Steady Date with Tommy Sands is the 1957 debut album by American singer Tommy Sands.

A double page advertising spread in the April 13, 1957 issue of Billboard magazine described Sands as the "Hottest singer in the nation" and Steady Date with Tommy Sands as the "Hottest album in the nation".

Reception

The initial Billboard magazine review from April 29, 1958 commented that "Tommy Teen-Age Crush Sands stands a good chance of chalking up as strong a sales record in the album field as he already has in the singles market. His first LP spotlights a sock selection of teen-age-bait tunes...sung expertly by Sands in a variety of styles. The kids made Presley and Pat Boone best selling artists and they may very well do the same for Sands. Watch this one".

Greg Adams reviewed a 1998 reissue of the album on the Collectables label for Allmusic and wrote that the album "...omits his most enduring track, "The Worrying Kind," but otherwise presents an adequate glimpse at the music of this teen idol. The recordings range from teen-oriented novelties ("Ring My Phone") to quasi-big band vocal material. This collection is adequate and affordable for those who are curious about Sands' music..."

In his 1999 book All Roots Lead to Rock: Legends of Early Rock 'n' Roll, Colin Escott wrote that "There was nothing remotely subversive about [Steady Date with Tommy Sands] which contained ten shriveled old standards from writers who were born in the previous century".

In her 2006 book Great Pretenders: My Strange Love Affair with '50s Pop Music, Karen Schoemer wrote of listening to the album for the first time while researching her book and felt that "...the sound that came out of my stereo was unlike anything I've ever heard. It was a version of rock and roll so misshapen, so exaggerated, that it verged on the grotesque." and felt that Sands's vocal was "a hiccupy (sic) approximation of Elvis that evoked Bill Murray's lounge singer on Saturday Night Live."

Track listing
 "Goin' Steady" (Faron Young)
 "I Don't Know Why" (Fred E. Ahlert, Roy Turk)
 "Too Young" (Sidney Lippman, Sylvia Dee)
 "Teach Me Tonight" (Gene de Paul, Sammy Cahn)
 "Graduation Day" (Joel Sherman, Noel Sherman)
 "'A' You're Adorable" (Buddy Kaye, Fred Wise, Lippman)
 "Gonna Get a Girl" (Al Lewis, Howard Simon)
 "Too Young to Go Steady" (Harold Adamson, Jimmy McHugh)
 "Ring My Phone" (Frank DeHaven)
 "I Don't Care Who Knows It" (Adamson, McHugh)
 "Somewhere Along the Way" (Kurt Adams, Sammy Gallop)
 "Walkin' My Baby Back Home" (Fred E. Ahlert, Roy Turk)

Personnel
Tommy Sands – vocals

References

External links

1957 debut albums
Capitol Records albums
Tommy Sands (American singer) albums

Steady Date with Tommy Sands


Ros Drinkwater (born 14 February 1944) is a Scottish-born actress, best known for her portrayal of Paul Temple's wife, Steve, in the eponymous television series, based on the character created by Francis Durbridge. She later moved into photojournalism.

Ros Drinkwater was born in Glasgow, Scotland on 14 February 1944. Her family was Anglo-Irish and her grandfather had been in the Indian Army.

Drinkwater worked as a dancer in Las Vegas before turning to acting. In the late 1960s, she appeared in a number of episodes of British television series, including Dr Finlay's Casebook ("A Matter of Confidence", 1966), Champion House ("The Saddest Words", 1967), The Saint ("Invitation to Danger", 1968) and Special Branch ("The Kazmirov Affair", 1969). She also appeared briefly in the film Song of Norway (1970) as one of Franz Liszt's friends.

Drinkwater's best known role was as Steve Temple (née Louise Harvey but in the earlier radio serials was a Fleet Street journalist using the name Steve Trent) the wife of writer/detective Paul Temple (Francis Matthews), in Paul Temple (1969–71). This was a co-production by the BBC and Taurus films of Munich, West Germany. According to Matthews, Drinkwater chose her own "very expensive" designer clothes for the part.

Paul Temple lasted for two years and was popular in West Germany. There appears to have been some disagreement between the BBC and Taurus over the casting of Steve Temple (who had been played in the radio series of Paul Temple from 1945-68 by Marjorie Westbury), the BBC wishing to drop Drinkwater, but Taurus favouring her retention.

Drinkwater subsequently became a photojournalist, based in Ireland, where she has a small farm in County Monaghan.

Ros Drinkwater is sometimes referred to as the older sister of actor Carol Drinkwater but the two are not related.

References

External links
 Media Gems: Paul Temple
 Paul Temple - including full list of TV episodes
 Ros Drinkwater - personal photojournalism site

1944 births
Living people
Actresses from Glasgow
British film actresses
British television actresses

Ros Drinkwater


District Six Museum is a museum in the former inner-city residential area and, District Six, in Cape Town, South Africa  in an old Methodist church.

District Six Foundation was founded in 1989 and the museum in 1994, as a memorial to the forced movement of 60,000 inhabitants of various races in District Six during Apartheid in South Africa in the 1970s.

The floor of the museum is covered with a big map of the district with hand written notes of former inhabitants, which indicate where their houses were located. One former resident is jazz musician, Abdullah Ibrahim, better known by the name Dollar Brand. Other pieces in the museum are old traffic signs, exhibits of historical moments and lives of families from the area, historical declarations, and exhibits about the demolition.

Furthermore, the museum offers programmes for current inhabitants to help develop the district. The museum is dedicated to the construction of housing, environmental planning, and the organisation of music, literature, and art activities, with the active involvement of the public. The museum's goal is to join people into a community where there is respect for dignity, identity and the co-existence of different races.

In 2003, the museum was honoured with a Prince Claus Award from the Netherlands.

References

External links

History of South Africa
Museums in Cape Town
South African culture

District Six Museum


Mina Proaño, an underground silver mine located in central Mexico, is one of the world's largest and most profitable silver mines.  The mine is located just outside the city of Fresnillo, Zacatecas; and is also known as Mina Fresnillo and Fresnillo Silver Mine.  The mining operation is run by Peñoles, which has been controlled by Mexico City-based Grupo BAL since 1967. In 2004, Mina Proaño produced almost 32 million troy ounces (995,000 kg) of silver.

Silver mining activity in the Fresnillo area can be traced back to 1550.  As is quite common with long-running large-scale mining operations, especially silver mining, which uses large quantities of cyanide, there have been allegations of mine-related pollution including contamination of water sources, increased illness rates amongst cattle and people, and increased air pollution.  This particular mine has obtained ISO 14000 certification of its environmental management processes and equipment, and has received a "Clean Industry Registration" from Mexican authorities. The mining company has also established an "ecological park", which is basically a sanctuary for over a hundred species of mammals, birds and reptiles. This park, established in 2004, was designed as a public area (Parque los Jales) and includes lakes, paths and open areas for physical exercise and relaxation. The park was established on land formerly occupied by a tailings pond.

References

External links
Industrias Peñoles Official Site

Silver mines in Mexico
Underground mines in Mexico

Mina Proaño


Minbu () is a city in Magwe Division, Myanmar. , the city has an urban population of 22,962. The area consists of low plain-land towards the Ayeyarwady River, and of undulating country inland rising higher and higher westwards towards the Arakan Mountains. Between the plain and the Arakan Yoma range is a distinct line of hills running north and south, and usually called the Nwa-Madaung hills. The chief streams besides the Ayeyarwady are the Mon, the Maw, and the Salin, which are largely used for irrigation. At Minbu the Ayeyarwady is  wide, with many islands and sandbanks. There are considerable fisheries along the Ayeyarwady and on the Paunglin Lake, which is a lagoon fed from the Ayeyarwady. Oil has been discovered near the mud volcanoes of Minbu, but it seems to lie at too great a depth to be profitably worked.

There is a large area of reserved forest near Minbu. The chief crops raised are rice, gram, millet, beans, peas, sesamum and tobacco. The betel-vine is largely cultivated along the Mon River. The annual rainfall varies greatly in the area. It is very considerable on and under the Arakari Yomas, and very slight towards the Ayeyarwady. The temperature rises to over  in the hot months, and the mean of minimum in December is about .

Points of interest
Shinbin Sekkeinte Pagoda
Nagapwet Mountain
Man Shwe Settaw Pagoda

Minbu Shwe Settaw

A pair of Buddha's footprints are located in Settawya, a forest retreat which is  west of Minbu on the opposite bank of Magwe and is  from Yangon by road. The footprints are well preserved and shrines have been constructed nearby. The place is known as the Pagoda site of the forest. The pilgrimage is combined with photography for young people, as the scenery is picturesque.  One can go there also by Minbu- A Road following branches lane at  post. The site is on the river Man. The festival is held on the fifth waxing moon of the Myanmar calendar month, Tabodwe (February and March) annually. Many people, from different parts of the country, gather there and make meritorious deeps singly or collectively.

On the way from Minbu, visitors can pay homage to Sandalwood Monastery at Legging where the Buddha had visited in his lifetime. The history of that Footprint Pagoda dated back to the time of Buddha. Once the Buddha came to that site in the country of Sunapranta. He met the Orahat Sicca Vanda and Naga Nammada on his way and on their humble request, he granted their reverence. The footprints were enshrined ever since. The lower footprint on the slat is under water during the monsoon months as the river Man is flooded. Therefore, the festival is celebrated in the later winter months. Minbu is very hot in summer.

There are series of stalls marketing different things for the pilgrims and villagers nearly. The souvenirs can be bought there also. Minbu new market is very cheap to buy things. Shops are sell with wholesale price. A lot of motorcycles are going around in Minbu. People use motorcycles for their transportation.

From Minbu, there is a road can transport to Rakhine State and you can go the most famous pagoda Kyaungdawya Pagoda (ကျောင်းတော်ရာ).

In Minbu, there is a lot of crab and dried fish and dried shrimp (ပုဇွန်) you can buy. This is transport from Rakhine.

One of the Asian elephants (Elephus maximus) at Twycross Zoo in the United Kingdom was named after the city of Minbu, as Burma was the country she originated from.

Climate
Minbu, as part of the central Myanmar "dry zone" in the rain shadow of the -high Arakan Mountains, has a hot semi-arid climate (Köppen BSh). The climate is hot to sweltering year-round and has two seasons, wet and dry, of similar length. Unlike most monsoonal semi-arid climates, the rainy season is relatively long at around five to six months, while variability and extreme monthly and daily rainfalls are much lower than usual with this type of climate.

