Nice Digital Marketing Company photos

Some cool digital marketing company images:

Sweet, Sweet Galaxy by Pip & Pop
digital marketing company
Image by Karen Roe
Smiths Row, The Market Cross, Cornhill, Bury St Edmunds, Suffolk IP33 1BT
Tel: +44 (0) 1284 762081

We are happy to welcome Australian artists Tanya Schultz, Nicole Andrijevic and John Kassab to Smiths Row in what is their first major British show. Schultz and Andrijevic have worked in collaboration since 2007 using the alias Pip & Pop and this is their second collaboration with sound artist Kassab.

Sweet sweet galaxy is a unique installation depicting an infinite psychedelic landscape. An amalgamation of numerous materials including coloured sugar, fine sand, cake decorations, origami, found objects, LED lights and sound, this colourful sensory kingdom will be constructed directly in the gallery space in early January.

The soundscape, created in collaboration with Melbourne-based John Kassab, adds another layer of immersion to the audience experience and sense of being transported to a faraway or imagined place. Whilst the soundscape adds to the narrative of the imagined landscape, interpreting the sounds with sugar has been central to Pip & Pop’s process when working with John.

The sugar used in this exhibition has been kindly donated by Silverspoon. As the sole producers of homegrown British sugar the company supports 1200 East Anglian beet farmers. According to Dan Gough of Silverspoon: "the sugar used in this exhibition was grown an average of 30 miles away from the gallery".

Sweet, Sweet Galaxy by Pip & Pop
digital marketing company
Image by Karen Roe
Smiths Row, The Market Cross, Cornhill, Bury St Edmunds, Suffolk IP33 1BT
Tel: +44 (0) 1284 762081

We are happy to welcome Australian artists Tanya Schultz, Nicole Andrijevic and John Kassab to Smiths Row in what is their first major British show. Schultz and Andrijevic have worked in collaboration since 2007 using the alias Pip & Pop and this is their second collaboration with sound artist Kassab.

Sweet sweet galaxy is a unique installation depicting an infinite psychedelic landscape. An amalgamation of numerous materials including coloured sugar, fine sand, cake decorations, origami, found objects, LED lights and sound, this colourful sensory kingdom will be constructed directly in the gallery space in early January.

The soundscape, created in collaboration with Melbourne-based John Kassab, adds another layer of immersion to the audience experience and sense of being transported to a faraway or imagined place. Whilst the soundscape adds to the narrative of the imagined landscape, interpreting the sounds with sugar has been central to Pip & Pop’s process when working with John.

The sugar used in this exhibition has been kindly donated by Silverspoon. As the sole producers of homegrown British sugar the company supports 1200 East Anglian beet farmers. According to Dan Gough of Silverspoon: "the sugar used in this exhibition was grown an average of 30 miles away from the gallery".

Sweet, Sweet Galaxy by Pip & Pop
digital marketing company
Image by Karen Roe
Smiths Row, The Market Cross, Cornhill, Bury St Edmunds, Suffolk IP33 1BT
Tel: +44 (0) 1284 762081

We are happy to welcome Australian artists Tanya Schultz, Nicole Andrijevic and John Kassab to Smiths Row in what is their first major British show. Schultz and Andrijevic have worked in collaboration since 2007 using the alias Pip & Pop and this is their second collaboration with sound artist Kassab.

Sweet sweet galaxy is a unique installation depicting an infinite psychedelic landscape. An amalgamation of numerous materials including coloured sugar, fine sand, cake decorations, origami, found objects, LED lights and sound, this colourful sensory kingdom will be constructed directly in the gallery space in early January.

The soundscape, created in collaboration with Melbourne-based John Kassab, adds another layer of immersion to the audience experience and sense of being transported to a faraway or imagined place. Whilst the soundscape adds to the narrative of the imagined landscape, interpreting the sounds with sugar has been central to Pip & Pop’s process when working with John.

The sugar used in this exhibition has been kindly donated by Silverspoon. As the sole producers of homegrown British sugar the company supports 1200 East Anglian beet farmers. According to Dan Gough of Silverspoon: "the sugar used in this exhibition was grown an average of 30 miles away from the gallery".

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Nice Internet Marketing Strategies photos

Some cool internet marketing strategies images:

Internet Marketing Strategy Using Search Engine Optimization Slide2
internet marketing strategies
Image by hongxing128
Internet Marketing Strategy Using Search Engine Optimization Presentation References:

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Nice Local Internet Marketing photos

Check out these local internet marketing images:

01b – 149 Wadsworth Ave – J M Hale House (E)
local internet marketing
Image by Kansas Sebastian

On a gray May day, Greg and I took the new Exposition Line (transferring to the 733) to Venice, and walked up to Ocean Park. We didn’t have a goal in mind, except to enjoy the day. While we were in Ocean Park we thought we’d check on a house that we know well – the home of James M Hale, proprietor of the Los Angeles dry good’s store, Hale’s. Almost directly behind Hale’s house is Horatio West Court, by Irving J Gill.

01. James M Hale House, 1907
149 Wadsworth Ave
Ocean Park, CA
Wadsworth & Hollister Tract, Santa Monica
Architect Unknown

James M Hale was the proprietor of the J M Hale Co, a chain of seven dry goods stores. The store first began at 7 & 9 Spring Street in the early 1890’s. Later the address was changed to 107, 109 & 111 N. Spring St. Sometime around 1905/6 he sold the Spring Street location and moved the store to 341-345 S Broadway, near the new Romanesque City Hall. Additional stores were opened in Ocean Park, Santa Monica, and other locations around Southern California and (apparently) elsewhere.

Until 1907 Hale lived in the 800 block of Grand Avenue. As the Red Car expanded in Los Angeles, options to live out of the city began to open up for the burgeoning population. Hale took advantage of this new opportunity. In 1907 Hale contracted “for the erection of a handsome home in the Wadsworth & Hollister Tract. It is to cost ,434, and is to be completed in seventy working days.” The result is this beautiful, very-late Queen Anne/Shingle Style Victorian house.

Thanks to the gracious owners, we were able to tour the inside. It is spectacular, if not unusual. The interior is a mixture of styles common in Los Angeles at the time. The layout and most of the detail, like baseboards and crown molding, are pure Victorian. The pressed-brick fireplace mantles are Craftsman. The large built-in buffet is Art Nouveau. An oddly-placed foyer sits behind the first parlor, which may have been a reception room of some kind. The formal front door to the foyer is on the West-facing side of the house. The rails of the grand staircase are transitional in style (almost Mission Revival) and the chandelier is high Victorian. One of the globes is monogrammed with Hale’s initials – JMH.

The architect is as yet unknown. Who ever it was, they seemed to have been playing to the tastes of an older client. or the architect himself was older and designed a house in the style he was accustomed. The situation of the house with the front door on the side rather than in front, gives the impression that this wasn’t a new building – that it was moved to the site, turned on it’s side, and then remodeled. But the permit implies new construction. And, if it were an older house remodeled, most of the Victorian features should have been stripped away. Likely it would be fully Craftsman, or Mission Revival like the Joseph Cather Newsom across the street at 140 Wadsworth.

The James M Hale house in Ocean Park is not yet a Santa Monica Historic Landmark, but it is fully deserving of both local and national historic status. I encourage the owners to pursue historic designation to protect the house, and possibly take advantage of the Mills Act tax advantages.

Many people may fondly (or not) remember Hale’s Brothers, Inc, the San Francisco-based nation-wide department store which failed in the late 1960’s and was absorbed into the Los Angeles-based Broadway Stores. J M Hale appears to be related to the Hale Brothers of the San Francisco department store, although the relationship hasn’t been not solidly confirmed yet. The icon failed because of several bad business decisions – acquiring Sacramento-based Weinstock-Lubin & Co. and a real estate gamble gone awry.

