity of entrance door, suggest the old-time hospitality that was so freely dispensed here. After the captain's death, the house came to his daughter, Mary, who had married Hon. Jonathan Warner, a member of the King's Council until the outbreak of the Revolution, and it is by his name that the fine old home is known.
Two miles from Portsmouth, at Little Harbor, is the old home of Governor Benning Wentworth, built in 1750. In general, this dwelling is two stories in height, with wings that form three sides of a hollow square, though it boasts no particular style of architecture, appearing to be rather a group of buildings added to the main structure from time to time. It is screened from the roadway by great trees, and on the north and east faces the water. Originally it had fifty-two rooms, but some of these have been combined, so to-day there are but forty-five. The cellar is particularly large, and here in times of danger the governor hid his horses. After the governor's death, his widow married John Wentworth, and it was during the occupancy of Sir John and his wife that Washington was entertained here.
Plate III.—Middleton House, Bristol, R. I. Built about1808. Plate III.—Middleton House, Bristol, R. I. Built about 1808.
Typical of the wooden mansion type, that succeeded in favor the gambrel-roofed dwellings, is the house now known as the Endicott house, at Danvers, Massachusetts. This building, constructed about 1800, was purchased about 1812 by Captain Joseph Peabody, a Salem merchant, and grandfather of the present owner, as a place of refuge for himself and family during the embargo. In design, it is most imposing, and the front now shows a wide veranda, with the entrance dignified by a porte-cochère, supported by high columns, between each two of which a great bay tree is set. Sweeps of smooth lawn afford an attractive setting, and great trees, here and there, bestow protecting shade. The dwelling is surrounded by beautiful gardens, the most interesting from a historic point of view being the old-fashioned posy plot laid out at the time of the erection of the house.
Not unlike in type to this fine home is "Hey Bonnie Hall" in Rhode Island, the residence of the Misses Middleton. Built in 1808, it stands to-day in all its original beauty, the pure white of its exterior admirably set off by the great green sweeps of sward, dotted with fine trees, that surround it on all sides. It was erected from plans of Russell Warren, who designed the White House at Washington, and it is renowned not only for its beautiful colonial architecture, but also for the wonderful collection of old-time furniture and objects of art that it contains.
Plate IV.—Indian Hill Farm, West Newbury, Mass. Begun soon after 1650. Plate IV.—Indian Hill Farm, West Newbury, Mass. Begun soon after 1650.
In type, it is very similar to a Maryland manor, with projecting wings, the service portion in a separate building connected with the main house by a covered passage, after the Southern fashion. In this passage is the well room, so called from the fact that a well of pure spring water is located here. In length the house is one hundred and forty feet, its front just enough broken to avoid monotony, and its spaciousness affording an air of comfort. Two Corinthian columns, as high as the house itself, support the roof over the entrance porch, and on either side are well-protected verandas, overlooking beds of old-fashioned flowers and smooth stretches of sward. In front lies the harbor, and beyond is the picturesque town of Bristol, affording a most pleasing prospect.
Unlike these latter-day types, in fact unlike any set design, is the low, rambling house at West Newbury, Massachusetts, known as Indian Hill, and so called from the location that it occupies. In appearance, this dwelling is most picturesque, resembling in design a castle, and it is as historic as it is interesting. The site that it occupies is the last reservation of the Indians in the neighborhood, the land having been sold by Old Tom, the Indian chieftain, to the town, and the deed of the sale being still preserved by the present owners.
Plate V.—Andrew House Doorway, 1818. Plate V.—Andrew House Doorway, 1818.
Viewed from any angle, the house presents a series of pictures, each equally as interesting as the other, and its irregular roof lines, gables and bays, quaint, diamond-paned windows, and chimneys adorned with chimney pots, are further embellished by the flowering vines of a rambler rose, perhaps the finest in the country. While the house can be seen from the road, it is only when one drives under the archway into the courtyard, bounded on three sides by barn, stables, and house, that he can realize its true worth.