Notable resident
 Ohn Maung

References

Populated places in Magway Region
Township capitals of Myanmar

Minbu


Ofakim ( ʾŎfāqīm, or אוֹפָקִים ʾŌfāqīm, lit. "horizons")  is a city in the Southern District of Israel, 20 kilometers (12.4 mi) west of Beersheba. It achieved municipal status in 1955. It has an area of 10,000 dunams (~3.9 sq mi; 10 km2). In , it had a population of .

Established as a development town in 1955, Ofakim was for many years a major textile manufacturing center. Outsourcing of textile manufacturing outside Israel caused economic stagnation, and Ofakim suffered high poverty and unemployment rates for many years. Since then, new factories have moved in, and the city is currently undergoing major development. Ofakim was the scene of fighting between Hamas fighters who infiltrated the city and Israeli forces in a stand-off during the 2023 Israel–Hamas war; the IDF cleared the city of Hamas fighters the following day.

History

Prior to 1948, the area was known as Khirbat Futais (), a Bedouin hamlet populated by members of Al-Qadirat clan of Al-Tiyaha tribe, located along "Wadi Futeis", a seasonal river that drains into wadi Gaza. The hamlet consisted of several mud houses, and the Bedouin residents were engaged in growing wheat, barley, and melon asw well as raising sheep and goats. The hamlet was located along Beersheba-Gaza highway, a strategic location in land of Bedouin tribes whose inter-tribal clashes were a source of worry, prompted Ottomans to build a military fort nearby, the Patish (Futais) fort. By mid-July, during the 1948 War (Operation An-Far), the village fell to the IDF, and the local Bedouin fled to Al-Muharraqa, from which they were expelled to Gaza Strip. The abandoned Bedouin village was destroyed by the IDF in September or October 1948 for reasons that were described as "military".

Ofakim was established in 1955 as an urban center for the rural communities in the area adjacent to the Ottoman fort and on the site of Khirbat Futais. The first inhabitants were immigrants from Morocco and Tunisia. The population in 1955 was about 600. The inhabitants initially lived in huts and tin shacks, but the construction of permanent housing proceeded rapidly, and the construction industry was the main source of income during the early years. In late 1956, after Jewish refugees expelled from Egypt following the Suez Crisis arrived in Israel, 150 Egyptian-Jewish immigrant families, including some Karaite Jews, came to Ofakim. In the following years, 170 Jewish families from Iran arrived, as did additional immigrants from India and Romania. In 1958, Ofakim was granted local council status.

In the late 1950s, the construction industry was still the main employer, and some residents also worked in agriculture nearby, but industry also began to be established in Ofakim, starting with a diamond polishing plant, followed by two textile factories that opened in 1959. At the same time, the town's streets were paved, public parks were established, and schools were founded. In 1961, the population was 4,600.

As in other development towns, the industrial sector historically played an important part in Ofakim's economy. In 1972, 32% of the salaried workers (754 people) were in this sector, and in 1983—924 people (23%). During this period, the textile industry grew to dominate Ofakim's economy. Numerous textile plants were set up, and the industry employed by far the most workers, ranging from 72% (1982–83) to 82% (1972). The Of–Ar (short for Ofakim–Argentina) textile factory was a major employer. In 1983, the population had grown to 12,600.

Ofakim's economy declined after Israeli textile manufacturers began closing their factories in Israel to move their production to other countries with lower labor costs, mainly in Southwest Asia, and to Egypt and Jordan after Israel signed peace treaties with those two countries. Starting in the mid-1980s, the city's textile mills began to shut down, with the last one closing in 1995, rendering much of the population unemployed. In the early 1990s, during the mass migration of Jews from the former Soviet Union to Israel, more than 7,000 Soviet immigrants arrived in Ofakim, and were provided with heavily subsidized housing. This fueled further competition for jobs, and due to the fact that Soviet immigrants were typically better educated than the mainly unskilled or semi-skilled veteran population, they were better able to get the few jobs available. The city also absorbed immigrants from Ethiopia during this time. A few more plants moved into the city in the 1990s, including an electronics factory in 1996, but unemployment remained high. Ofakim gained a reputation as an economically depressed city in Israel.

In 1997, it had the highest unemployment rate in Israel, at 15.3%. It also had the highest unemployment rate in 2004, at slightly over 14%. In 2008, Haaretz reported: "Nearly one-third of the inhabitants are supported by the welfare department and hundreds of families receive aid, including food, from non-profit organizations. Many of the inhabitants in their 50s and 60s have been dreaming of fleeing Ofakim since they were 20. When they retire, they leave."

In the 2007, the Israeli Interior Ministry dismissed Ofakim mayor Avi Asaraf and his entire city council from their posts for failing to implement a recovery plan for Ofakim. Zvika Greengold became the new mayor.

Throughout the 2000s and 2010s, Ofakim gradually saw improvements in its economy. Tax incentives were given to open new factories in Ofakim, and a branch of MATI, an organization that supports small businesses, was opened. The high-tech industry also entered Ofakim. The city is currently undergoing a series of major development projects.

Ofakim was infiltrated by Palestian forces on 7 October during the 2023 Israel–Hamas war. On October 8, 2023, the IDF retook the city.

Demographics

In 2010, about one-fifth of the residents were ultra-Orthodox and one third were immigrants from the former Soviet Union. Most of the rest were members and descendants of the founding generation of the immigrants who arrived in the town in the 1950s and 1960s. In addition, there are small communities of Ethiopian Jews and Palestinians originally from the Gaza Strip who were resettled in Israel after collaborating with Israeli authorities.

According to the Central Bureau of Statistics, Ofakim had a population of 30,662 in 2019, and the population is growing at a rate of 1.4% a year. The percentage of the share of the Arab Palestinian population of Ofakim is very small and about 0.7%.

Economy

In 2013, about 40% of Ofakim's residents worked in the city. There were about 20 factories in Ofakim on 2,000 dunams of land. Some residents also work in high-tech.

Education
In 2001, there were 21 schools and 4,704 students in the city – 13 elementary schools (3,079 students), and 8 high schools (1,625 students). 43.3% of 12th grade students were entitled to a matriculation certificate.

Sports
One of Israel's 14 tennis centers is located in Ofakim. It opened in 1990 and has six courts. The city also has a soccer stadium. The Nahal Shomriya cycling route around Ofakim was inaugurated in 2010. The 60-centimeter-wide single route winds through 1,500 dunams (approx 375 acres) in Ofakim Forest, passing through Nahal Shomriya and Nahal Patish, and looping around eight local moshavim.

Transportation

Ofakim is accessible by Highway 25 and Route 241. Ofakim is connected to the Trans-Israel Highway via Highway 264.

The Ashkelon–Beersheba railway, a new railway line which connected Ofakim with Tel Aviv and Beersheba, was inaugurated in August 2015, which finally connected the railway line between Ashkelon and Beersheba. The Ofakim railway station was opened on December 31, 2015. The rail line connects Ofakim to Beersheba in the Southeast, and to Ashkelon and beyond to Greater Tel Aviv in the Northwest.

Ben Gurion Airport, the closest major international airport, is located about 101km North from Ofakim, which can be accessed via a drive along the Trans-Israel Highway.

Urban development plans

The city has begun to develop from 2015 onward after years of stagnation. Thousands of new housing units, commercial and employment centers, and a youth center which included a cinema were built. Ofakim Railway Station was completed in December 2015 with a car park for 1,000 cars. Next to the train station, a new neighborhood specially designed to have affordable prices for young people, is being built as part of the "Noah Initiative", which was started by activists from Tel Aviv.

In 2017, a new agreement was signed to build 14,436 housing units in four new neighborhoods and one established neighborhood, which will greatly increase the city's population. In addition, the agreement stipulated the development of an industrial zone in southern Ofakim, increased funding for infrastructure and urban renewal projects, and the construction of a new road between Ofakim and Ramon Airport. The plan aims to double the city's population. High-rise construction of buildings up to 13 stories is also planned.

Notable people

Shimshon Pincus (–2001), rabbi
Oren Smadja (born 1970), Olympic judoka
Robert Tiviaev (born 1961), former Knesset member

References

External links
Weaving community: Labour in Ofakim
Works of communal art
 Survey of Western Palestine, Map 24:  IAA,  Wikimedia commons

Cities in Israel
Development towns
Cities in Southern District (Israel)
Populated places established in 1955
1955 establishments in Israel

Ofakim


The Schrader valve (also called American valve) is a type of pneumatic tire valve used on virtually every motor vehicle in the world today. The Schrader company, for which it was named, was founded in 1844 by August Schrader. The original Schrader valve design was invented in 1891, and patented in the United States in 1893.

The Schrader valve consists of a valve stem into which a valve core is threaded. The valve core is a poppet valve assisted by a spring. A small rubber seal located on the core keeps the fluid from escaping through the threads. Using the appropriate tools, a faulty valve core can be immediately extracted from the valve stem and replaced with a new one.

Uses
The Schrader valve is used on virtually all automobile tires and motorcycle tires and most wider-rimmed bicycle tires. In addition to tube and tubeless tires, Schrader valves of varying diameters are used on many refrigeration and air conditioning systems to allow servicing, including recharging with refrigerant; by plumbers conducting leak-down pressure tests on pipe installations; as a bleeding and test port on the fuel rail of some fuel injected engines; on bicycle air shock absorbers to allow adjustment of air pressure according to the rider's weight; for medical gas outlets within hospitals and some medical vehicles; and in the buoyancy compensator (BC) inflators of SCUBA systems where the ability to easily disconnect an air hose (even underwater) without the loss of tank air is critical. Schrader valves are also widely used in high-pressure hydraulic systems on aircraft.

Many domestic fire extinguishers use an internal valve identical to a Schrader valve, but with a lever on top to enable quick release of the pressurized content.
It is also the same thread specification used on the shutter button of some old Leica, Yashica, and also  Nikon F and F2 cameras.

Valve

A Schrader valve consists of an externally threaded hollow cylindrical metal tube, typically nickel-plated brass. In the center of the exterior end is a metal pin aligned with the long axis of the tube; the pin's end is approximately flush with the end of the valve body.

All Schrader valves used on tires have threads and bodies of a single standard size at the exterior end, so caps and tools generally are universal for the valves on all common applications. The core of the valve can be removed or tightened with a tool.

Industrial Schrader valves are available in different diameters and valve core variants and are used in refrigeration, propane, and a variety of other uses.