The relationship clues are there, however: J M Hale Co, Inc used the same swooping logo as Hale Bros Inc, with the same tag line “Good Goods,” and they were in essentially the same kind of market. It appears each branch of Hale’s was run independently, with slight variations on the name. From what I can derive on the internet, Hale’s was founded in San Jose, CA, by O A Hale, as a simple dry goods store. He quickly expanded the store with his sons, first to Sacramento and San Francisco, then Los Angeles and beyond. James M may have been O A’s brother, or the oldest son. Under the “Hale’s California” umbrella were: Hale Bros Incorporated (San Francisco); Hale Bros & Co (Sacramento); O A Hale & Co (San Jose); Hale & Co (Stockton); Hale Bros & Co (Petaluma); and J M Hale Co, Inc (Los Angeles).

Other locations of Hale Bros and J M Hale Co can be found throughout the country. There’s a story on The State Historical Society of Missouri website, which chronicles the life of James Cash Penney (yes, that Penney – J C Penney’s). According to the site, Penney’s first job was as a store clerk at J M Hale and Bros in Hamilton, Mo. It’s somewhat ironic then that it was a shady real estate deal where J C Penney’s acquired the coveted Hale Bros Inc building in San Francisco’s Market St, and Hale’s had to settle for the old J C Penny’s building, further down the street, competing with the more popular Emporium. This swap lead to the decline of Hales, and eventual merger with The Broadway Stores. The Broadway was eventually swallowed by The Federated Group (Macy’s) or sold off when it too failed.

Additional tidbits about James M Hale.

– The State Historical Society of Missouri (J C Penney):

– A great synopses of Hale’s Bros. (San Francisco) can be found at Plummer & Associates Blog on WordPress at;

– An interesting relationship to J M Hale can be found at the Stoltz family webpage at:

– J M Hale, along with his secretary, Charles C Gibbons, invested in other endeavors, such as Wood’s Dry Condenser – an ore crushing machine to extract gold in mines:…

– James M Hale is buried with his wife, Della Hale, at Rosedale Cemetery, I the Historic West Adams district of Los Angeles, Find-A-Grave Monument No. 7505602. James M Hale: 1846 – 1936; Della Hale: died 1930.

02. Horatio West Court, 1919-1921
National Register of Historic Places No. 77000302, 1977
Santa Monica Historic Landmark No. 10
140 Hollister Ave
Ocean Park, CA
Wadsworth & Hollister Tract, Santa Monica
Irving J Gill, Architect

On the same block as the J M Hale house sits the magnificent Horatio West Court, designed by Irving J Gill. The composition is an arrangement of six modernist cubes, in Gill’s trademark Mission Revival style. Connecting the cluster of semi-attached homes is a central courtyard, with shared sidewalks and a central driveway. The homes sit on a 60ft-wide lot, and predate the Modernist Movement as we traditionally know it, by 10 to 15 years. Today we’d think of it as a “Small Lot Ordinance,” which was pioneered by the masters of Modernism – Rudolph Schindler, Richard Neutra, Gregory Ain, A E Morris, and others. In fact, Neutra admired the complex so much he photographed it extensively in the 1930’s.

The great equalizer!!
local internet marketing
Image by Arpana Sanjay
In modern India, the great equalizer is the mobile phone!! Surprised?? Well…dont be!! In a country that has been plagued and defined by its many class systems…based on region, religion, creed, caste and economic levels…mobile technology has emerged as the equalizer!! It might not make sense to a lot of people…but in India, what you do for a living has a lot to do with your ‘station’ in life….archaic huh??

This man is a migrant construction worker. One of the millions of struggling hordes dreaming the ‘Indian Dream’. He does not speak the local language Kannada and communication is difficult. He hardly knows to read. His children dont go to school and run around freely. Some day he hopes to enroll them in the ‘English School’. His wife, pregnant with another child, works on the construction site as well, carrying loads of concrete and brick on her head. And yet…he has the same mobile device as the Medical college students down the road and the MNC bank officer in the pink house and the just-returned-from-america-software-pro whose house he is building. In fact his device is way better than the one I carried while I was in India during this vacation!! :-))))

Mobile users are estimated to be at 80 Million users….no one has the exact count. The number apparently grows by 5 million users a month!! It turns out that India is the hottest market for Mo-tech today….

interesting article –…

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Nice Marketing Consultants photos

Some cool marketing consultants images:

Moscow, Tsvetnoy Central Market
marketing consultants
Image by Detlef Schobert
Russia, Moscow.
Tsvetnoy Boulevard.
Tsvetnoy Central Market.

Lifschutz, Davidsons, Sandilands Architects.
Ford McDonald Consultants.

Customized Stainless Steel Ceiling and Walls in Upper Floors, Manufacturer EXYD.

Open Space Group – Keep Kids Kind
marketing consultants
Image by Tatiana12
Group: [How to} Keep Kids Kind

Our session – Your One Big Life: How to Be Anti-Fragile through Downturns, Upturns and Turnarounds

We focused on entrepreneurial & solo-preneurial approaches, FRAME and Anti-Fragile concepts. The Slideshare and references page with links to resources, is here:

Description: Be the champion of Your One Big Life by learning how to stay focused on your goals through downturns, upturns and turnarounds. Intended audience: Those interested in entrepreneurial ventures that can co-exist with the demands of work, family and fitness to build “one big life.”

Deb Nystrom, MA, Change Strategist, Performance Facilitation, Organization Development Specialist, REVELN Consulting
Leslie McGraw, Les Go Social Media Marketing and Training

Open Space Technology is attributed to the work of Harrison Owen

With higher ed, with faculty, with professional coaches, with the horses, with professional women, with change management practitioners and consultants, with clients, Open Space has many applications, OST

If you’d like to learn more about this agenda-less type process organized around a key theme, an Open Space handout is available here:…

Find out more via

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Nice Webmarketing photos

Some cool webmarketing images:

Pinterest Chef
Image by mkhmarketing
Please feel free to use this image under the creative commons license.

I created the graphic to drive traffic to my marketing blog as part of a buzz-building assignment for a graduate degree.

Please attribute, link, like and comment –

Help me explore the concept of online quid pro quo. You get great visual content and I get extra credit in my emerging media class. Or at least that’s the cunning plan…

Also, if you have an idea for a custom graphic you need for your own blog or website, please share with me at I’ll give it my best shot to create something for you.

Facebook Overdose
Image by mkhmarketing
Please feel free to use this image under the creative commons license.

I created the graphic to drive traffic to my marketing blog as part of a buzz-building assignment for a graduate degree.

Please attribute, link, like and comment –

Help me explore the concept of online quid pro quo. You get great visual content and I get extra credit in my emerging media class. Or at least that’s the cunning plan…

Also, if you have an idea for a custom graphic you need for your own blog or website, please share with me at I’ll give it my best shot to create something for you.

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Nice Direct Marketing photos

Check out these direct marketing images:

Maras Salt Pans
direct marketing
Image by Shawn Harquail
Salt has been obtained in Maras by evaporating salty water from a local subterranean stream since pre-Inca times. The highly salty water emerges and the flow is directed into an intricate system of tiny channels constructed by villagers who own these basins. They use simple rocks to create dams to stop the flow in certain areas. The water runs slowly down the ancient basins, and almost all of them are less than four meters square in size, and about thirty centimeters deep.

According to some locals, markets as far away as Switzerland, Japan and the Philippines are now importing some of the salt produced here. The salt pools are traditionally allotted to the citizens of Maras only. A prospective salt farmer simply needs to locate an empty basin, consult with the local informal cooperative, learn how to maintain his basin, and start working.