Salem, fortunate in specimens of early construction, is also fortunate in examples of latter-day types, and here are to be found several of the fine brick dwellings, built at the time of her greatest commercial prosperity. One of these is the Andrews house, located on Washington Square, and one of the three dwellings erected in 1818. Its brick exterior gives no hint of its age other than the softening dignity that time bequeaths, and it stands to-day, tall and broad, its gray-faced bricks brightened by white trimmings, and its beauty emphasized by a fine circular porch supported by white columns, topped with a high balustrade. At one side is a charming old-fashioned garden, laid out in prim, box-bordered beds, and all about its fence inclosure flowering vines clamber. Complete, the dwelling cost forty thousand dollars,—a large sum for the time of its erection.
Every brick used in its construction was first dipped into boiling oil to render it impervious to moisture, and all the framework is of timbers seasoned by long exposure to the sun and rain. On one brick is cut the date of erection, the work of the master builder under whose supervision the dwelling was erected. The great pillars of the side porch, overlooking the garden, are packed, so the story goes, with rock salt—not an uncommon process at that time—to keep out dampness and to save the wood from being eaten by worms.
Some years previous to the erection of this dwelling, Mr. Nathan Robinson had constructed on Chestnut Street a brick dwelling, considered by connoisseurs to be one of the finest specimens to-day extant. The porch, at the front, is wonderfully fine, and has attracted the attention of any number of students and architects, who have made a careful study of it.
And so we might go on and on, singling out particularly good specimens here and there, but when all is said and done, it is undeniable that all old houses afford interesting study. Architects of the present are coming to appreciate their worth, and into many modern homes features of early construction are being incorporated. Naturally, to the antiquarian, nothing can ever take the place of these bygone specimens, and as he paces the main thoroughfares of historic cities, now lined with stores, he sees in fancy the stately homes with their fragrant garden plots, which modern demand has superseded. Pausing on the curbing near the old State House in Boston, what an array of bygone dwellings in fancy can be conjured, and how many of the old-time dignitaries can be recalled. So vivid is the picture that one might almost expect to see old Thomas Leverett saunter by, or perchance hear the rattle of wheels as the carriage of Dr. Elisha Cook lumbered on its way. It is a pleasant picture to contemplate, and the lover of the old breathes a sigh of regret at the passing of such picturesqueness.
No type of architecture to-day holds such a distinctive place in the minds of architects and home builders as does that of the colonial period. This is especially true concerning the porch or doorway, for this feature, affording as it does entrance to the home, called for most careful thought, that it might be made harmonious and artistic, and expressive of the sentiment which it embodies. The straight lines and ample dimensions which characterized it required skill to arrange properly, and, considering the limitations of the period in which it was constructed, the results obtained were remarkable.
These porches and doorways were designed at a time when our country was young, and the builders were not finished architects like the designers of to-day; but they were planned and built by men who were masters in their line, and who taxed their skill to the utmost that results might be artistic and varied, individualizing each home so that the entrance porch should express both hospitality and refinement.
In the holds of the cumbersome ships that plied between the new country and the motherland were placed as cargoes, pillars, columns, and bits of shaped wood, all to be used in the construction of the new home, and incidentally in the porch. It was no easy task to devise from these fragments a complete and artistic whole, and to the ingenuity of the builders great credit is due.
In contour and construction, these porches differ greatly. Those found in New England depict a stateliness that savors of Puritanical influence, while those in the South convey, through their breadth, an impression of the cordiality which is characteristic of that section. Some are semicircular, others square; a few are oblong, and some are three-cornered, fitting into two sides of the entrance, and in each case giving to the dwelling a congruous appearance that is refreshing to contemplate in an age like ours, when so many different periods are combined in a finished whole.
All these porches show a harmony of form and proportion that gives just the right effect, and many are embellished by wonderful wood carving. The Grecian column, in its many forms, lends itself in a great degree to artistic effects, often bestowing an originality of finish that is most pleasing, and one that differs in every respect from the modern broad veranda, and the stately porte-cochère.