With the advent of miniature electronics, Schrader valve stems with integrated transmitters for tire pressure monitoring systems (TPMS) became available.

Cap
A valve cap on a Schrader valve prevents the entry of contaminants that may interfere with the sealing surfaces and cause leakage.

Metal, and some hard plastic valve caps, have a rubber washer or O-ring inside, both to prevent the cap from loosening and falling off due to vibration. These caps also serve as a mechanical seal to prevent air from leaking from a faulty valve core. Simple caps without a seal do not reliably prevent leaks. Some metal caps are equipped with prongs to enable removing and replacing valve cores, thereby serving two functions: seal and emergency tool.

In refrigeration and air conditioning applications, the valve cap is considered to be the primary seal, with the Schrader valve only being used for service access.

Schrader versus other valve types

There are three valves used on tires worldwide: Schrader valves, Presta valves, and Dunlop valves. Each goes by multiple names. Schrader valves are also known as American valves or car valves. Presta valves are also known as French valves, Sclaverand valves, and road bike valves. Dunlop valves are also known as German valves, English valves, Holland valves, Woods valves, flash valves, and alligator valves.

Schrader valves are almost universal on car, truck, and motorcycle tires worldwide. Presta and Dunlop valves are mostly found on bicycle tubes. Both the Schrader and the Presta types are effective for sealing high pressures. Their chief differences are that Schrader valves are larger and have springs that close the valve except when the pin is depressed. Schrader valves are used in a wide variety of compressed gas and pressurized liquid applications such as small torch and grill cylinders, and air shocks. Schrader valves are also viewed as more complex (requiring two seals over one). They weigh 4–5g more than Presta valves.

Schrader and Dunlop valve stems are 8 mm in diameter, whereas Presta valve stems are 6 mm, allowing Prestas to be used on narrower, high-performance rims as on road racing bicycles. Another disadvantage of the Schrader is that debris may be introduced into its spring-loaded pin, impairing inflation, whereas the Presta valve relies only on air pressure and a small knurled nut to keep it shut.

Inflating a bicycle tire equipped with a Presta or Dunlop valve at an automobile filling station requires an adaptor, while a Schrader-valved tube does not. Inflating at home or on the road requires either 6mm air chuck for Presta and Dunlop valves, or an 8mm chuck for Schrader valves. An important advantage of Schrader valves relative to Presta is that Schrader valves allow for quick air pressure checks. Some chucks have dual orifices to inflate all three.

Dimensions
 External 8V1 thread:  x 32 TPI ( pitch; tap size 8v1-32)
 Internal 5V1 thread:  x 36 TPI ( pitch; tap size 5v1-36)

See also
 Inner tube

References

External links

Schrader-Bridgeport International (North American English version)

Vehicle parts
Air valves
Tires
1891 introductions
American inventions

fr:Valve Schrader

Schrader valve


Colyton is a town in Devon, England. It is located within the East Devon local authority area, the river River Coly runs through it. It is  from Seaton and  from Axminster. Its population in 1991 was 2,783, reducing to 2,105 at the 2011 Census. Colyton is a major part of the Coly Valley electoral ward. The ward population at the above census was 4,493.

Toponymy
Colyton is first recorded in 964 as Culintona. The name is thought to derive from a Celtic river name and the , meaning "place". It is generally agreed to mean "farmstead by the River Coly".

History
Colyton first appeared as an ancient village around 700 AD and features in the Domesday Book as Culitone. The third code of law of King Edmund I was issued at Colyton in about 945. This helped to stabilize feudal society, by stating clearly its four pillars: kingship, lordship, family, and neighbourhood. It grew into an important agricultural centre and market town with a corn mill, saw mill, iron foundry and an oak bark tannery that is still functioning. Situated  to the north of the town was Colcombe Castle, now demolished, a former seat of the Courtenay family, Earls of Devon.

Following the attainder of the Marquis of Exeter the Courtenay lands escheated to the Crown, and those within Colyton were sold back for £1,000 to various residents of Colyton parish, as listed in a deed transcribed in the Letters and Papers of Henry VIII dated 6 January 1547, summarised as "John Clarke and others. Grant in free socage, subject to rents etc. (specified), for l,000l., of the following lands (extents given) in the parish of Colyton, which are parcels of Colyton manor, Devon, and belonged to Henry Marquis of Exeter, attainted".  This was the origin of the Feoffees of Colyton, who continued to hold in common various properties in the parish.

The town has been described as "the most rebellious town in Devon" due to the number of its inhabitants who joined the Monmouth Rebellion in 1685.

The church

The Church of England parish church of St Andrew's, is a Grade I listed building. A Saxon church occupied the site of St Andrew's until replaced by the present Norman church in the 11th century. The 14th century octagonal lantern tower is said to have been used as a beacon for ships on the once navigable River Axe, to the east, although there is doubt that the tower may be seen at all from the river. The nearby vicarage, Brerewood House, is a Grade II listed building from about 1529.

Other notable features

Colyton Grammar School dates from 1546 and once occupied the part-medieval building now known as the Old Church House. In 1927 it moved to Colyford, a small village within the Colyton parish. The school has made headlines in recent years as the first school to opt-out of local authority control and gain grant-maintained status and for achieving very high rankings in national examination league tables.

Seaton Tramway terminates at nearby Kingsdon on the other side of the River Coly. Colyton Station was opened in 1868 and was originally part of the Seaton Branch line, which connected Seaton, Colyford and Colyton with the main line at Seaton Junction. When the line closed in 1966, Modern Electric Tramways Ltd purchased the section between Seaton Riverside and Colyton, and Seaton Tramway was established in 1970. The line was extended in stages and Colyton was reached in 1980. The original station building has been restored and extended, and now houses the Tramway's ticket office, gift shop and Tram Stop Restaurant. The Tramway is open daily from Easter until the end of October, with a more limited service running at other times.

In 2018 the town made international news following an anonymous letter of complaint about a resident airing her laundry outside. The letter, claiming to be written "on behalf of local business", inspired other residents and businesses to hang underwear outside properties in the town in solidarity with the letter's recipient. In 2019 townsfolk held the first annual "Raising of the Pants" festival to commemorate the controversy.

The town is on the route of the East Devon Way footpath.

Transport

Bus service 885 serves Colyton on its route between Beer and Axminster via Seaton. The X30 provides links to Seaton and Exeter.

The Seaton Tramway also reaches Colyton, at the Colyton tram stop, although this is more tourism-based rather than regular transport.

Historic estates
Historic estates within the parish include:
Great House, seat of the Yonge family
Shute, seat of the Pole family
Colcombe Castle, seat of the Courtenays, Earls of Devon, later of the Poles of Shute

References

External links

Colyton Parish History Society

Towns in Devon
Civil parishes in Devon
East Devon District

Colyton, Devon


Gregory M. Jones II (born October 5, 1988) is a former Canadian football linebacker who played for the Saskatchewan Roughriders of the Canadian Football League (CFL). He played college football for Michigan State University, and was a two-time All-American.  The New York Giants selected him in the sixth round of the 2011 NFL Draft, and he was a member of the Giants' Super Bowl championship team against the New England Patriots following the 2011 season.  He has also played for the NFL's Jacksonville Jaguars and Tennessee Titans, the CFL's Toronto Argonauts and the UFL's Las Vegas Locomotives.

Early years
Jones was born in Cincinnati, Ohio.  He attended Archbishop Moeller High School in Cincinnati. He was a two-time All-Greater Catholic League and PrepStar's All-Midwest Team selection for coach Bob Crable. As a junior in  2005, he had 13 tackles for losses, including three sacks. As a senior in 2006 he had 71 tackles, 23.5 tackles for loss and 11.5 sacks.

Jones was rated as a three-star recruit by Rivals.com and was ranked as the 34th best outside linebacker in his class. Scout.com had him ranked as the 24th best strong side linebacker.

College career
Jones received an athletic scholarship to attend Michigan State University, where he played for the Michigan State Spartans football team from 2007 to 2010.

2007
As a true freshman in 2007, Jones was named a first-team Freshman All-American by the Football Writers Association of America, Sporting News, CollegeFootballNews.com, Rivals.com and Scout.com. He led the Spartans with 78 tackles, becoming the first true freshman to lead the team in tackles since Dan Bass in 1976. The 78 tackles also ranked first among Big Ten freshmen. In his first career start, he had eight tackles and 1.5 tackles for losses against Northwestern. He also had four sacks.

2008
As a sophomore in 2008, Jones was named first-team All-Big Ten by the head coaches and second-team pick by the media. He was the first Spartan linebacker to earn All-Big ten first-team since Josh Thornhill in 2001. Jones was also named to Collegefootballnews.com's all sophomore team. He was awarded Michigan State's Outstanding Underclass Back award. He started all 13 games, again leading the team in tackles with 127 and had two sacks.

2009
As a junior in 2009, Jones recorded 154 tackles and nine sacks and was recognized as a consensus first-team All-American.  The 154 tackles led the team for the third straight year and was most in the Big Ten.  Jones was also the Big Ten Defensive Player of the Year, becoming the first Spartan to earn the honor. He earned first-team All-Big Ten for the second consecutive year.

2010
As a senior in 2010, Jones had 98 tackles, a sack and two interceptions.  He was named a first-team All-Big Ten selection for the third consecutive year, and was recognized as a unanimous first-team All-American.

Professional career

New York Giants
The New York Giants selected Jones in the sixth round (185th overall pick) of the 2011 NFL Draft. Jones became the Giants' starting middle linebacker after a season-ending injury to Jonathan Goff. He was waived on August 31, 2012.

Las Vegas Locomotive
Jones briefly played for the Las Vegas Locomotives of the UFL, but left when the team didn't pay him, before the league folded.

Jacksonville Jaguars
Jones signed with the Jacksonville Jaguars on November 12, 2012. Battling through an ankle injury all season, he was placed on season-ending injured reserve with a broken leg on December 24. He was released on May 6, 2013.

Tennessee Titans
On May 15, 2013, Jones signed with the Tennessee Titans. After missing several preseason games with an ankle injury, he was waived/injured by the Titans on August 26, 2013. On August 27, 2013, he cleared waivers and was placed on the Titans' reserve/injured list. On August 31, 2013, he was waived from reserve/injured with an injury settlement.

Toronto Argonauts
He signed with the Toronto Argonauts on March 27, 2014, choosing the Argonauts over the Montreal Alouettes.

Saskatchewan Roughriders
Jones was signed by the Saskatchewan Roughriders on February 10, 2016.