Mother Mom Sea Otter Holds Pup 7 of 9 Sea Otter (Enhydra lutris), female, marine mammal, with her baby pup
direct marketing
Image by mikebaird
Mother Mom Sea Otter Holds Pup. 7 of 9 Sea Otter (Enhydra lutris), mother, mom, female, marine mammal, holding her baby pup (one of several pair in the area together), as seen near Target Rock in the Morro Bay harbor entrance south of Morro Rock in Morro Bay, CA 28 Nov 2009. Photo by Michael "Mike" L. Baird, mike [at} mikebaird d o t com,; Canon 1D Mark III, Canon 600mm f/4.0 Lens with Circular Polarizer (it had a significant effect) resting on a large bean bag on a rock at water’s edge about three feet above water level.
Tech Note: I needed my better Beamer flash – lacking that, I overexposed one full stop to get the details in the dark fur, at the expense of washing out some detail in the background. This set has a bit of a dull look, less vibrant than normal, due probably to the harsh sunlight.
* This was a bit blurry and not tack sharp, but I liked the pose here and it looks ok at the large thumbnail size anyway. Too bad the Mom’s eyes were not open more. I took hundreds of shots (filled an 8GB card, shoot RAW of course) trying to get a better one, until I lost all the light at day’s end.

CC use at

30 Jan 2014 submitted UK Media Request form to Pesala @ News Dog Media which may restrict future paid licensing…
[News Dog Media Photographer’s/ Contributor’s Syndication Contract

Name………Michael L. Baird…….. Email …………

Telephone ……805 704-2064 (USA)….. Mobile …… 805 704-2064 (USA)……

Address ……………..2756 Indigo Circle, Morro Bay, CA 93442 USA…………….
Town…….Morro Bay, CA……….Country ……..USA………

The photographer (as defined above) and News Dog Media (the Agency) agree to enter into an arrangement whereby the Agency will be allowed to syndicate image(s) sent to News Dog Media by the photographer.

With the following Terms and Conditions:

1. Full copyright of the image(s) remains with the Photographer.
2. The Agency is allowed to exclusively distribute, and invoice for subsequent usage of the image(s) to UK-based newspapers and their associated online editions.
3. The Agency is also allowed to exclusively distribute, and invoice for, subsequent usage of the image(s) to international media, including newspapers, magazines and websites.
4. The Photographer will be paid 50% of all payments received by the Agency, for the use of their image(s).
5. The Photographer confirms that these images will not be marketed elsewhere (via other agencies, media organisations, or direct to publications), for the duration of this agreement, and that sales enquiries will be directed to The Agency.
6. The duration of the agreement is three months, after which time it will be a rolling monthly-basis contract at which point either party may terminate this agreement immediately.
7. Photographer has the right to participate with these images in international exhibitions, photo contests, participate in the catalogues, albums and place them in a photo sites and social networks.
8. The Agency is allowed to exclusively distribute, and invoice for subsequent usage of the image(s) to be used in the UK and worldwide for posters/postcards.

1/31/2014 I said for the article
Pesala , pictures [at} d o t uk you can download the largest original photo at
but I’ve also attached it.

Note that the related Wikipedia article on sea otters also features many of my photos which you are free to use, even commercially, and the source is available at wiki.… This file was a candidate in Picture of the Year 2008. This is a featured picture, which means that members of the community have identified it as one of the finest images on the English Wikipedia,

Your full name: "Mike" Michael L. Baird
Age: 68
Job title: Retired Internet Entrepreneur
Which town/country do you live in: Morro Bay, CA, USA
Job Occupation: Photographer/Entrepreneur/Computer Scientist

Can you tell me about yourself? How did you become interested in photography?
Online bios (can you pick a paragraph you might like best from this list?)

"Mike’s Askjeeves co-workers gave him one of the first Kodak digital cameras as a retirement gift in 2000, and that became the start of a decade of his interest in nature photography."

Can you describe what we see in your pictures in your own words?
This image of a mother sea otter holding up her pup is a rather unusual posture and behavior capture… while mom otters constantly nurture their babies for 5-8 months, usually placing the pup on the mom’s tummy and constantly grooming and fluffing the fur, moms rarely hold them up for inspection.


Why was this happening?
The adult mother otter was repositioning her baby pup to groom and fluff its fur, and in the process held up her pup as to display and admire it.

Do you know what the relationship between the sea otters pictured is?
This is a mother baby pair. The males are, as usual, nowhere to be seen, as the males do not participate in the upbringing process (nurturing, feeding, etc).
There are typically 20 adult sea otters in the Morro Bay, CA harbor entrance near Morro Rock. As many as half of these female adults will have a baby otter with them.
The mom will float on her back, and the baby will be perched on her tummy out of the water.

Do you need special access to create these kinds of images?
Access to this location s open to the public, and is on City and/or California State Park property.
By law, observers in kayaks, for example, must stay at a distance from the otters so as not to harass them.
In practice, these otters anchor themselves in the kelp as close as 10-30 meters from the shore, and photographers and nature lovers can sit at the water’s edge and safely observe them.

What kind of reaction do you get from people when they see your pictures?
Everyone loves otter photos, and they really love sea otter pup images… they are so cute!

Is there an ecological message that you have?
Sea otters are endangered
Endangered (IUCN 3.1)[1]
In most of its range, it is a keystone species, controlling sea urchin populations which would otherwise inflict extensive damage to kelp forest ecosystems. Its diet includes prey species that are also valued by humans as food, leading to conflicts between sea otters and fisheries. The Morro Bay, CA sea otter population represents one of the most successful recovery stories in the USA.
Here is an unfortunate personal story of a sea otter killed with a pellet gun in Morro Bay. I documented the necropsy and evidence for reporting this crime. says in part "Necropsy Documentation 2010-06-24-dead-sea-otter. See the video at for the bullet discovery part of the necropsy. This female sea otter pup, 77cm length, was found dead on Morro Strand State Beach 24 June 2010. It was reported to Mike Harris of CA Fish and Game, who retrieved it…"

Is there any other information you would like to include?
We have created an effective social network for local photographers called photomorrobay
where 393 members actively share ides and photos
which has resulted in many examples of photographers assisting in local ecological and conservation projects.

A few quick facts:
Where did you capture this? Morro Bay, CA USA

When did you capture this? November 29, 2009

Here are some technical notes:
Mother Mom Sea Otter Holds Pup. 7 of 9 Sea Otter (Enhydra lutris), mother, mom, female, marine mammal, with her Nd holding her baby pup (one of several pair in the area together), as seen near Target Rock in the Morro Bay harbor entrance south of Morro Rock in Morro Bay, CA 28 Nov 209. Photo by Michael "Mike" L. Baird, mike [at} mikebaird d o t com,; Canon 1D Mark III, Canon 600mm f/4.0 Lens with Circular Polarizer (it had a significant effect) resting on a large bean bag on a rock at water’s edge about three feet above water level.
Tech Note: I needed my better Beamer flash – lacking that, I overexposed one full stop to get the details in the dark fur, at the expense of washing out some detail in the background. This set has a bit of a dull look, less vibrant than normal, due probably to the harsh sunlight.
* This was a bit blurry and not tack sharp, but I liked the pose here and it looks ok at the large thumbnail size anyway. Too bad the Mom’s eyes were not open more. I took hundreds of shots (filled an 8GB card, shoot RAW of course) trying to get a better one, until I lost all the light at day’s end.

Cheers, Mike Baird

7/23/2017 CC use note
The photograph of yours features at page 524 of Volume 2.
Volume 2:

alvar aalto, architect: riola church, italy 1966-1994
direct marketing
Image by seier+seier
chiesa di santa maria assunta, riola italy 1966-1994
architect: alvar aalto, 1898-1976

the very last photo of aalto’s riola church I’ll upload. for now. the great, blind facade which is a simple reflection of the section behind it. clearly all you need when your section is that good.

a case could be made that the church does not engage with the town in front of it, and it is true that this is a building very much caught up in the rules of its own formal game. monuments are often like that. think of the domed churches of the Italian renaissance. we take no less pleasure in them for seeking their own perfection first.

when the folding doors open, though, the church space connects in the most informal and direct way with the square in front of it and the town market which is behind me in this photo. I have yet to see them in use, but I imagine that would work very well with the public character of Catholic festivities.

the alvar aalto album.