The art of hand carving reached its highest state of perfection about the year 1811, during which period the best types of porches were erected. The results are shown not only in the capitals of the columns and on the architrave, but on the pediments and over the entrance door as well. A good example of the decoration of the architrave is seen on the old Assembly House on Federal Street, in Salem, Massachusetts, where the carving takes the form of a grapevine, with bunches of the hanging fruit, and also over the door of the Kimball house, in the same city, where Samuel McIntyre, one of the most noted wood carvers, lived.
It can be well and correctly said that the colonial porch embodied not only the characteristics of the period in which it was built, but the personality of the owner as well. Should the unobservant person feel that this statement is far-fetched, let him take a stroll through some tree-shaded street of an old New England village, and the truth of the assertion is readily revealed. Though the house itself may be old and battered, and fast falling into decay, yet the porch greets one with a simple welcome that breathes of former hospitality, and, in admiration of this feature, the shabbiness of the rest of the exterior sinks into oblivion.
Broadly speaking, porches are divided into three types or classes. The first belong to the period beginning with the year 1745 and continuing until the year 1785, a space of time marked by stirring events, culminating in the Revolutionary War, and the birth of the new republic. Houses of this period are of the gambrel-roofed type. The second class adorn the succeeding type of dwelling,—the large, square, colonial house, built by the merchant prince, whose ships circumnavigated the globe, and who filled his home with foreign treasures; while the third type is that which ornamented the brick mansion which came into vogue about 1818. As many of these were erected during the commercial period, they cannot, strictly speaking, be called colonial; they belong rather to the Washingtonian time, and reflect in their construction the gracious hospitality of that day.
Porches of varied colonial types are found in most of the New England cities and towns, in the Middle States, and in the South, and particularly fine examples can be seen in Salem, Massachusetts. There is about all of these a dignity and refinement that is unmistakable, bespeaking a culture that is felt at once, and a stranger wandering through Salem's streets cannot help but be impressed with the fact.
Adorning the three-storied houses with their flat roofs, they give an artistic touch to what would otherwise be plain exteriors. From step to knocker, from leaded glass to the arched or square roof of the doorway, there is a plainness and simplicity which betokens art, but of such a quiet, unpretentious type that by the untrained eye it is hardly appreciated, though to the architect it brings inspiration and affords study for classic detail, the result of which is shown in the modified colonial homes of to-day.
Romance and history are strangely intermingled in these old-time porches and doorways. Under their stately portals has passed many a colonial lover, doffing his cocked hat to his lady fair, who, with silken gown, powdered hair and patches, sat at the window awaiting his coming. Those were Salem's halcyon days, when the tide of life ebbed and flowed in uneventful harmony, free from the disturbing elements of latter-day life.


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Mount Harvey
Harvey, Mount (The name as it would appear in a gazetteer)
Mount Harvey (The name as it would appear on a map)
Feature type: Mountain
Mount Harvey (Russia)
Mount Harvey (United States of America)
The highest peak in a group of mountains about 9 km SSE of Mount Oldfield on the eastern side of Amundsen Bay. It is the southern-most peak of the group. Sighted by the ANARE Amundsen Bay party led by Peter W. Crohn in 1955. Named after W. Harvey, carpenter at Mawson in 1954.
W. Harvey, carpenter at Mawson in 1954


Almost in the lap of AT&T Park, this sleek 4-month-old wine bar wavers between hot spot and sports bar, with a clientele to match, and with the sports bar atmosphere often winning out over wine. It's already become a very popular after-work destination, so head there early to monopolize some of the comfy sofas or secure a seat at the bar -- otherwise you might be standing three deep trying to flag down a glass of wine. Whether you settle in for nibbles with friends or patch together a whole meal, know that service here can be a little flighty. Sit back and take in the pretty people to take your mind off the spacey ones.
The vibe: Warehouse chic with high, open ceilings and exposed brick walls. On one side of the large U-shaped bar is a flat-screen TV and on the other, loud graphic artwork.
The crowd: South Park advertising agency types in chic but conservative business casual; loads of single women or married ones who have left their rings at home.
Best seat: If you're feeling communal, drop anchor at one of the many low, plush couches around the room; those looking for one-on-one time with a friend, try to snag a seat at the bar before the rush hits.