Personal life
Jones proposed to his girlfriend, Mandy Piechowski, a former Michigan State women's basketball player, on the field after the Giants won Super Bowl XLVI, and they married in July 2013. Their daughter Ava was born in 2014.
Jones graduated from Michigan State University in May 2015.

References

External links
Toronto Argonauts bio
Michigan State Spartans bio

1988 births
Living people
All-American college football players
American football linebackers
Canadian football linebackers
American players of Canadian football
Jacksonville Jaguars players
Michigan State Spartans football players
New York Giants players
Players of American football from Cincinnati
Players of Canadian football from Cincinnati
Saskatchewan Roughriders players
Tennessee Titans players
Toronto Argonauts players

Greg Jones (linebacker, born 1988)


Eva Strong is a fictional character from the British Channel 4 soap opera Hollyoaks, played by Sheree Murphy. She made her first on-screen appearance on 23 April 2010.

Character creation and casting
In February 2010, former Emmerdale actress Murphy had been cast in the role of Eva, the long-lost biological mother of Anita Roy (Saira Choudhry). Of her casting, a Hollyoaks source said: "Bosses have been trying to sign her up for a while now - but she's always put her family first. But after years out of acting, she wants to give it another go. Sheree has started filming scenes and was very nervous being on set again, but she's a professional and has taken to Hollyoaks like a duck to water. She's loving it - and everyone loves having her on the team." Murphy was the first major signing of series producer Paul Marquess, who told entertainment website Digital Spy that Murphy was not cast because of her high-profile. He stated, "Casting Sheree Murphy, it was day one and they said: 'We have to cast this today'. They showed me a DVD of six perfectly good actresses, one of whom was Sheree Murphy who I recognised and said, 'Let's have her'. It's as simple as that - I've watched Emmerdale and I know what Sheree can do."

In August 2010 it was announced that Murphy had decided not to renew her contract with the serial because she planned to move abroad with her family. An exit storyline was devised for Eva. Her plans later changed and she decided to stay in the UK, Marquess decided to bring Eva back after a short on-screen hiatus, with Murphy agreeing to reprise the role. Of the situation Marquess stated: "Sheree will be taking a little break on screen because of her family commitments, but we're already thinking about how we'll bring her back."

Storylines
Eva arrives in Hollyoaks village and goes to Relish diner. She meets Ravi Roy (Stephen Uppal) and introduces herself as Kate Simpson. She asks Ravi about Hollyoaks High School and he tells her that he has a sister at the school, and Eva realises that Ravi is Anita Roy's adoptive brother. Eva then gives Ravi her phone number. A few weeks later, Eva returned to have a date with Ravi where she met Anita for the first time. However, the date did not go well and Eva decided to run off, with Ravi annoyed thinking he had done something wrong. But her secret did not last when Anita decides to start to look for her birth mother, in which she learns her mother has a market stall in Manchester. Eva is worried, but eventually gets caught out when Anita spots her at her stall. Anita is devastated and Eva tries to explain the situation, but Anita was too hurt to listen to what she had to say and runs off, horrified to learn that her brother's girlfriend is actually her mother and that all that time she did not say anything about it. However, though Eva decided to see Anita again and visited her at work, but Anita is utterly furious to the fact that she never mentioned that she was her mother. After a heart to heart with Dominic Reilly (John Pickard) Anita decided to give Eva another chance. However, Eva was less interested in Anita and telling her that Anita's father was a holiday fling. Eva then meets Jem Costello (Helen Russell-Clarke) and went on a fashion advice with her instead. Anita is deeply frustrated and further upset by this until and to make matters worse, they were interrupted by Anita's best friend Theresa McQueen (Jorgie Porter), who has just avoided a termination of her baby and embraced Anita for comfort. This made Eva feel uncomfortable because to the fact that she gave her baby up for adoption and decided to leave the flat. Eva returned to the village to see Anita once again and they went shopping together after Ravi gave her some money. Anita and Eva eventually struck up a bond. However, Eva always jeopardized things, such as sleeping with Ravi. She and Ravi did this several occasions, much to the annoyance of Anita, who although disgusted at first, soon seemed to accept it. She also kissed Duncan Button, much to the humiliation of Anita; however, Eva could not figure out what she did wrong. Eva got a job as design artist at Hollyoaks High; however, she was fired when headmaster Rob, caught her and Ravi messing around in the art room during her free period. However, after finding out a secret of Rob's, that his wife had taken a baby from the hospital, she helped him cover it up, and then blackmailed him for a better job at the school. She was promoted to personal assistant. In November she catches Anita kissing Bart McQueen in a utility room in the school. She tries to talk to Anita about what she saw, but Anita is embarrassed, so she refuses to talk about it.

It was discovered that Eva stole Amber Sharpe's diary, which contained Amber making up fantasies about her and Rob, including pretending that Rob is Amber's unborn child's father. Eva revealed right before her departure that Anita is not her only child.

Reception
Holy Soap refer to Eva's most memorable moment as when Anita found out that she was her mum. They also brand her as being "Free-spirited and enigmatic."

References

External links
 Character profile on the E4 website .
 Character profile on the Holy Soap website

Hollyoaks characters
Television characters introduced in 2010
Fictional market stallholders
British female characters in television

Eva Strong


"Arthur's Theme (Best That You Can Do)" is a song performed and co-written by American singer-songwriter Christopher Cross, which was the main theme for the 1981 film Arthur starring Dudley Moore and Liza Minnelli. The song won an Oscar for Best Original Song in 1981. In the US, it reached number one on the Billboard Hot 100 and on the Hot Adult Contemporary charts during October 1981, remaining at the top on the Hot 100 for three consecutive weeks. Overseas, it also went to number one on the VG-lista chart in Norway and was a top-ten hit in several other countries. The song became the second and last American number-one hit by Christopher Cross. It was included as a bonus track only on the CD and cassette versions of his second album, Another Page, released in 1983.

The B-side of the record, "Minstrel Gigolo", was the same song used on the back of Cross's debut single, "Ride Like the Wind".

Background
The song was written in collaboration between Cross, pop music composer Burt Bacharach, and Bacharach's frequent writing partner and then-wife Carole Bayer Sager. A fourth writing credit went to Minnelli's ex-husband, Australian songwriter Peter Allen, a frequent collaborator with Bayer Sager.  The line in the chorus "When you get caught between the moon and New York City" was taken from an unreleased song written by Allen and Bayer Sager. Allen came up with the line while his plane was in a holding pattern during a night arrival at John F. Kennedy International Airport.

The song won the 1982 Academy Award for Best Original Song and Golden Globe Award for Best Original Song. In 2004 it finished at No. 79 in AFI's 100 Years...100 Songs survey of the top tunes in American cinema.

Music video
The music video consists of two acts, which are edited together in fade outs. In one, Christopher Cross performs the song with musicians in a recording studio, and the other is the story the song illustrates.

Personnel
 Christopher Cross – lead and backing vocals, guitar
 Michael Omartian – keyboards, synthesizers, string arrangements
 Michael Boddicker – synthesizer programming
 Steve Lukather – guitar
 Marty Walsh – guitar
 David Hungate – bass
 Jeff Porcaro – drums
 Paulinho da Costa – percussion
 Ernie Watts – saxophone

Charts and certifications

Charts

Year-end charts

All-time charts

Certifications

See also

List of Hot 100 number-one singles of 1981 (U.S.)
List of number-one adult contemporary singles of 1981 (U.S.)
List of number-one hits in Norway

References

Film theme songs
1980s ballads
1981 songs
1981 singles
Christopher Cross songs
Liza Minnelli songs
Best Original Song Academy Award-winning songs
Best Original Song Golden Globe winning songs
Billboard Hot 100 number-one singles
Cashbox number-one singles
Number-one singles in Norway
Oricon International Singles Chart number-one singles
Songs with music by Burt Bacharach
Songs written by Carole Bayer Sager
Songs written by Christopher Cross
Songs written by Peter Allen (musician)
Songs about New York City
Warner Records singles

Arthur's Theme (Best That You Can Do)


Number 58 Squadron was a squadron of the Royal Air Force.

History

First World War
No. 58 Squadron was first formed at Cramlington, Northumberland, on 8 June 1916 as a squadron of the Royal Flying Corps from a nucleus split off from the Home defence 36 Squadron, equipped with Royal Aircraft Factory B.E.2c and B.E.2e aircraft and serving as an advanced training unit.

The squadron converted to Royal Aircraft Factory F.E.2bs in the night bombing role at Dover in December 1917 and prepared for deployment overseas, moving to France on 10 January 1918, and flying its first operational mission, a bombing attack on an airfield at Rumbeke on the night of 2/3 February 1918. The squadron attacked German road and railway targets during the German spring offensive in March–April 1918 to disrupt the German advance. In August 1918, the squadron flew nightbombing missions in support of the Allied offensive at the Second Battle of Bapaume. In September 1918 the squadron replaced its F.E.2s with the much larger twin-engine Handley Page O/400, although its airfield at Alquines was not ideal for the large bomber, having poor operating surfaces and awkward approaches. It flew its first mission with the O/400 on the night of 20–21 September, and discarded its last F.E.2s on 3 October. By the end of the First World War the squadron had dropped 247 tons of bombs and fired over 400,000 rounds of ammunition while strafing ground targets. In 1919 the squadron moved to Egypt, with the move completed by 2 July. It started to reequip with Vickers Vimy bombers, but was renumbered as No. 70 Squadron before it disposed of all its O/400s.

Between the wars
58 Squadron was reformed on 1 April 1924 as a heavy bomber unit equipped with the Vimy at RAF Worthy Down on training duties. From December 1924, it replaced its Vimys with Vickers Virginia bombers and in 1925 it was commanded by Squadron Leader Arthur Harris, later Air Marshal "Bomber" Harris. The squadron, still equipped with the Virginia, moved to RAF Upper Heyford on 13 January 1936 and to RAF Driffield on 31 August that year. Steps finally began to be taken to replace its obsolete Virginia biplanes in February 1937 when it received a few Avro Ansons to prepare its crews for more modern monoplanes with retractable undercarriages. It moved to RAF Boscombe Down on 24 March 1937 and began to re-equip with Armstrong Whitworth Whitleys in October that year (although shortages of Whitleys resulted in it temporarily receiving a few Handley Page Heyfords in April 1939.