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Nice Vertical Marketing System photos

A few nice vertical marketing system images I found:

Steven F. Udvar-Hazy Center: View over World War Two aviation wing, including Japanese planes and B-29 Enola Gay
vertical marketing system
Image by Chris Devers
See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Nakajima J1N1-S Gekko (Moonlight) IRVING:

Originally designed as a three-seat, daylight escort fighter plane by the Nakajima Aeroplane Company, Ltd., and flown in 1941, the IRVING was modified as a night fighter in May of 1943 and shot down two American B-17 bombers to prove its capability. The Gekko (meaning moonlight) was redesigned to hold only two crewmen so that an upward firing gun could be mounted where the observer once sat. Nearly five hundred J1N1 aircraft, including prototypes, escort, reconnaissance, and night fighters were built during World War II. A sizeable number were also used as Kamikaze aircraft in the Pacific. The few that survived the war were scrapped by the Allies.

This J1N1 is the last remaining in the world. It was transported from Japan to the U.S. where it was flight tested by the U.S. Army Air Forces in 1946. The Gekko then flew to storage at Park Ridge, IL, and was transferred to the Smithsonian Institution. The restoration of this aircraft, completed in 1983, took more than four years and 17,000 man-hours to accomplish.

Transferred from the United States Air Force.

Nakajima Hikoki K. K.


Country of Origin:

Overall: 15ft 1 1/8in. x 41ft 11 15/16in., 10670.3lb., 55ft 9 5/16in. (460 x 1280cm, 4840kg, 1700cm)

All-metal, monocoque construction airplane

Physical Description:
Twin-engine, conventional layout with tailwheel-type landing gear.
Armament: (2) 20 mm fixed upward firing cannon
Engines: (2) Nakajima Sakae 21 (NK1F, Ha35- 21) 14- cylinder air-cooled radial 1,130 horsepower (metric)

• • • • •

See more photos of this, and the Wikipedia article.

Details, quoting from Smithsonian National Air and Space Museum: Steven F. Udvar-Hazy | Boeing B-29 Superfortress "Enola Gay":

Boeing’s B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.

On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.

Transferred from the United States Air Force.

Boeing Aircraft Co.
Martin Co., Omaha, Nebr.


Country of Origin:
United States of America

Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Polished overall aluminum finish

Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.

Old Jaguar E-type sports car: front view (back))
vertical marketing system
Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:

• • • • •

The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.

In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.


1 Overview
2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
5 Motor Sport
6 See also
7 References
8 External links


The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.

On its release Enzo Ferrari called it "The most beautiful car ever made".

The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".

In addition, several limited-edition variants were produced:

• The "’Lightweight’ E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.

Concept versions

E1A (1957)

After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.

It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)

The car featured a monocoque design, Jaguar’s fully independent rear suspension and the well proved "XK" engine.

The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory

E2A (1960)

Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.

E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.

After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.

In 1961 the car returned to Jaguar in England to be used as a testing mule.

Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.

Roger’s wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham’s Quail Auction. Sale price was US.5 million

Production versions

Series 1 (1961-1968)

Series I

• Production
1961–1968[3] [4]

Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

3.8 L XK I6
4.2 L XK I6

96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]

• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]

• Width
65.25 in (1657 mm) (all) [5]

• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]

Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]

The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]

All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.

3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.

An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.

A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.

There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.

Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.

An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]

Production numbers from Graham[12]:

• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s

Production numbers from[13]: [omitted — Flickr doesn’t allow tables]

Series 2 (1969-1971)

Series II

• Production
1969–1971[3] [4]

Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible

4.2 L XK I6

Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]

Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.

Production according to Graham[12] is 13,490 of all types.

Series 2 production numbers from[13]: [omitted — Flickr doesn’t allow tables]

Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.

Series 3 (1971-1975)

Series III

• Production

Body style(s)
2-door 2+2 coupe
2-door convertible

5.3 L Jaguar V12

105 in (2667 mm) (both)[6]

• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]

• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]

• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]

Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]

• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]

A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.

In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]

Graham[12] lists production at 15,290.

Series 3 production numbers from[13]: [omitted — Flickr doesn’t allow tables]

Limited edtions

Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:

Low Drag Coupé (1962)

Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type’s styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar’s 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.

The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.

Lightweight E-Type (1963-1964)

In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.

The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.

Motor Sport

Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.

The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.

See also

Jaguar XK150 – predecessor to the E-Type
Jaguar XJS – successor to the E-Type
Jaguar XK8 – The E-Type’s current and spiritual successor
Guyson E12 – a rebodied series III built by William Towns


^ Loughborough graduate and designer of E Type Jaguar honoured
^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
^ Ibid.
^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b c Retrieved 29 August 2009.
^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.

Steven F. Udvar-Hazy Center: south hangar panorama, including Air France Concorde, De Havilland-Canada DHC-1A Chipmunk Pennzoil Special among others
vertical marketing system
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:

The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for over 25 years. Designed and built by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a stunning technological achievement that could not overcome serious economic problems.

In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations around the globe. Carrying up to 100 passengers in great comfort, the Concorde catered to first class passengers for whom speed was critical. It could cross the Atlantic in fewer than four hours – half the time of a conventional jet airliner. However its high operating costs resulted in very high fares that limited the number of passengers who could afford to fly it. These problems and a shrinking market eventually forced the reduction of service until all Concordes were retired in 2003.

In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft’s retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its last flight. This aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.

Gift of Air France.

Societe Nationale Industrielle Aerospatiale
British Aircraft Corporation

Wingspan: 25.56 m (83 ft 10 in)
Length: 61.66 m (202 ft 3 in)
Height: 11.3 m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Top speed: 2,179 km/h (1350 mph)
Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom

Physical Description:
Aircaft Serial Number: 205. Including four (4) engines, bearing respectively the serial number: CBE066, CBE062, CBE086 and CBE085.
Also included, aircraft plaque: "AIR FRANCE Lorsque viendra le jour d’exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l’Air et de l’Espace de Washington, un appariel portant le couleurs d’Air France."

• • • • •

Quoting Smithsonian National Air and Space Museum | Press Release: National Air and Space Museum Receives Boeing S-307 Stratoliner for Display at Steven F. Udvar-Hazy Center, the Museum’s New Companion Facility at Dulles Airport:

The Smithsonian’s National Air and Space Museum welcomed today (Aug. 6) the sole surviving Boeing S-307 Stratoliner to its new home when the silver pioneering airliner arrived at Washington Dulles International Airport in Virginia for display at the museum’s new Steven F. Udvar-Hazy Center. The museum’s companion facility, adjacent to the airport, opens to the public Dec. 15.

The luxuriously appointed Stratoliner, built in the late 1930s, was the world’s first passenger airplane to be pressurized, allowing it to avoid rough weather by flying at unprecedented altitudes (20,000 feet) for transports of the era.

The airplane has been in the museum’s collection since 1972 but because of its size and weight could not be displayed at the museum’s flagship building on the National Mall. A team of volunteers and Boeing staff performed extensive restoration work on the airplane in Seattle.

"Visitors to the Udvar-Hazy Center will take one look at this airplane and be transported back to a glamorous age when the world became smaller for the traveler who required speed and luxury," said Gen. J.R. "Jack" Dailey, director of the National Air and Space Museum. "We are indebted to the Boeing restoration team for turning back the clock on this beautiful aircraft."

The Stratoliner arrived in Northern Virginia following an appearance at the Experimental Aircraft Association’s annual Fly-In at Oshkosh, Wisc. The airplane flew from Allegheny County Airport near Pittsburgh, where it landed August 5th because of bad weather.

With a wingspan of 107 feet and a cabin nearly 12 feet wide, the Clipper Flying Cloud will be exhibited at ground level in the Udvar-Hazy (pronounced OOD-var HAH-zee) Center aviation hangar.


The Clipper Flying Cloud was delivered to Pan American Airways with two others in 1940. The aircraft carried 33 passengers and a crew of five. The Pan American Airways airplane was reconfigured to seat 45 passengers. Stratoliners included space for berths for overnight travel; paneling in the cabin and lavatory; wall fabric featuring the Pan Am logo, world map and exotic animals; and eight divans.