Killer app: The artisanal cheese plate ($18) is a great grazing dish that changes often. If you're having bubbly, or happy hour just spells fried food, don't miss the arancini (fried rice balls) ($8) with a soft cube of fontina cheese tucked inside, sitting atop spicy tomato sauce. A spicy hamachi tartare ($16) puckers with truffle-scented ponzu.
Signature drink: It is a wine bar, after all, so wines by the glass, flight and bottle come broken down into categories like globe-spanning Aromatic Whites ($15/flight), Spices and Berries ($16/flight) and Big Funky Reds ($19/flight). Wines by the glass tend to be more expensive ($9-$19), so the generous pour of the flights of three make it a real steal. Most of the wines come with descriptions, but the waiters are well versed enough to make suggestions.
Also on tap: There are five choice beers on tap for the vino-phobic, a couple in the bottle, including a nonalcoholic, and a few wine-, sake- or soju-based cocktails. Try out a Black Mosquito ($8), a blend of black Muscat, mint, fresh lime and soda, served on the rocks.
Bonus: The salumi plate boasts some unusual meats from Salumi by Armandino Batali (Mario Batali's dad). And for something sweet, the bread pudding with caramel brandy sauce ($6) is killer.
Vitals: 216 Townsend St. (near Third Street), San Francisco; (415) 896-2120 or www.districtsf.com. Food served 4-10:30 p.m. Mon.-Sat.; bar open until 2 a.m.


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Change4Life and Disney inspire pupils to get active ahead of the summer holidays
Written by Change4Life
Change4Life offers curriculum-linked resources and inspiration to help educators teach children about healthy eating and being active. The organisation is dedicated to providing quality resources and classroom ideas. As the site develops, Change4Life will also provide support on food preparation and cooking, where food comes from, plus great ideas for PE lessons.
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Website: campaignresources.phe.gov.uk/schools Email This email address is being protected from spambots. You need JavaScript enabled to view it.
Change4Life 10 Minute Shake Up with Disney is back for a third summer to encourage children to get moving ahead of the summer holidays with fun 10 minute bursts of physical activity. The initiative from Public Health England launches as a new Censuswide survey for Disney, Change4Life and the Amateur Swimming Association reveals that three quarters of children aged 5 to 11 (73%) want to do more physical activity, and 56% of children miss taking part in school PE lessons over the summer.
Primary schools across England will receive Change4Life and Disney 10 Minute Shake Up teaching packs. Each pupil will receive a 10 Minute Shake Up wall chart to take home to help set up children and their parents for a summer of activity. Over 3.6 million wall charts are being distributed to primary schools this term. This year there are even more interactive Shake Ups than before, including those inspired by the Disney·Pixar film Finding Dory.
Change4Life has developed new PE lesson plans and 10 Minute Shake Up activities to help primary teachers deliver the PE curriculum for Early Years, Key Stage 1 and Key Stage 2. The activities are fun, easy and flexible enough to use in lessons and throughout the day in the classroom, hall or playground.
"We ran lunchtime sessions using the 10 Minute Shake Up activities training pupils how to be young sports leaders," said Claire Hughes, a PE subject coordinator at Clifton-upon-Teme Primary School. "It helped them make the most out of their lunch hour, providing a positive approach to lunchtimes and play. The children didn't even realise they were exercising and were happier and more sociable as a result.
"We also decided to use the resource pack at an after school club where children led the activities. It was so successful that we had at least three quarters of the school staying behind to join in!"
In school-aged children, physical activity can lead to better academic achievement, increased attention span, improved behaviour and self-confidence, as well as increased physical health. However, just 21% of boys and 16% of girls currently meet the national recommended level of activity of 60 minutes each day, according to the HSCIC.
Teachers can look out for the 10 Minute Shake Up activities and wall charts, which will be arriving in schools now. To find out more about the 10 Minute Shake Up and how you can receive free wall charts for your pupils, Search Change4Life online or visit the website.
Visit campaignresources.phe.gov.uk/schools or contact [email protected] for more information.