Second World War

At the start of the Second World War 58 Squadron was based at RAF Linton-on-Ouse flying Whitley bombers as part of No. 4 Group RAF in RAF Bomber Command, flying its first mission of the war, a leaflet raid on the Ruhr, on the night of 3/4 September 1939. From October 1939 until February 1940 it was based at RAF Boscombe Down attached to Coastal Command carrying out convoy escort patrols. The squadron then returned in February 1940 to Linton-on-Ouse as part of Bomber Command and remained there for the next two years, undertaking its first bombing raid on the night of 18/19 April 1940, when three Whitleys set out to attack Fornebu airfield, Oslo, with one aborting and two attacking the target. In April 1942, the squadron transferred to Coastal Command. The squadron flew a total of 1,757 sorties in 227 operations (219 bombing raids and 8 leaflet raids) during its time in Bomber Command, losing 49 aircraft on operations.

The squadron was based at RAF St Eval and flew anti-submarine patrols over the Western Approaches as part of No. 19 Group RAF. On 23 June 1942, a Whitley of 58 Squadron attacked the German submarine  in the Bay of Biscay, badly damaging the submarine. At the end of August 1942 the squadron moved to RAF Stornoway in the Western Isles. On 15 September 1942 a 58 Squadron Whitley sank the German submarine  near the Rosemary Bankwest of Scotland. In December 1942, the squadron moved to RAF Holmsley South in Hampshire, converting to the Handley Page Halifax in January 1943.

On 11 May 1943, a Halifax of 58 Squadron spotted the German submarine  in the Bay of Biscay and attacked with depth-charges. The submarine was subsequently attacked by the sloop  and sunk, with the Halifax and Fleetwood being jointly credited with sinking the U-boat. On 15 May another 58 Squadron Halifax caught a U-boat on the surface in the Bay of Biscay, sinking .

In October 1944 the squadron switched from anti-submarine duties to anti-shipping duties, carrying out attacks on German shipping off the coast of Norway. It was disbanded on 25 May 1945.

Post-war operations

In October 1946, No. 58 Squadron reformed at RAF Benson in the photo-reconnaissance role, mainly operating Mosquitoes. In March 1953, the squadron  moved to RAF Wyton operating Mosquitos. Late in 1953 the squadron was re-equipped with the English Electric Canberra PR.3. In 1953/54, the Canberras made a record breaking flight from Wyton to New Zealand via Egypt, India & Singapore, completing the journey in 24 hours. Two aircraft also made the trip to USA for the 50th anniversary celebration of the Wright brother's flight. These were replaced by Canberra PR.7s in 1955 which took part in the Operation Grapple hydrogen bomb tests at Christmas Island in the Pacific, and also were deployed to British Honduras to face a threat by Guatemala to overfly the country during an official visit by Princess Margaret.

The Radar Reconnaissance Flight was created by splitting off an element of the squadron on 1 October 1951 while at Benson, it used Lincolns, Hastings and Victors until it was disbanded on 1 November 1963 at Gaydon

During the Suez Crisis, No. 58 Squadron forward deployed to RAF Akrotiri, Cyprus. On 6 November 1956, Canberra PR.7 WH799 departed from Akrotiri to overfly Syria to assess the build up of Soviet equipment in the country. While over Syria, WH799 was intercepted and was shot down by a Syrian Air Force Gloster Meteor, killing the navigator while the pilot ejected and safely landed in Lebanon. As of 2021, this was the last RAF aircraft shot down in an enemy air-to-air engagement.

The squadron disbanded on 30 September 1970. It was reformed at RAF Wittering in 1973 as a ground-attack training unit equipped with Hawker Hunters before being finally disbanded in 1976.

References

Citations

Bibliography

 Royal Air Force History: History of No. 58 Squadron
 Air of Authority: No 56 – 60 Squadron Histories

058 Squadron
058 Squadron
Military units and formations established in 1916
Military units and formations disestablished in 1976
1916 establishments in the United Kingdom

No. 58 Squadron RAF


The Yokosuka MXY-7 Ohka (櫻花 "cherry blossom") was a type of airplane rocket, used for suicide attacks by the Empire of Japan in the last months of World War II. The United States gave the aircraft the name Baka (Japanese for "stupid").

It was carried by a bomber that dropped it when close enough to an enemy ship. The pilot guided it to crash with the target. When dropping down, it could go so fast that it was almost impossible to stop it. The operational record of Ohkas used in action includes three ships sunk and three other ships with great damage.

Related pages
 Kamikaze
 Kaiten

Other websites

Thunder Gods  1989 book about Ohka squadron
The Cherry Blossom Squadrons  1973 book about Ohka squadron
 The History of Kamikaze Ohka 桜花

World War II Japanese aircraft
Ballistics

Ohka


Uruguayan literature has a long and eventful history.

Beginnings
Literature properly speaking starts in Uruguay with the country-flavoured poetry of Bartolomé Hidalgo, 1788-1822. The two leading figures of the Romantic period are Adolfo Berro and Juan Zorrilla de San Martín.ll

Modernistas
Julio Herrera y Reissig was one of the great fin-de-siècle modernistas, indeed one of the very greatest and subtlest of Latin American poets. Two leading women are Juana de Ibarbourou and Delmira Agustini; indeed, Ibarbourou defined a whole period of Spanish-American sentiment towards the poetic and was immensely popular. Emilio Frugoni and Emilio Oribe were distinguished lyricists.

Other important figures
Outstanding among the prose and fiction figures are Juan Carlos Onetti, Carlos Martínez Moreno, Eduardo Galeano, Felisberto Hernández, Mario Benedetti, Tomás de Mattos, Mauricio Rosencof and Jorge Majfud.

Horacio Quiroga was an immensely popular playwright as well as highly individual and flavourful short-story writer who has had vast influence. Constancio C. Vigil was once a beloved, if highly moralistic, children's writer.

Jorge Luis Borges, while Argentine, was an avid commentator on the Uruguayan historical and cultural scene; some of his characters are realistically Uruguayan.
Florencio Sánchez remains Uruguay's most famous theater writer.

Writers from Northern Uruguay
While many of Uruguay's writers have been primarily connected with the capital Montevideo, a number have been identified with the north of the country.

See also

 (sic), the magazine of the Uruguayan Association of Literature Teachers
 List of Uruguayan writers
 List of contemporary writers from northern Uruguay

References

External links
 Centro Cervantes

South American literature
Latin American literature by country
Spanish-language literature

Uruguayan literature


The Trent–Severn Waterway is a  canal route connecting Lake Ontario at Trenton to Georgian Bay, Lake Huron, at Port Severn. Its major natural waterways include the Trent River, Otonabee River, Kawartha Lakes, Lake Simcoe, Lake Couchiching and Severn River. Its scenic, meandering route has been called "one of the finest interconnected systems of navigation in the world".

The canal was surveyed as a military route, but the first lock was built in 1833 as a commercial venture. This connected a number of lakes and rivers near the centre of the waterway, opening a large area to navigation by steamship. The government had begun construction of three additional locks when the Upper Canada Rebellion of 1837 broke out. This led the government to re-examine the project, concluding that the route would have too many locks to allow rapid movement for military purposes. They decided that the locks under construction would be completed, but the rest could be turned into timber slides. This left the completed inland section with no outlet, which business interests addressed by connecting to the route with a number of new toll roads, plank roads, and later, railways.

John A. Macdonald's government restarted construction in the 1880s, adding a number of new locks and pushing the route westward before construction once again halted. For many years after this, the  canal was used as a political tool to garner votes from areas along the route, with little construction being carried out. It was not until just before the turn of the century that a number of political changes built up incredible pressure on Wilfrid Laurier's Liberals and serious work started once again. The canal reached Peterborough and Lake Simcoe in 1904. The final sections were greatly delayed by World War I, with the link to Trenton opening in 1918, followed by the link to Georgian Bay in early 1920. The first complete transit of the waterway was made in July of that year.

By the time the route was completed, its usefulness as a commercial waterway was over; ships plying the Great Lakes had grown much larger than the canal could handle, and the railways that had connected to the canal now took most of its freight.  But the introduction of motor boats found the Trent–Severn perfectly positioned as a pleasure boating route, and today it is one of Ontario's major tourist attractions. Its passage through cottage country, both Muskoka in the west and the Kawarthas in the east, draws thousands of visitors every year.  It also forms a major portion of the Great Loop.  Today it is officially organized as a  National Historic Site of Canada linear park operated by Parks Canada It is open for navigation from May until October, while its shore lands and bridges are open year-round.

Geography

The total length of the waterway is , beginning at Trenton, Ontario, with roughly  of man-made channels. There are 44 locks, including 37 conventional locks, two sets of flight locks, hydraulic lift locks at Peterborough and Kirkfield, and a marine railway at Big Chute which transports boats between the upper and lower sections of the Severn. The system also includes 39 swing bridges and 160 dams and control structures that manage the water levels for flood control and navigation on lakes and rivers that drain approximately  of central Ontario's cottage country region, across four counties and three single-tier cities, an area that is home to more than a million Canadians.

It reaches its highest point of  at Balsam Lake, the highest point to which a vessel can be navigated from sea level in the Great Lakes–Saint Lawrence River drainage basin. The navigable summit of the Monongahela River (part of the Mississippi River drainage basin) at Fairmont, West Virginia is, at , the highest point in North America (the summit of the Rhine–Main–Danube Canal at its highest point of  is higher still).

The Trent–Severn Waterway is managed by Parks Canada under the statutory authority of the Historic Canals Regulations (which outline and delegate the responsibilities for navigation, resource protection, dredge and fill operations, the operation of boater campgrounds, etc.). The navigation corridor includes over  of shoreline and over  of water. More than  private and commercial properties abut the navigation corridor of the Trent–Severn Waterway. The Trent–Severn Waterway also has regulatory responsibility and authority under the Dominion Water Power Act for the 18 hydroelectric generating facilities located along its route.

History

Samuel de Champlain was the first European to travel the network of inland waters from Georgian Bay to the Bay of Quinte with the Hurons in 1615. It was this same route that would later be canalized and become the Trent–Severn Waterway.

Military origins
The desire for a communications route from Lake Ontario to Lake Huron had been a topic of discussion as early as 1785, and gained new importance with the opening of the War of the First Coalition in 1793. Had the newly formed United States entered the conflict on the side of their French allies, they could have cut access to the upper great lakes at Detroit or Lake St. Clair. This would have denied waterborne access to the important British trading post at Michilimackinac.