The Clipper Flying Cloud began service flying Caribbean routes for two years. During World War II, it flew in South America under the direction of the U.S. Army Air Forces. In 1946, it made daily runs between New York and Bermuda. Throughout the next two decades it passed through the hands of several owners, and once served as a presidential plane for the notorious Haitian leader "Papa Doc" Duvalier. After its Haitian sojourn, the Clipper Flying Cloud landed in Arizona.

In 1969, a visiting National Air and Space Museum curator spotted the airplane in Arizona and immediately recognized its historic significance, even while its then-owner planned to convert it into a fire bomber. The Smithsonian subsequently acquired the aircraft and later made arrangements with the Boeing Company for the restoration, dubbed "Operation Flying Cloud," at the Seattle plant where the Stratoliner was originally built.

Boeing technicians and former Pan American employees voluntarily spent six years completely restoring the Stratoliner before it made an emergency landing in Elliott Bay in 2002. Since then, the restoration team has performed additional work so that visitors to the Udvar-Hazy Center will have the opportunity to view the aircraft as it looked the day it rolled off the assembly line more than 60 years ago.

• • • • •

Quoting Smithsonian National Air and Space Museum | De Havilland-Canada DHC-1A Chipmunk, Pennzoil Special:

De Havilland originally designed the Chipmunk after World War II as a primary trainer to replace the venerable Tiger Moth. Among the tens of thousands of pilots who trained in or flew the Chipmunk for pleasure was veteran aerobatic and movie pilot Art Scholl. He flew his Pennzoil Special at air shows throughout the 1970s and early ’80s, thrilling audiences with his skill and showmanship and proving that the design was a top-notch aerobatic aircraft.

Art Scholl purchased the DHC-1A in 1968. He modified it to a single-seat airplane with a shorter wingspan and larger vertical fin and rudder, and made other changes to improve its performance. Scholl was a three-time member of the U.S. Aerobatic Team, an air racer, and a movie and television stunt pilot. At air shows, he often flew with his dog Aileron on his shoulder or taxied with him standing on the wing.

Gift of the Estate of Arthur E. Scholl

De Havilland Canada Ltd.

Art Scholl


Country of Origin:
United States of America

Wingspan: 9.4 m (31 ft)
Length: 7.9 m (26 ft)
Height: 2.1 m (7 ft 1 in)
Weight, empty: 717 kg (1,583 lb)
Weight, gross: 906 kg (2,000 lb)
Top speed: 265 km/h (165 mph)
Engine: Lycoming GO-435, 260 hp

Overall: Aluminum Monocoque Physical Description:Single-engine monoplane. Lycoming GO-435, 260 hp engine.

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Downtown (Square-Village-Center) Roslindale, MA 1948 from Roslindale Historical Society ‘OR’ City of Boston.
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Image by clamshack
Roslindale Historical Society
The story of our community, Roslindale, necessarily begins with the arrival of the first settlers in the area. Rather than settling in what is now Boston, some of the early settlers journeyed across the narrow piece of land known as Boston Neck, and made their homes there. What was then the town of Roxbury, settled on September 28, 1630, only three weeks after the official date of the settlement of Boston; it was about two miles wide and eight miles long, running from Boston to Dedham. The region abounded in rocks, and thus became known as Roxbury, originally spelled “Rocksbury.” The western part of Roxbury was known as Jamaica End or West Roxbury, and our community of Roslindale was part of this area. It was not until the establishment of a post office on March 15, 1870, that this community became known as Roslindale.

It is interesting to find the geological reasons, which influenced the history of this area. Going back 500,000,000 years, we find this region under the sea, with a volcano spouting lava at a spot near the present junction of Washington and Grove Streets. The famous Roxbury “puddingstone” was a result of this volcano and the action of the sea. With the ice age, a great sheet of ice, as the climate became warmer, created drumlins, of which Bellevue Hill is one. The water, which was trapped, formed kettle holes. Two of these kettle holes are Jamaica Pond and Muddy Pond. The Charles River, which formed the boundary of old Roxbury, formed its winding course around the glacial deposits. These windings were what made the narrow Boston Neck, which set Roxbury off from Boston. This neck was all but covered with water at high tide, in the early days of Roxbury and Boston.

As Roxbury grew, the early settlers moved out along the main path from Boston to Dedham, the Old Dedham Post Road, now Centre Street. Although there were few Indians left in the area, due to a smallpox epidemic, it is certain that this early road had once been an Indian trail. The Indians usually traveled along rivers and ponds, and would quite likely pass by Jamaica Pond and along the banks of the Stony River. Stony River began on the slopes of Bellevue Hill and in Muddy Pond woods, and went through what is now Roslindale Square. Until it was forced underground, it was an important river. The early settlers ignored the law against settling more than one half mile from the church, as well as taking chances with the wolves and bears which were plentiful in the heavily wooded areas.

As early as 1626, Miantonimo, King of the Narragansetts, traveled over the Dedham Road with his wife and attendants. King John of the Nipmucks brought Matoonis, another chief, to be put to death on Boston Common for his part in King Philip’s War. John Eliot used this road on his way to preach to the Indians. Ann Hutchinson probably traveled over it on her way to Rhode Island to seek religious freedom. With the outbreak of the Revolutionary War, the Dedham Post Road carried Minute and Militia to Bunker Hill, among them Nathan Hale and Benedict Arnold. George Washington made four trips over this road, one of which was to take command of the Continental Army in Cambridge.

A famous spot on the Dedham Post Road, near the corner of what is now Allandale and the Centre Streets, was the Peacock Tavern. This tavern was kept by Captain Child, who was a captain of one of three Minute Men companies from Roxbury who answered the call to arms on April 19, 1775, and fought the British at Lexington and Concord. Before the Revolutionary War, the Peacock Tavern was favorite gathering place for British officers, who headed there after holding skating parties on Jamaica Pond. During the siege of Boston, George Washington inspected his battle lines, which included Weld Hill in what is now the Arnold Arboretum. Washington had picked Weld Hill as a rendezvous in case the British succeeded in driving the Continental army back and in capturing the stores of ammunition located in Dedham. After his inspection in the area, Washington would partake of refreshment at the Peacock Tavern.

Opposite the Peacock Tavern, there stood, and still stands today, a stone milepost, which says: “6 mi. from Boston 1753 P.D.” These initials stand for Paul Dudley who erected the stone, as well as others on the road leading from Boston.

Another important road for Roslindale was Washington Street, called the Dedham Turnpike, which ran all the way from Boston through Roslindale Square to Pawtucket, Rhode Island. It was opened for traffic in 1805 as a toll road, and was the principal stagecoach route. Taft’s Tavern, situated at the corner of Mayo’s farm on the Dedham Turnpike, was famous for its game dinners and hearty brew. It made Roslindale a major stopping place on long trips. The Tavern later became the Union Inn until the top part of it was destroyed by fire. Eventually it housed the school, and finally the Roslindale Brach Library in 1900. In 1919 it was torn down, and in its place is the Irving W. Adams Park in Roslindale Square.

From the Revolutionary War to the last part of the 19th century, West Roxbury, of which Roslindale was a part, was primarily a rural community, consisting of large farms supplying agricultural goods to the city of Boston. There was virtually no industry. On the west side of Church Street, between Centre and South Streets, was the Weld Farm, owned by Captain Joseph Weld, and “The story of the naming of Roslindale is a very interesting one.” My father, who was a newsdealer, passed it down to me. It was down to him from the man who was reputed to have named it. It seems that in the early 1800’s, Roslindale was part of Old Roxbury. Roxbury extended from what is now Roxbury Crossing out to the Dedham Line. We had West Roxbury, which was the West part of Roxbury, then we had Roxbury, but the land in between didn’t have a name except for that of “South Street Crossing.” It was called this because the railroad crossed South Street at the street level.

The people in the community wanted to apply for a post office. The name “South Street Crossing” wasn’t acceptable to the government. So all the landowners got together to give the area a definite name, a name of distinction. There were perhaps a half a dozen big landowners that owned a great section of the community. They had a meeting, and each landowner suggested a name.