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Take learning off-the-grid
Teaching English in a foreign country is likely to be one of the most demanding experiences you'll ever have. It entails relocating to a new country, relocating to a new home, and beginning a new career, all of which are stressful in and of themselves, but now you're doing it all at once. And you'll have to converse in a strange language you may not understand.
Over the weekend, my family of five went to an Orlando theme park, and I decided we should really enjoy ourselves by purchasing an Unlimited Quick Queue pass. It was so worth the money! We rode every ride in the park at least twice, but one ride required us to ride down a rapidly flowing river, which quenched us with water. It was incredible that my two-year-old was laughing as well. We rode the Infinity Falls ride four times in one day—BEST DAY EVER for FAMILY FUN in the Sun! The entire experience was epic, full of energizing emotions and, most importantly, lots of smiles. What made this ride so cool was that the whole family could experience it together, the motions were on point, and the water was the icing on the cake. It had been a while since I had that type of fun, and I will never forget it.
Free recycling-themed resources for KS1 and KS2
The Action Pack is back for the start of the brand new school year, just in time for Recycle Week 2021 on 20 - 26 September, to empower pupils to make the world a better and more sustainable place. The free recycling-themed resources are designed for KS1 and KS2 and cover the topics of Art, English, PSHE, Science and Maths and have been created to easily fit into day-to-day lesson planning.
Inspire your pupils with Emma Raducanu
Following the exceptional performance from British breakthrough star Emma Raducanu, who captured her first Grand Slam at the US Open recently, Emmamania is already inspiring pupils aged 4 - 11 to get more involved in tennis - and LTA Youth, the flagship
programme from The LTA, the governing body of tennis in Britain, has teachers across the country covered.
eSafety is a term that constantly comes up in school communities, and with good reason. Students across the world are engaging with technology in ways that have never been seen before. This article addresses 5 beginning tips to help you boost your school's eSafety.
We have all been devastated by this pandemic that has swept the world in a matter of weeks. Schools have rapidly had to change the way they operate and be available for key workers' children. The inequalities that have long existed in communities and schools are now being amplified by the virus.
EdTech review & The Curriculum Lab
The world is catching up with a truth that we've championed at Learning Ladders for the last 5 years - that children's learning outcomes are greatly improved by teachers, parents and learners working in partnership.
As school leaders grapple with the near impossible mission to start bringing more students into schools from 1st June, there are hundreds of thousands of Year 6 pupils thinking anxiously about their move to secondary school.
The K-12 online tutoring market is booming around the world, with recent research estimating it to grow by 12% per year over the next five years, a USD $60bn increase. By breaking down geographic barriers and moving beyond the limits of local teaching expertise, online tutoring platforms are an especially valuable tool for those looking to supplement their studies in the developing world, and students globally are increasingly signing up to online tuition early on in their secondary education schooling.
Employable young people or human robots?
STEM skills have been a major focus in education for over a decade and more young people are taking science, technology, engineering, and maths subjects at university than ever before, according to statistics published by UCAS. The downside of this is that the UK is now facing a soft skills crisis and the modern world will also require children to develop strong social skills as the workplaces are transformed by technology.
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The Ottawa Tibetan Community Association aims to preserve and promote Tibetan culture, language, art and traditions. The Association credits TRPO with increasing the Tibetan population of Ottawa to the point where an Association was needed! The Association now has a growing website and a Facebook page.
The Ottawa Tibet Film Festival 2016 was held on Sunday, March 20, 2016 at the Mayfair Theatre, 1074 Bank Street. The title of this, the 4th annual festival, was Tibet on the Edge: an environment to preserve. See the poster and the full program. Visit the website at http://ottawatibetfilmfestival.com/ and the Facebook page at https://www.facebook.com/OttawaTibetFlimFestival/?fref=ts. (This follows the fascinating third edition of the festival held on March 21, 2015.)
Ottawa Friends of Tibet / Les Amis du Tibet à Ottawa – a non-political charitable organization dedicated to improving the health, education and economic conditions of Tibetans and Tibetan refugees in India and elsewhere. Their 20th annual benefit dinner was held November 4, 2016, featuring performances by our own Tibetan Dance Group and momos made by our own chefs. (Other information here.) Their next annual benefit dinner will be in Fall 2017. Check out their Fall 2016 Newsletter.