To solve this problem, John Graves Simcoe, Lieutenant-Governor of Upper Canada, began construction of Yonge Street and the Penetanguishene Road to provide an overland portage route to Georgian Bay via Lake Simcoe that would bypass these choke points. Construction of Yonge began in 1794, reaching today's Holland Landing in 1796. However, the road was not passable for much of its length until 1816, and the entire route to Georgian Bay some time after that. The route was used for its original military purpose sparingly during the War of 1812, primarily to ship supplies to a naval depot built at Holland Landing. Its rough location is marked today by a large anchor that was being shipped from Chatham, England to Wasaga Beach (then known as Schooner Town), but was abandoned in Holland Landing when the war ended.

The lack of convenient access to the upper lakes demonstrated by the war led to new calls for inland waterways for military use, and led to the construction of a number of canals to provide rapid access to the Upper Canada area. These included canals at Grenville, Chute-à-Blondeau and Carillon Canals, all along the Ottawa River, as well as the most ambitious of them all, the -long Rideau Canal from today's Ottawa to Kingston. Together, they connected Montreal, Ottawa and Lake Ontario, bypassing significant hazards along the Saint Lawrence River and long stretches of open water on Lake Ontario.

The need for a similar route bypassing Yonge Street and providing access to the upper lakes remained an issue, and several surveys in the area were carried out between 1815 and 1827. Prominent among these was a survey made by Catty in 1819, which concluded that no reasonable alternative to the Trent River was obvious on the eastern end of the route. Unfortunately, its circuitous route ran  to Rice Lake before ending up only  from the shores of Lake Ontario. Further, the Imperial government's interest was tempered by the cost of the Rideau, originally budgeted at $2,370,000 but eventually costing more than $4 million by the time it opened in 1832. Several attempts to raise the funds for the Trent system using local sources, including a proposed lottery, all failed and the plans remained dormant.

Bethune's lock
James Gray Bethune was a businessman in the port town of Cobourg with a steamship company working Lake Ontario. He was skeptical that the Trent connection would ever be built, but he felt that the inland sections north of Peterborough still offered considerable commercial prospects. The problem of connecting to Lake Ontario could be solved by other means. Bethune, a major player in local politics, led efforts to build a railway from Coburg, which would either have to route around Rice Lake through other counties, or build directly over it. Port Hope, a short distance to the west and a major competitor for Coburg's shipping traffic, proposed both a road and a canal. Port Hope's location at the western end of Rice Lake placed them slightly closer to the lake than Coburg, and offered a direct land route to Peterborough around the western tip of the lake while remaining within their Northumberland County.

By 1832, Bethune had completed his first plan for a combined canal and rail network. This would start in Coburg and run via railway to Sully (today known as Harwood), where it would connect to steamers on Rice Lake. These would cross the lake to the Otonabee River, providing access to southern Peterborough. Here they could transship via stagecoach to Bridgenorth on Lake Chemong. Locks at Purdy's Mill (today's Lindsay) and Bobcaygeon would provide access to an extended area including Pigeon Lake, Stony Lake, Sturgeon Lake and Lake Scugog, known collectively as the Back Lakes (today known as "the Kawarthas").

Bethune launched the Pemedash on Rice Lake in 1832, providing daily service between Peterborough and Coburg. The boat was a flat-bottomed design able to travel in shallow waters, more a powered barge than passenger steamer. It had side-wheels and was powered by what one passenger called a "feeble eighteen-horsepower engine". Catharine Parr Traill called it "a poor excuse for a steamboat" when her family used it in late summer 1832. A second steamer of the same design was built in Peterborough, sawn in half, carried overload to Bridgenorth and launched as the Sturgeon on 5 September 1833. Both steamers proved popular; in the less than three months the lakes were open to traffic in its first year of operation, the Sturgeon made 61 trips, delivering 60 barrels of pork and 55 tons of other cargo.

A group organized by Bethune met on 1 June 1833 to review tenders for the construction of a series of locks on the Back Lakes. However, they received only two tenders, both for the lock at Bobcaygeon. After several additional meetings and a visit to the site, the contract was awarded to Pierce, Dumble and Hoar for a price of $8,000. The company's crew arrived on 2 August and began construction immediately. The rest of the season was taken up with basic construction, blasting out the lock from the limestone with blackpowder. When the weather turned cold on 14 November the lock was nowhere near complete, and the contract was extended.

By the time the land thawed in the spring, Bethune was insolvent due to bookkeeping irregularities at his branch of the Bank of Upper Canada in Coburg, likely due to his use of some of these funds for the transport scheme. His steamers were sold off to new owners. In spite of there being no money from Bethune, and that the contract was clearly underbid, Pierce, Dumble and Hoar decided to continue construction using their own funds. This proved disastrous; the lock was set too high in the rock and could not be filled at low water in the summer, and even when water was available it leaked out faster than it filled. It remained useless for four years.

Baird's survey

Bethune's early efforts inspired others in the area to form plans of their own to build the complete network. Further progress ran afoul of local politics, in particular the fact that the route ran through two counties, Durham and Northumberland. These were represented by a total of three members of the Legislative Assembly of Upper Canada, each with their own ideas of where the southern end of canal should be built. John Brown was the director of the Port Hope Canal Company, while George Strange Boulton of Cobourg was busy forming the Cobourg and Rice Lake Railway with Bethune. Each favoured their own route in Durham, over the complaints of those living in Northumberland who wanted the route to follow the Trent through their county.

Boulton hatched a plan to kill the Trent route by ordering a complete survey of the river, hoping the cost of canalizing it would be far greater than building his railway. After several debates in the Legislature, on 13 February 1833 money was set aside for a survey, contracting Nicol Hugh Baird of Montreal to carry it out. Baird had worked on several canals and other engineering projects around the world, including the Rideau, and was at that time supervising a new bridge over the foot of the Trent that would replace a ferry service. Although the money had been set aside, nothing further occurred for months. This prompted a meeting in Peterborough on 27 August that demanded the work begin, leading to Baird's arrival on 7 September. As soon as word was out that he had arrived, citizen's groups in the two towns began tit-for-tat exchanges in local newspapers denouncing each other's efforts.

Baird's report was submitted on 28 November 1833. It placed the cost of making the Trent navigable to Rice Lake at $1,167,236 using 34 locks  long and  wide, along with  17 dams used to raise water levels in various portions of the route. He predicted it would take four years to complete. The report went on in great length to justify the expense, saying it would pay for itself in tolls, estimated to be $30,000 a year from timber shipments alone. On 6 March 1834, Robert Maigny submitted his estimates for the Port Hope Canal, using 34 locks  by  at a total cost of $507,130.

Huron link, expansion
At this point further work ended while the new Lieutenant Governor, Sir John Colborne, arranged a trip to visit the area. His six-day tour covered most of the lakes and rivers in the system, including the Talbot River that connected the Back Lakes to Lake Simcoe. On his return, taking Bethune's route using the Pemedash and then stage to York, he reported that he was delighted by his trip. Interpreted as support for further work on the system, this led to a petition calling for a route to connect Lake Simcoe with Rice Lake "by canal or otherwise". Baird was once again hired to survey this western section of the waterway.

Baird's new report was filed in September 1835, calling for another 32 locks and 13 dams, at a price of $1,310,340. Including the work on the Trent, this brought the price of the system as a whole to $2,477,575. Knowing that the legislature would be uninterested in such a proposal, he also outlined an alternative using a mix of water and rail transit, using specially designed barges that could carry a train of cars that would then be switched onto short sections of railway to bypass the trickier sections of the route. The idea was not unlike modern containerized shipping. Using this method, Baird believed that the price would be cut by about $1.5 million, and be completed in only three years. Perhaps believing this suggestion might be accepted, Baird also purchased stock in the Cobourg railway.

At this point the route began to experience pushback from the supporters of the Welland Canal, connecting Lake Ontario to Lake Erie. The Welland was losing money due to competition from the Erie Canal, and the prospect of another competitor to the north was a worrying development. The Ontario Legislature, then in the grip of the Family Compact, had powerful supporters of the Welland block further progress. William Hamilton Merritt, founder of the Welland Canal Company, was willing to support inland locks and even a private canal of the limited size proposed by Port Hope, but staunchly opposed any western extension. This opposition would frustrate further development for many years. With any hope of government backing clearly out of the question, the Port Hope and Rice Lake Canal Company closed down.

Strong support for the inland routes remained among the populace, and to appease these interests the government formed the Inland Water Commission to study the system. As an interim measure, on 3 March 1836 they submitted a new proposal for four locks at a total cost of $80,000. One of these would replace the nonfunctional lock at Bobcaygeon, one in Purdy's Mills (Lindsay) would allow transit to Lake Scugog, one at Whitla's Rapids (Scott's Mills) would allow passage further up the Otonabee in Peterborough, and one at Hastings, east of Rice Lake, would allow partial transit down the Trent. Together they would open  of waterway to continual navigation. Most importantly, the report noted that this would allow the iron ore at Marmora to travel west to Rice Lake where it could travel by train to Lake Ontario. This was approved by the legislature on 28 November 1836, while further proposals to improve various other locations were all ignored.

Hiatus
In the midst of construction, in 1837 the Upper Canada Rebellion broke out. Although quickly suppressed, the Rebellions of 1837 served to worry the Imperial government enough to appoint John Lambton, 1st Earl of Durham to fix the problems. In spite of holding the position of Governor General for only a brief period before resigning, his Report on the Affairs of British North America was implemented in large part and caused sweeping changes to the government. The newly merged Province of Canada had a single parliament with special rules intended to balance the power of the French and English speaking colonies.

As part of the formation of the new Province, the former Inland Water Commission was moved to the new government's Board of Works. The new government broke the power of the Family Compact, and reduced the influence of its French counterpart, the Château Clique. But it also resulted in a body whose decisions often separated along regional lines. By this time a new force had entered the process, central Ontario lumber barons. They used the many rivers of the province to float logs to mills, notably John Rudolphus Booth's mill in Ottawa, at that time the largest sawmill in the world. Locks presented a barrier to their rafts, as would any traffic on the rivers, so they were opposed to any further work on the system.

Examining the project, the Board of Works concluded that a route with as many locks as Baird had proposed would take so long to transit that it would not be useful militarily, and thus of little interest to the new federalist government. They agreed to continue construction of the four locks contracted in 1836, largely as a way to employ the many immigrants arriving in the area. They showed little interest in the rest of the route, and agreed to allow the rest of the surveyed lock locations to be turned into timber slides.