“When it came John Pierce’s turn, he, an Englishman by birth and a person who had traveled extensively, told the assembled citizens that the so-called “South Street Crossing” and its vicinity reminded him of a certain historical town he had visited in Scotland. Mr. Pierce said that the rich and romantic landscape of this section composed of so fine a variety of hills and dales, stately trees and profuse shrubbery recalled in the mind of the beautiful little historic town of Roslyn in Scotland, outside of Edinburgh. Pierce also said that this area was like a dale because of all the hills surrounding the area. So he thought that a combination of “Roslin” and “dale” would be an appropriate name. That was the name that was submitted to the Post Office Department and the name that was subsequently adopted.”

The founding of the meetinghouse on Peter’s Hill in 1712 led to this area being developed as a rural community with large farms. It was not until 170 years later that an incident occurred which brought the Roslindale area out of the farming era, and into the 20th century suburban development. This incident was the famous “Bussey Bridge Disaster.” Mr. Richard Davis has researched this disaster, and wrote this account of the famous train wreck:

“What was described at the time was first major railroad disaster in America and brought Roslindale nationwide attention occurred on March 14, 1887, when the bridge spanning South and Bussey Streets collapsed when a train bound for Boston hurled nine passengers cars over a granite abutment into a 75-foot opening caused by the collapse of the bridge. Of the 23 killed and 115 injured, 50 percent were Roslindale commuters on the way to work in Boston.”

Considered extremely modern, the bridge was constructed of iron and steel and had replaced the original Howe truss “Tin Bridge” in 1870. The lawsuits resulting from the accident nearly bankrupted the Boston Providence Railroad. After making tests of wreckage parts at Watertown Arsenal, experts fixed the cause of the collapse on faulty welding in the hangers of the iron truss on the western side of the bridge, which had to support four-fifths of the weight of a passing train.”

“A direct result of the disaster was the removal or rebuilding of hundreds of iron railroad bridges all over America. Until Bussey Bridge taught them a lesson, bridge builders of the day had failed to realize that constant vibration weakens iron structures.”

“The disaster, however, started a new growth in Roslindale. Hundreds were attracted to the scene over a considerable period of time, and they discovered a beautiful community in the country. From then on Roslindale and West Roxbury started to grow in new homes and population, attracting people from all sections of Boston.”

Mr. Davis describes how his own family came to live in Roslindale as a result of the Bussey Bridge Disaster:

“At that time my father and grandfather lived in South Boston. My grandfather was a builder in Boston, who had built part of the Old Boston City Hall. He and my father walked out from South Boston to Roslindale in order to see the disaster. And when they got there, they looked around, and my grandfather said, “Son, this looks like a beautiful country.” He said, “I’d like to live around here. Maybe we ought to move out here.” Subsequently, they came to Roslindale, and he built his home. The wreck brought a great many people.”

While the wreck of the Dedham-Boston commuter train was an immediate impetus for a new wave of Roslindale immigration, the reasons behind the growth of Roslindale are largely increased transportation facilities. During the last quarter of the nineteenth century, the West End Street Railway ran horse-drawn cars via Egleston Square through Jamaica Plain to Forest Hills There, they were met by horse-drawn cars of the Norfolk Suburban Street Railway Company that continued to Roslindale via Hyde Park Ave. Cars ran more frequently on Sundays, as visits to the country were a popular past time. The city of Boston was becoming more and more crowded as European immigrants arrived in increasing numbers. The children and grandchildren of previous immigrants needed space, and appreciated the clean air and gardens of the suburbs. They liked what they saw on Sunday Trolley rides, and began to move out in the direction of public transportation which was growing to meet the demands of the city’s mushrooming population. Boston’s suburbs, including Roslindale, began to grow. In 1896, with a West End Street Railway put its horses and cars up for sale. Electric trolleys began to run from Forest Hills to Dedham in 1896 with a West Roxbury branch through Roslindale via Belgrade Ave and Centre Street. The Boston Elevated Railway, chartered in 1984, last century. They were apparently on target in their advice, as some of the community’s active senior citizens show the healthy influence of Roslindale’s air. Mr. Clarence Wilson moved to Roslindale eighty years ago as a young boy.

“It was eighty years ago that we moved to Roslindale. On May 28, 1894, I, a boy of nine, came with my family from Jamaica Plain to live on Birch Street where I still reside. It was a beautiful day (although two weeks of rain followed), and the native charm of the vicinity with its fields of tall grass and fruit trees was marred only by the lingering odor of burnt horseflesh. A large stable (then situated on Corinth Street between Birch and Cohasset Streets) had burned a few days before the arrival of my family. About 12 horses had perished in the blaze and their remains were just being removed.”

“It had been on the recommendation of a Dr. Stevens who resided on South Street that the family immigrated to Roslindale. Frank Wilson, my older brother, was suffering from tuberculosis and the salutary climate living conditions here were sought by the family for the recuperative effect they might have on his health. At that time, no doctor knew very much about this disease. Mr. Stevens, whose house still stands on South Street opposite the playground, suggested that the best solution he could think of was to live either in Sharon or Roslindale because of their healthy situations. My father and mother chose Roslindale.”

By the turn of the century, many families were moving to Roslindale for various reasons, mainly as part of a general movement out of the city’s core as Boston’s population overflowed into the suburbs. Real estate dealers capitalized on this phenomenon, and Roslindale began to be called a “garden suburb” of Boston. Roslindale was no longer the country. Mr. Dick Davis says of this change in the Roslindale area:

“I’ve seen it grow to be one of the best residential areas in the city. And, they gave it the name “The Suburb Superb.” That name was coined by the Roslindale Board of Trade. And it really was a superb community. It was a community of homes and a minimum of manufacturing, and it became known as the bedroom of Boston.”

The people who were moving into the new suburb of Roslindale were different from the earlier settlers. As a country area, Roslindale had been largely old-time Yankee, and Protestant. The new residents were, for the most part, Boston-born sons and daughters of immigrants, and predominately Catholic. The original Yankee village of Roslindale has become over the course of its development an unusually well mixed community, first the Irish, then with the Italians and other European groups, and later with Eastern Mediterranean and Arabic nationalities. Surprisingly enough, few problems have resulted from this ethnic mix. This community has been characterized by acceptance of new groups and a joy in cultural diversity and sharing in the community for the past 40 or more years, was in the hospital. He saw a notice in the paper that all unclaimed bank deposits were going to be turned over to the state, which is apparently customary procedure. He noticed that the name of the Old Roslindale Memorial Association was there. So when he got out of the hospital, he got in touch with me. We found out that the money would revert to the state, so we wanted to reactivate it. We had to go to court. At first the judge said, “Well, give the money back.” We didn’t know who it was collected from and how much they gave. So finally, through our efforts at the State House, the legislature made it possible for us to erect a monument with the amount of money we had. Of course, Fred Davis, being a monument dealer wouldn’t have anything to do with it. But we did hire a man who designed a monument which we approved.”

Another World War I veteran returned home a champion runner. Mr. Fred Faller, a retired watchmaker who lived in Roslindale for over 50 years, tells his story as a long-distance runner:

“I went to West Roxbury High School, which was in Jamaica Plain, and did a little running in high school. After high school, I ran the Allandale course, which all the young men in our area knew. It ran about 3 and 4/10 miles. We had a neighborhood boys club called the Oakland Athletic Club. We built a hut at the corner of knoll and Selwyn Streets. After running this course in record local time for one lap, I got ambitious, and continued so I was able to do 2 laps in good time. On April 19, 1912, I ran in my first 10 miles with a fairly liberal handicap, which was under the A.A.U. competition. Given the fact that a few of the good men were in the Marathon that day, I won the race. I gradually improved so that in 1917 I was first in New England. In April 1918, I was drafted. After arriving in Paris, I found they were selecting an American team to compete in the inter-Allied games.”