Vesak Day (commemorating the Buddha's birth, enlightenment and passing away) was celebrated with other Buddhist organizations on May 7, 2016 at City Hall. Our young dancers provided a memorable contribution.
On March 28, 2014, a fundraiser was held by the Shanghai Restaurant, 651 Somerset Street West, as a benefit for TRPO. The event drew a lively crowd for an evening of karaoke, live drawing, giant Jenga, silent auction, and more. Many thanks to China Doll and family for hosting and officiating! And many thanks to all who contributed items to the silent auction!
The 2014 edition of the Ottawa Tibet Film Festival was held as a benefit for TRPO on March 21-22, 2014. Details at www.OttawaTibetFilmFestival.com Many thanks to the organizers and contributors! See the CTV Morning Live interview about the film festival, with Magali Perreault and Pema Namgyal (19 March).
Our Losar Event on February 21, 2014, celebrating Tibetan New Year.
Watch the CTV Morning Live interview about the Losar event, featuring Val Swinton and Gyaltsok.
Our film night in October 2013 featured the first public showing in Canada of Prince of the Himalayas, a dramatic retake on Hamlet set in 7th century Tibet with a largely Tibetan cast. Directed by Sherwood Hu.
Watch the trailer.
'The Tibet Within' - an independent Canadian documentary on the preservation outside Tibet of the Tibetan culture and identity.
"Old Ottawa South Welcomes Two New Tibetan Immigrants" A report in the OSCAR of November 2014.
Special appeal for rent - see our successful appeal of November-December 2015.


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Explore our various maps.
BWSC owns and operates the system for the collection and transport of wastewater and storm drainage in the City of Boston. The system serves approximately 20,500 acres, 70% of the total land area of Boston.
The City is served by two types of wastewater collection systems: separated and combined. A separated sewer system is comprised of sanitary sewers and storm drains. Sanitary sewers are designed to transport only sanitary flow, whereas storm drains are designed to transport stormwater flows. A combined system performs the dual function of transporting sanitary flow as well as stormwater runoff in one conduit identified as a combined sewer. This type of system is common in older cities. Currently, BWSC's Engineering Department replaces combined sewers with sanitary sewers and storm drains each year to reduce the amount of combined sewer pipe in the system.
In 1833, sanitary waste was allowed into the storm sewer system. Using the storm sewer to drain sanitary waste was the first appearance of a combined sewer system in Boston. The practice proliferated throughout the city and just one year later, the city encouraged adding rainwater from roofs to the system to assist in flushing the sewers of sanitary waste. This flushing did not solve the problem. Health issues related to water contamination, such as cholera, typhoid, and dysentery, began to increase among Bostonians.
Moon Island Reservoirs
In 1875, a study was initiated to address the public health problem, which led to the construction of the Boston Main Drainage System (BMDS). The BMDS was the original backbone of Boston's early sewer system. The BMDS was constructed from 1877 to 1884 under the direction of a special committee established by the City. The purpose of the BMDS was to intercept local sewers and carry the sanitary waste and stormwater runoff to an offshore disposal point. The system included: 25 miles of intercepting sewers, the Calf Pasture pumping station in Dorchester, the Dorchester Bay Tunnel, and an outfall pipe at Moon Island in Boston Harbor. Neither the pumping station nor the tunnel is now in use.
As Boston's population grew and its city limits expanded due to annexation and land reclamation, the drainage works were subsequently enlarged to accommodate this growth.
The BMDS disposed of a substantial portion of the City's waste; however, there were parts of Boston lying outside the service area. To address this, the Metropolitan Sewerage System was formed in 1889. The first of its kind in the country, the Metropolitan Sewerage District included: the North Metropolitan Sewer District, the Charles River Valley Sewer System, and the South Metropolitan Sewer District.