Road and railway connections

With the completion of the four locks, the Back Lakes were now open to navigation for most of the year. Newly arriving settlers in the area expanded the types of products available. By the 1850s, Peterborough had gristmills, sawmills, carding and fulling mills and a tannery. Meanwhile, logging companies and farmers were setting up all across central Ontario, using the lakes to ship their products. This left the problem of getting these products to market, which in turn led to a small railway rush with the express intent of connecting to the Back Lake navigation. Through the 1850s and '60s, numerous railways were built to connect at various points.

The first to make the attempt was the long-planned Cobourg and Rice Lake Railway. Having originally been planned in 1831 and chartered in 1834, the Panic of 1837 and Rebellion later that year upset their plans to the point where the company's charter lapsed in 1840. Next was the Peterborough and Port Hope Railway (P&PH), the competing plan from Port Hope, which had the advantage of being able to loop around the western edge of Rice Lake to produce an all-land route directly to Peterborough. This so worried Cobourg interests that they hired Baird to plan a road route, and opened the Cobourg Plank Road in 1846. This stymied the P&PH, who decided to reroute their line westward to Beaverton on Lake Simcoe.

The numerous delays meant that there was still no rail connection to the waterway in 1850. The original Cobourg group reorganized as the Cobourg and Peterborough Railway in 1852, this time planning to bridge over Rice Lake and provide direct access to Peterborough. The line opened on 29 December 1854, but suffered from continual damage due to ice that closed the Rice Lake bridge for much of its history. In spite of these problems, the railway provided the long-needed route south, and was one of the most financially successful routes in the area. The good times came to an end when the Port Hope interests, now known as the Port Hope, Lindsay and Beaverton Railway (but soon to be renamed as the Midland Railway of Canada), opened the Millbrook Branch that reached Peterborough on 12 May 1858.

Among the other routes available were another plank road further west from Whitby to Lake Scugog, which offered access to the waterway via the lock at Lindsay. This was the closest point on the network to Toronto, and the town of Prince Albert at its midpoint became the largest grain trading site in Upper Canada. This route, today known as Brock Street in Whitby, was rendered superfluous by the Whitby, Port Perry and Lindsay Railway (WPP&L), which ran beside it and offered far faster service to Toronto. Other routes connected to points further north, including the Victoria Railway that met the waterway at Fenelon Falls, the Lindsay, Bobcaygeon and Pontypool Railway that met it at Lindsay and Bobcaygeon, the Toronto and Nipissing Railway that met it at the northern tip of Balsam Lake. These had the advantage of running directly into Toronto, avoiding a switch onto the Grand Trunk Railway needed on the WPP&L.

Confederation and the Trent Valley Canal Association
Work on the canal system remained stagnant until Confederation in 1867. This turned the Province of Canada's government into a federal body, and gave the new province of Ontario's government control over construction. Lacking the power of the federal coffers, they could only afford small projects. Between confederation and 1879 they rebuilt the lock at Lindsay, which had been converted to a timber slide, and built new locks at Young's Point and Rosedale. These enlarged the continuous area served by the waterway, but still lacked any outlet to the major bodies of water.

Having watched work on the system stagnate for years, in September 1879 a group of Conservative politicians formed the Trent Valley Canal Association to agitate for further work. They were soon joined by Liberals and neutral parties, eventually coming to represent almost every riding from Trenton to Midland. The Toronto Tribune noted that "Their activity shows an amount of energy that betokens a body determined to deserve success." For the next forty years, the Association maintained its pressure on successive governments and never allowed any of them to renege on their agreements to continue work on the system. Their basic concept, agreed to at their first meeting, was to arrange periodic meetings of all the municipal leaders along the route, and collect petitions from their constituents, as well as ask them to write letters directly to their members of Parliament. This quickly produced an almost continual stream of letters.

The concept proved successful, and the government of John A. Macdonald was convinced to provide funding to add new locks at Burleigh Falls, Lovesick Lake, Buckhorn and Fenelon Falls. This greatly expanded the navigable route, from Balsam Lake in the west to Lakefield in the east. In 1881, oversight of the expansion was given to Tom Rubidge of Peterborough. Rubidge had already concluded that the Trent system was essentially useless in comparison to the Sydenham-Killaly proposals to expand navigation on the St. Lawrence, which would be able to carry ships. He felt any work on the Trent at this point was a waste of money and was unhappy to be put in charge of the project. His distaste was further increased when his infant daughter Mary died in 1883 while he was surveying the route. He is noted for his "cussedness" and lack of public relations capability, qualities that dogged his time on the Trent.

Among the most difficult of the sections completed during this period was the locks at Burleigh Falls; Baird had described the "dreaded iron-bound nature of the rock" which required new tools and techniques to beat. The work was finally undertaken by George Goodwin starting in late 1884, using steam powered drills and shovels. It was during this time that one of the most infamous events in the system's history took place; at 9:45 a.m. on 4 September 1885 James Simmons and George Morton were hauling a load of dynamite from Tweed to Burleigh Falls when it exploded, leaving behind a  wide crater and nothing but bits of horse and man. The site became a brief tourist attraction.

Construction was beset by arguments between Rubidge and the construction team led by Goodwin. From late 1886, Rubidge was under extreme pressure from the press and the politicians along the line, and he became increasingly paranoid, suspicious of everyone involved in the project for their real or imagined attempts to have him removed. He took his anger out on the project as a whole, and especially Goodwin, who began to complain to Rubidge's superiors in Ottawa. Rubidge responded by appointing two of his helpers to watch over the construction, harassing Goodwin and his workers continually with a range of problems, even locking up the canoes of the government engineers so they could not get around the sites. Goodwin's complaints grew in frequency and anger, and finally he demanded that John Page, the engineer in the Department of Canals and Railways overseeing all canal work, visit the site. This request eventually led to Rubidge's removal from the oversight position and his replacement by David Stark, at that time the superintendent of Ottawa River canal projects. Construction was finally completed in 1887, and the first boat passed through the entire section on 26 October.

Another hiatus, another report
The federal elections in early 1887 led to Macdonald winning a solid majority in spite of promising nothing to the canal. This cost the Conservatives several seats in the area, but his support of the protectionist National Policy won him many others in the area among businesses that were worried about being flooded by cheap US products. The press was filled with comments to the effect that Macdonald had only been interested in the canal as a vote-getting measure; the Peterborough Examiner led the charges, complaining that "Whatever expenditure there had been on the scheme is properly chargeable to the capital (political) account and this is the explanation of all the delay and trifling with this important work." With every delay the canal became more important to the locals, prompting one long-time Macdonald supporter, Reverend J. Logan, to be quoted saying "Henceforth I have only one politic and that is the Trent Valley Canal."

Rubidge was still involved in the Trent at this time, having been tasked with producing a survey of the complete route and cost estimates for its completion. After the election, John Page sent Rubidge back to Peterborough to complete this work. Rubidge took the opportunity to return to the worksite and claim he was always in command and had left only for personal reasons. Stark had not yet arrived, and with the work essentially completed by this time, no one seems to have been willing to invest the effort to find out what was going on. When Stark did begin to assert some control, he started by asking one of the other government engineers working with Rubidge, Aylmer, to set up a new office in Peterborough. As he left, Aylmer took the opportunity to break into Rubidge's desk and take the now long-overdue survey with him, prompting a break-and-enter charge which Aylmer countered with a libel charge. Another of the government engineers, Fuller, ended up in a fist fight with Rubidge over a property dispute, leading to Fuller's conviction on assault and his dismissal from the department.

Looking for any reason to cancel further work, or at least delay it, Macdonald inquired about the status of Rubidge's survey. Rubidge promised it would be ready for 20 August, but it never appeared. Stark telegraphed Rubidge on 1 September about it, and Rubidge stated that his fight with Fuller had put it off. It was finally delivered in 15 November. The report closely followed Baird's plans completed decades earlier, changing only its ultimate outlet on the west, following the North River to Waubaushene. He placed the cost at $8,684,650, including another 71 locks in addition to the 12 already built or nearing completion, as well as  of dug canal. Page added another $1.1 million in ancillary charges like land claims and completion of the work already underway, bringing the total for the entire waterway to $9,984,500. This compares with Baird's original estimate of $2.5 million, a number that Stark had personally backed in 1880. This prompted Stark to send in his own estimate, returning to the original Severn route in the west, and calculated the new total to be only $3 million.

This latest controversy was just what Macdonald was waiting for. Pointing out the huge differences in the two estimates, on 8 October 1887 he formed the Trent Valley Canal Commission to study the issue. This was immediately denounced as a measure "to give them an opportunity to get out of the work." This is precisely what happened; the first meeting of the Commission was not scheduled until 1 April 1888, and the final report was not expected until after the next election. A series of interviews were carried out and questionnaires sent which garnered little response, which the Commission took as evidence that there was little interest in the topic. In 1890 an interim report caused Macdonald to suggest that "Some further enquiry is necessary". One of the few positive results was a measure of the water supply by the new chief engineer of the Trent, Richard Rogers, that suggested there was a million times more water available than would be needed for the entire route to lock 100 times a day for the 200-day navigation period.

The Commission handed in its final report on 17 December 1890. They accepted Rogers' calculation of the amount of water available and generally agreed that the routes were possible and even desirable. They also suggested that some of the more complex areas could be greatly simplified by replacing a series of locks with a single hydraulic boat lift, and recommended further study into this option. They also left considerable room for interpretation as to the desirability of completing the works at either end, allowing politicians to pick and chose what sections, if any, they agreed to fund.

Decision to complete
By the time the Commission filed their report, parliament was out for the 1891 elections, just what Macdonald had hoped would happen by forming the Commission. As the election continued, it appeared it would be a very close fought result, and Macdonald decided to use the Trent to shore up any seats he could. On 3 March he was personally handed a letter by D.R. Murphy, a Conservative organizer in the Trent area, asking for any help he might provide. Macdonald, ill and bedridden, replied with a telegram stating "Trent Valley Canal Commission have reported favourably on the completion of the scheme. Parliament will be asked next session for a grant for the purpose." Nine of the thirteen seats in the area were won by Conservatives, reversing their losses from the previous election. Macdonald lived only a short time after the election and suffered a series of strokes that led to his death on 6 June 1891.