The young Roslindale soldier saw opportunity knocking, and became a championship runner in the European Allied games, returning home to win New England 5 mile championship, the New England 10 mile championship, the New England cross-country championship, the National cross-country championship, and the National 10 mile championship. In this race, he broke the American record by an American citizen, and this record was held for 40 years, until 1959. He was picked as All-American in the National 10 mile and National cross-country races by the A.A.U. He went to Philadelphia to try out for the U.S. Olympic team and finished third for that day. In 1920, the final U.S. Olympic tryouts were held at Harvard Stadium. Here he won the 10,000 meter race and qualified as first choice for the 10,000 meter Olympic race and the 10,000 meter cross-country race at Antwerp, Belgium. He was the only man out of four from the United States who tried out for the 10,000 meter at Antwerp who qualified for the finals representing the United States. He finished ninth in the 10,000-meter race and 14th in the cross-country race at the Olympic games. Coming home, he won the National cross-country and National 10 miles again. He was the first man to ever win the A.A.U. cross-country and the National 10 mile for two consecutive years.
“The number of boys who went on these expeditions to the woods grew, and the use of the little “Gramp” grew as well. Out in the hills, a camp was built to which many of the boys of Roslindale who have grown up and moved away helped to wear a trail. They grew up and other boys took their places and soon “Gramp” was not only used as a personal salutation and in conversation, but as the years went by, Uncle Sam’s mailmen were delivering letters from all parts of the country which bore the simple legend on the outside: “Gramp, Roslindale, Mass.”

“A character who lived in the Roslindale woods intrigues these same boys, inspiring romantic conjecture: “There is the story of the Hermit of Grew’s woods. Grew’s woods was a section of Roslindale bordering Hyde Park. It’s almost an extension of Beech Street. There was a hermit who lived in an old hut that he had built. He lived by trapping animals and selling the fur to people. He lived by himself, and he became known as the Hermit of Grew’s woods. Some people said he had a love and he was disappointed. By birth, he was an Englishman. I don’t know whether the love affair took place in England or in the United States. He would entertain you if you went up to see him.”

During the 1930’s, the new Parkway Transcript published reminiscence about some of Roslindale’s citizens – people who implanted themselves in the community’s collective memory. Blacksmith shops seemed to have served as the “smoke-filled rooms” of a previous era.

“Parker Weeks’ blacksmith shop was the actual quarters for most of the politicians of the upper section of Ward 23, regardless of party in days gone by. Many a deal was hashed out and cut and dried under the music of the old blacksmith’s hammer. I fear if Parker had a mind to open up, he could furnish a few memories for the boys or a revised edition of the Arabian Nights.”

Characters of every occupation give a flavor of early Roslindale:

“An old Indian doctor held forth nightly for a week or more every summer in Roslindale Square. He occupied a raised platform and usually opened his nightly program with a story or two followed a general diagnosis of all sorts of diseases and a lengthy dissertation on his “cureall” which guaranteed would cure anything from toothache to smallpox. Large numbers came out nightly to see and hear the fun, but few sales were made.”

“A man named Levine once had a soap factory on Hyde Park Ave just before reaching Canterbury Street on the right for a long term of years. Years ago, he sold out the premises to a family named Mauser who remodeled the buildings and moved out to Westwood.”

The words of Roslindale people give a vivid visual picture of the way it used to be:

“On Poplar Street, where the park is now, was a block of stores owned by my mothers cousin Charles West. It was about 1919 that these buildings and the old wooden building which housed the public library were moved to make room for the park.

“The Roslindale that my father came to was very much a rural area. There were several small farms in the area. Around where the Charles Summer School now exists was a farm. It had cows and sold milk to the local residents. You came down, brought a container with you, they filled it with milk and you took it home. There was another farm on Dudley Ave (now Durnell Ave), and the Hayes Road area was at the that time all pastureland.”

“We used the livery stables and things like that when we had horses and carriages and horses and wagons. Of course, they tore down Morrison’s Livery Stable on the corner of Birch, and the Rands kept their horses over there. Then came the automobile. Of course, that meant horse stables went out of business, torn down, and stores were built in there.”

The financial and social center of Roslindale was called the “Village “ and until after World War II had the flavor of a small town meeting place.

“Well, there wasn’t much in the village. There were no stores on Corinth Street, and there were a few on Poplar Street and Washington Street. There was Rand’s Corner, and then there was the library where the Rialto Theatre is now, but that was moved, that was only a wooden structure. And there was also a movie place where we watched silent movies.”

“In the early forties, the village was the only place to go shopping unless you went in town because there were no shopping centers. Everyone was walking-the women didn’t drive. You’d see baby carriages all pushed together. The women were always down there.

“It was a town of people. You know, whereby you could go down the street and talk to other people…it was a friendly town, anyway, and everybody went about their business, and there were not many conflicts.”

In 1706, there were about 45 families living in the territory west of Jamaica Pond. In that year, Joseph Weld and 44 others filed a petition asking to form a separate Church and parish. They stated that they lived in the west end of Roxbury toward Dedham; that it was difficult for them to attend church at the First Church in Roxbury in bad winter weather; and that even in good weather, it takes a great deal of their time coming and going. They would like to be freed from taxes in connection with the old church, and ask for assistance in building a new one. This petition was largely ignored by the First Church, which quite naturally did not like to lose the income from these parishioners. So the ingenious settlers went ahead and built a church anyway. The church was built on land donated by Joseph Weld, and stood on Peter’s Hill, on what is now Walter Street, near Mendum Street, next to what is now the Arnold Arboretum.

After the church was built, again the settlers petitioned, begging the humble pardon of their brothers for what they had done. This request was of course granted, and the west end of Roxbury was made a separate percipient. The second Church of Roxbury was gathered on November 2, 1712, and its first pastor was Ebenezer Thayer.

Next to the church was the “Burying ground”, which still exists today, as the only sign of this early church. The first meetinghouse served a whole generation. When it became too dilapidated, a new church was built at the corner of Church and Centre Streets. Some of the timbers from the original church were used in this building.

Thus it was here in the little church on Walter Street that the community, which is now Roslindale, had its beginnings. Here in the meetinghouse, the people gathered to worship on Sundays, and on weekdays, to regulate the affairs of the town. From gatherings such as these came the principals on which our nation was based.

Roads played a great part in the development of all the early communities. The main road, which now passes through Roslindale, is Washington Street, but this road, called the Dedham Turnpike, was not built until 1804. Before that date, the main path or road from Boston to Dedham was what we now call Centre Street. This road was called by many names, including the Dedham Post Road, and was not given the name Centre Street until 1825. The old road traveled up the present Centre Street from Jamaica Plain, and turned left after passing Allandale Street, over what is now called Walter Street, and up South Street to the present junction of Church and Centre Streets, and then on to Dedham via Centre and East Streets. The Dedham Road not only connected the east and west portions of Roxbury, but connected Boston with providence and points west and south.

It was not until 1870 that Roslindale, until then a section of West Roxbury, known as “South Street District”, and then “South Street Crossing”, became a postal district and chose a name for itself.

Despite, or because of, the ambiguity of Roslindale’s identity, its citizens have developed a special pride in their community, which expresses itself in several legends explaining the naming of the community. Mr. Parker Weeks, a fondly remembered Washington Street blacksmith, claimed that the area was named after the Scotsman’s home:

“Roslindale was originally, of course, a part of the town of West Roxbury, but this particular section was known as “South Street Crossing.” Later a Scotchman names Laurie, from Roslyn, Scotland, build a house, now standing on Florence Street, which was known as the Freemantle house. He built an arch over his gate, and called it Roslyn Cottage.” He was very active in all town affairs and from “South Street Crossing”, the place came to be known as Roslyn, and later the name was changed to Roslindale.”