In 1919, to oversee the complex Metropolitan Sewerage District, the Massachusetts Legislature created the Metropolitan District Commission (MDC), now the Department of Conservation and Recreation. The Boston Main Drainage System, however, continued to be owned by the City. Up to this point, wastewater was merely collected and deposited into Boston Harbor. Due to worsening pollution, city planners recommended the construction of treatment plants before depositing the wastewater into the harbor.
In response, the MDC constructed two primary wastewater treatment plants: the Nut Island Wastewater Treatment Plant in 1952 and the Deer Island Wastewater Treatment Plant in 1968. The outlet facilities at Calf Pasture and Moon Island were maintained as a backup for the Deer Island Plant during wet weather.
In 1977, ownership and operating responsibility for the sewer system was transferred from the City to the newly formed BWSC. In 1985, Massachusetts legislation was enacted that transferred the possession, control, and operation of the MDC Water and Sewerage Divisions to the newly created Massachusetts Water Resources Authority (MWRA).
Deer Island Treatment Plant
Once in control of the system, BWSC began system modifications and improvements. In 1988, construction of the New Boston Main Interceptor and the New East Side Interceptor were completed, replacing portions of the original BMDS.
In addition, MWRA was also incorporating improvements to the system. Between 1997 and 2000, the MWRA upgraded the Deer Island Wastewater Treatment Plant from primary to secondary treatment, opened the Inter-Island Tunnel connecting Nut Island Wastewater Treatment Plant to Deer Island, thereby eliminating primary discharge from Nut Island, and completed the 9.5 mile Outfall Tunnel to move discharge from the confined waters of Boston Harbor to the deep waters of Massachusetts Bay.
Today, all wastewater collected by BWSC facilities is conveyed to the MWRA's Deer Island Treatment Facility for secondary treatment. BWSC's wastewater collection system serves approximately 20,500 acres.
The Sewer System
The City is served by two types of wastewater collection systems: separated and combined.
A separated sewer system is comprised of sanitary sewers and storm drains. Sanitary sewers are designed to transport only sanitary flow, whereas storm drains are designed to transport stormwater flows
A combined system performs the dual function of transporting sanitary flow as well as stormwater runoff in one conduit identified as a combined sewer. This type of system is common in older cities
Currently, BWSC's Engineering Department replaces combined sewers with sanitary sewers and storm drains each year to reduce the amount of combined sewer pipe in the system.
The BWSC wastewater collection system is comprised of approximately 1,538 linear miles. The system consists of: 710 miles of sanitary sewer, 670 miles of storm drain, 155 miles of combined sewer, and 3 miles of combined sewer overflow pipe. Existing sewers are made of various materials including, but not limited to, stone, brick, slate, wood, vitrified clay, concrete, ductile iron, and cast iron. New sewers and drains are made of reinforced concrete, polyvinyl chloride (PVC) plastic, or ductile iron. Sewers also come in various shapes including, but not limited to circular, rectangular, oval, egg, horseshoe, and U-shaped.
In addition to the wastewater pipes, the system also consists of: 18 pumping stations, 34,390 catch basins, 252 outfalls, 148 regulators, 50,427 manholes, and 202 tide gates.
The spine of the sewer system consists of two major interceptors: The New Boston Main Interceptor and the New East Side Interceptor. Completed in 1988, these interceptors serve the sewer needs of downtown Boston, the South End, Roxbury, Dorchester and South Boston. They provide increased system capacity, which reduces wet weather combined sewer overflow discharges and eliminates dry weather discharge into Boston Harbor and its tributary waters. Other collection facilities provide sewer services to the remainder of the City.
BWSC has a renewal and replacement program that involves the trenchless rehabilitation or replacement of sewers or storm drains in response to persistent malfunction, structural deterioration, excessive emergency repairs, and other operation and maintenance problems. BWSC identifies sewer and drain lines that require this work through television inspections, sewer system evaluations, surveys, and routine maintenance activities. All wastewater collected by BWSC facilities is conveyed to the MWRA's Deer Island treatment plant where, after treatment, it is discharged 9.5 miles out into Massachusetts Bay.
All wastewater collected by the Boston Water and Sewer BWSC facilities is conveyed to the MWRA Deer Island Treatment Plant in Boston Harbor.