In the aftermath of Macdonald's death, the Conservatives went through a series of leaders as they lurched from one political disaster to the next. In spite of repeated promises to carry out Macdonald's last wishes regarding the canal, nothing had been completed by the time another election began to approach. Then there was a flurry of highly visible surveys carried out, and Rogers was asked to complete detailed plans for further construction. On 22 April 1895 a $475,000 contract was signed for a canal between Balsam Lake and Kirkfield. A second followed on 27 August for the first section from Lakefield to Peterborough. The Peterborough Examiner was not amused, asking, "Why have five years, singularly coincident with the general election, been allowed to elapse between the spurts of activity that mark the survey and construction of portions of the canal? Why ... has it been degraded into a vote-catching machine?"

Although the Conservatives attempted to use the Trent to the advantage once again, the attempt failed in Wilfrid Laurier's strong win in the 1896 election. Having watched the canal hand the Conservatives votes for decades, the new Liberal government immediately cancelled the work. But it was not long before the same political forces that led the Conservatives to support the plan soon found their effect on the Liberals as well, and yet another meeting with the Trent Association and a subsequent visit by George Albert Blair, the newly appointed Minister of Canals and Railways. The Association's trump card was the argument that the canal could be a significant shipping route for grain from western Canada, which at that time was having trouble moving eastward due to the odd collection of railway links that all travelled through Toronto.

But this argument backfired; Blair agreed a canal was needed, but argued instead for a new system along the St. Lawrence. Laurier himself strongly supported railways, especially the Grand Trunk Railway. Once again the Association swung into action, bringing over 270 delegates to a meeting on the issue in Ottawa. The Grand Trunk, whose line along the St. Lawrence stood to lose considerable traffic if an alternate shipping route was completed, provided free train tickets to everyone involved. The result was a huge crowd of businessmen who descended on Ottawa on 6 April 1897, and began a series of speeches calling for the completion of the Trent. After some time, Laurier himself rose to speak and stated "The government has adopted the completion of the Trent Valley route as part of their policy." This was met by thunderous applause.

Opposition from Toronto
By this time the era of the barge canal as a commercial system was over. The formerly hugely profitable Erie Canal watched traffic dwindle as freight moved to railways, so its operators made it free to use in hopes of maintaining traffic levels and their positive economic effects on the surrounding towns. But this change had little effect, and traffic continued to decline. The chief engineer of New York, who had control over the canal, stated that "canals as a successful and necessary means of transportation have outlived their usefulness." When a multi-national panel was formed to consider several possible routes to link the upper Great Lakes to the Atlantic, the Trent was not even mentioned.

In the case of the Trent, the railways originally intended to service the waterway now provided an even better transport option. The operators of these railways would compete with any commercial traffic on the canal, and this was especially disconcerting for the grain trade the Trent Association had pitched. The Canadian Pacific Railway (CPR), then stopping at Fort William, were in the midst of completing a link to the Montreal area, as well as building out a network of shorter links in the southern Ontario area that serviced the lake trade. Another railway rush ensued as the Grand Trunk and Canadian Northern Railway (CNoR) bought up similar lines, all with the hopes of gaining some part of the rapidly growing grain trade. At the time, almost all of these routes ran through Toronto.

When Laurier made his announcement, the possibility that the Trent would provide any sort of reasonable shipping route in lieu of railways or a canal able to carry oceangoing ships was immediately attacked by business interests in Toronto. When the first $600,000 contract was announced on 31 May 1898, Edmund Osler, member for Toronto West and a director of the Canadian Pacific Railway (CPR), was the first to oppose it in parliament, stating that the government must have "money to burn." To the great amusement of the Liberals, other Conservatives from the Trent area then began arguing with Osler. Nevertheless, the government agreed to use the funds released in that budget solely for the completion of existing work, as opposed to expansions. It soon became clear that Laurier's government was delaying any further work.

Laurier completes the system
Matters changed with the rise of the Liberal's new leadership under the direction of Wilfrid Laurier. Prior to the 1896 election the party had strongly supported free trade with the US, known as "reciprocity", but put this aside for this election and accepted the high-tariff, protectionist National Policy. To support industry, they proposed a wide variety of public works, especially those that took place in Conservative ridings that were subject to swaying. This was the case for all of the Ontario counties involved in the Trent system, and it became a centrepiece of the Ontario strategy. With their election win, in spite of losing the popular vote, the party began the final completion of the Trent system.

At this time, business interests in Port Hope once again argued for completing the route by making a new canal from the western end of Rice Lake south to their town. This would place the exit closer to Toronto and make the route shorter overall. A January 1900 report noted it would add  to the route to Montreal, still the ultimate endpoint for overseas shipping, but much more importantly ships would have to travel in the open across Lake Ontario, whereas the Trenton exit was protected. A follow-up report suggested the Trenton route would be cheaper and contracts were sent out for this section, and while several tenders were received, once again the government declined to begin construction.

Mulock's madness

While this work was ongoing, a side-project began that ultimately brought down the Liberals. William Mulock of Newmarket, a growing industrial and market town north of Toronto, was Laurier's right-hand-man in the province. In 1904 the Northern Railway of Canada raised its rates and made several changes that would greatly increase the costs of the industries in the town, so much they claimed it would put them out of business. Mulock hatched a plan to extend the Trent south to the town, an extension officially known as the Holland Subdivision, but universally referred to as the Newmarket Canal.

Critics attacked the concept immediately, pointing out that the economic potential of such a link was nonexistent. But the possibility of bringing federal money to his riding in York North was too good to give up, and Mulock campaigned for it continually, presenting petitions on the part of local residents in favour. However, a survey put the price well over $300,000, a significant amount for such a short link, and was then greatly increased due to changes that appear to have been politically motivated on the part of the Department of Railways and Canals. By the time the plans were complete, the price was approaching $1 million.

In spite of this price, and that Mulock had left the seat in 1905, the party continued to support the project in order to keep the riding in their hands. It became the subject of continual attacks by the Conservatives in the House, and when calculations showed there was too little water to keep it running in the summer, it was heaped with scorn in the press. The party continued to support it throughout, even as it became clear the project was doomed.

The 1911 election brought a swift end to what was by then known as "Mulock's madness". Within days of taking office, Robert Borden ordered a review of the project, and cancelled it shortly thereafter. The remains of the construction, estimated to be 85% complete by that time, were abandoned in place and dot the local landscape to this day. The locals now refer to it as the "ghost canal".

Canal today

Travel was blocked beyond Balsam Lake until the opening of the Kirkfield Lift Lock in 1907.

The lock system aided the development of central Ontario, allowing a quick and efficient flow of goods to and from the major trading centres along Lake Ontario. The rugged, rough terrain of this area of the province made travel by land extremely difficult and time-consuming.

When the canal was finally completed, it failed to have a major impact on the economy of the regions it was built to serve.  By the time it was completed its design had been made obsolete by larger boats: it had been designed for boats too small to be commercially viable.   In the years that it was under construction, railways had further developed their networks and improved service, which influenced settlement patterns.

In 1910-11, the Township of Smith and the Chemong Yacht Club filed a claim for land damages caused by the Trent Canal.

The waterway became obsolete for commercial purposes when the present day Welland Canal was completed in 1932. The Welland Canal could handle ships large enough to sail across the ocean, though cargo was generally transferred to or from larger ocean-going vessels at Montreal.

The Trent–Severn system is still in service. It is maintained and operated by the national park service, Parks Canada, and now is used for tourism and by recreational boaters. There is a cruise line that operates the ship Kawartha Voyageur, as well as houseboat rental firms. In June 2013, Barry Devolin, Member of Parliament for the riding of Haliburton—Kawartha Lakes—Brock, reintroduced Bill C-530, the "Trent–Severn Water Authority Act",  in order to re-capitalize the century-old infrastructure of the waterway.

Technical and navigational details (such as speed limit, maximum draft, maximum water depth and bridge clearances) can be found at Parks Canada's website.

See also
Ottawa River Waterway – Northeastern Ontario waterway
Rideau Canal – Eastern Ontario waterway
Welland Canal – Southern Ontario waterway

References

Citations

Bibliography

External links

Official website of Trent–Severn Waterway National Historic Site, Parks Canada
Panel on the Future of the Trent–Severn Waterway
 TrentSevern.com
 Five Tips of Planning Your Trent Severn Boating Trip this Summer, Ontario Tourism

Canals in Ontario
Ship canals
National Historic Sites in Ontario
Transport in Peterborough, Ontario
Buildings and structures in Peterborough, Ontario
Canals opened in 1920

Trent–Severn Waterway


Lonchognathosaurus is a genus of dsungaripterid pterodactyloid pterosaur from the Albian-age Lower Cretaceous Lianmuqin Formation of Xinjiang, China.

The genus was named in 2004 by Michael Maisch, Andreas Matzke and Sun Ge. The type species is Lonchognathosaurus acutirostris. The genus name is derived from Greek , "lance", , "jaw" and , "lizard", in reference to the fact that it is a reptile with pointed jaws. The specific name means "needle snout" in Latin.

Lonchognathosaurus is based on holotype SGP 2001/19, found near Urumqi in the southern Junggar Basin, the front portion of a skull and lower jaws that came from a large individual; the estimated length of the complete skull was about 400 mm (15.75 in). The point of the upper jaw, composed of the premaxilla bones, was slender and had a needle-like tip. The teeth of the upper jaw appeared far back of the tip, and were well-spaced, diminishing in size from front to back; they ended again in front of the nostrils. They were placed in tooth-sockets that had a low bony ridge but were not otherwise elevated from the jaw. Each maxilla only had eight teeth, and the bottom margin of the upper jaw was straight (unlike in other pterosaurs where it is strongly curved). A sagittal crest was present, with grooves and a concave leading margin.

The genus was, after a cladistic analysis, classified as a member of the Dsungaripteridae, as the sister taxon to Dsungaripterus.

According to Brian Andres Lonchognathosaurus is a junior synonym of Dsungaripterus weii. David Hone on the other hand, argued in 2017 that the species could not be distinguished from Noripterus. However, in 2021, postcranial elements referrable to Lonchognathosaurus, confirming the validity of the genus and providing new information on the anatomy of this pterosaur, were described from the Lower Cretaceous Lianmuqin Formation (China) by Augustin et al..

Averianov et al., (2022) described a distal fragment of the wing metacarpal from the Lower Cretaceous Ilek Formation in West Siberia, Russia and identified it as "nearly identical to the wing metacarpal of Lonchognathosaurus acutirostris."

See also
 List of pterosaur genera
 Timeline of pterosaur research

References

External links
Lonchognathosaurus in The Pterosauria

Dsungaripterids
Early Cretaceous pterosaurs of Asia
Fossil taxa described in 2004

Lonchognathosaurus