Another story holds the name to be a derivative of “Roseland”, because of the rose gardens characteristic of its fertile land. The most popular version of the naming of Roslindale connects Roslindale with Roslyn, a town in Scotland. Mr. Dick Davis, a longtime Roslindale resident, and for many years editor of the area newspaper, The Parkway Transcript, tells of the legend this way:

“Roslindale is unique from other parts of Boston. It has a uniqueness I don’t think you could match any place in the world, because it is the only town, it is the only community by the name of Roslindale in the world. I have never heard of another Roslindale. We have Dedham, Mass., and Dedham, England; Dorchester England; Newton, England. Most of the towns in early America were named after their counterparts in England. But Roslindale was a unique name. It is a coined name, a manufactured one.”

“In 1887, people had to be at work at an earlier time than at the present, and since there were no car lines, they bought five-strip tickets for 35 cents to commute from local suburbs on the Boston and Providence Railroad.”

“On the pleasant morning of March 14, the fatal train made up at Dedham at 7am had collected over 300 passengers bound for work in Boston, and had made five stops by the time it had reached Roslindale. At 7:20am, only a few moments after Roslindale passengers boarded the train, all nine cars were hurled over a granite abutment into the 75 foot chasm opened by the collapse of the bridge.”

“When the catastrophe occurred, engineer Walter E. White had the throttle at an estimated 30-mile an hour speed, approaching the bridge in a down grade stretch three fifths of a mile long, that ended in a slight curve.”

“The strain that caused the collapse of the bridge was later found to have been brought about by the weight of the passing engine, which left in its wake a slight depression that increased to the breaking point when the first car hit the bridge. After the first car jumped the track to the east, the second followed, dropping still farther. The following seven cars telescoped against the second, and were forced down with them over the abutment into the street in a tangled mass of wreckage. The majority of fatalities occurred in the fourth, fifth, sixth, and ninth cars, several of which plunged end over end into the street below to land almost upright. Cries of the injured and dying filled the air. The engine which had cleared the bridge, continued on to Forest Hills blowing its whistle constantly to attract attention while the engineer leaned out the cab window, pointing back so people would know that something happened. When the engine reached Forest Hills, police were notified to send doctors and ambulances to the scene. Meanwhile, Roslindale doctors were notified and sped to the scene by hoarse and buggy. Neighbors meantime opened their homes to the injured. Large crowds gathered and assisted in removing the injured and dying from the debris. It was by magic that a fire hadn’t occurred, for the cars had wood burning stoves to keep the cars warm. It being a mild morning, the stoves were not in use. Had it been a cold morning and the stoves burning, most of the passengers would have been trapped in the inferno. Horse-drawn ambulances and private carriages supplied by neighbors conveyed the injured to the hospital and homes. Doctors from Boston were dispatched to the scene of the wreck.

“The ill-fated bridge near the Arnold Arboretum was named after Benjamin Bussey, whose estate the Boston and Providence railroad bisected when laying the roadway. When the bridge was built, the railroad tried to change the location of the road so that South Street would pass under the bridge at right angles, instead of diagonally, thus shortening the span and dividing the stress and strain. This proposal was opposed by Harvard College, to whom Benjamin Bussey had willed his estate, because it would have meant the removal of a number of elm trees along the way.

Mr. Philip Pofcher, a Roslindale Lawyer, who, though blinded by an automobile accident as a teenager, became not only a member of the Bar, but a broker and a public accountant as well, tells how a trolley brought his family to Roslindale:

“My family history in Roslindale starts just after the turn of the century. At that time, my father had a clothing store in the West End, and was looking to move to a suburban area. He considered that custom tailoring and repairing with alteration had more of a future for him in the suburbs than would a clothing store in town. He took the Boston Elevated and engaged the conductor for suggestions and information about communities he was going through. The conductor became unhappy with all these inquiries. He told my father that he was there as a conductor, not as an information service. At that point, my father told the conductor what he could do with his streetcar, and got off. He got off in Roslindale Square. He looked around and found that there was only one tailor shop, owned by someone named Noonan. After a casual inspection, it became apparent to my father that Mr. Noonan could stand some competition.

“My father went to a man by the name of Porter, who owned a block of stores up against the railroad station on South Street. He asked Porter if he would rent him a vacant store. Porter was very anxious to rent the store to my father or to anyone else. He offered my father a free months rent. My father refused the free months rent, and told Porter that if he took the place without paying rent he wouldn’t be working hard enough. Instead, he induced Porter to reduce the rent for all the months. As my father stayed on for some time, it turned out to be a very good proposition for him.

“A few years later, about 1905, a man by the name of W.P. Whittemore, an old-time Roslindale man, built the block from 749-755 South Street. That was across the street at that time from Flood and McKay’s Market. Having built the block of stores, he went to see my father and asked him if he would care to buy the block. My father told Mr. Whittemore that he had no money. Whittemore offered to sell it to my father with practically no money down. Mr. Whittemore took back a mortgage for the rest of it. My father then moved into 755 South Street with his tailor shop. He had his tailor shop here for almost the turn of the century until he died in 1954. He was in business in Roslindale for just under 50 years.

Ease of transportation was not the only reason for increased immigration to Roslindale. Some new residents came on the prescription of doctors who recommended the “salubrious climate” of the area, particularly for the lung diseases that are prevalent.

Roslindale residents are proud of the harmony of their community and are especially proud of the achievements of certain of its citizens. Roslindale has its heroes, among them the veterans of America’s Wars. The soldiers coming back from World War I returned to elaborate “Roslindale Welcome Home Day” with athletic games and parades. Armistice Day itself was celebrated with religious observance. Father Cummins, first pastor of Sacred Heart Church, recalled the day 12 years later:

“Who can forget that memorable day? A military mass was celebrated in this church a few hours after the joyful news of the armistice reached this city. The Spanish War Veterans of Boston, those gallant survivors of the old Ninth Massachusetts Regiment, with whom I wore the khaki in 1898, and veterans of the Indian Wars rallied here in goodly numbers form all parts of the city, and sponsored the first Armistice Day Mass. Let the traditions of this day be inseparably entwined in your hearts, moving them to a manly pathos and firming them with patriotic ardor.”

One of the soldiers who did not return for Homecoming Day was Irving Adams. Mr. Frederick Mellin remembers him:

“Irving W. Adams was the first Massachusetts boy killed in World War I. He lived up on the corner of Edgemont Street and South Street. He went to the Longfellow School; he was ahead of me in school. Then I think he moved to Mechanics Art School, which is now Boston Technical High. He was the first Massachusetts boy killed in World War I, killed on the battlefield. They named the post up there for him.”

Roslindale citizens not only named an American Legion Post after Irving Adams, but also decided to his memory the center of their community, Irving W. Adams Park in Roslindale Square. Mr. Davis tells the story of how the monument came to be in the Center of Roslindale Square.

“After World War I, the people of Roslindale, including members of the different clubs and veterans organizations wanted to erect something in memory of the soldiers who had served in this war. They appointed a man to make a design for a statue to be erected in what is now Irving W. Adams Park. The price was to be ,000, so that was the goal set. They had a miniature model made of the proposed monument, and it was on display in a store window on South Street called Water’s Candy and Ice Cream Parlor. They made a house-to-House canvas and the people contributed. They were never able to raise ,000 that was needed, so the money lay dormant in the bank. They couldn’t erect another monument of lesser cost because they had received permission from the Secretary of State of Massachusetts to raise the money for this monument. So the money remained in the bank until about 20 years ago, about 1950.

Over the years, Roslindale residents have gathered memories of how life was lived in the beginning of this century when Roslindale was but a country village.

On winter and coasting”

“I remember as a very young boy before the plows came, they had a great big roller. Instead of plowing the road, why they just rolled it down. This was for the runners of the sleigh to enable it to run faster. IT packed the snow down and it was also great for coasting.

“At that time we could start up near what is now the West Roxbury Parkway, up by Bellevue Hill. Incidentally, in those days, the hill was much steeper. They took the grade off because it was very difficult for the cars, the automobiles and the streetcar, to go up the hill. If they stopped in the middle and it was icy, they couldn’t get going. So they did cut the hill down. So we could start there and on a good day, we could go right down to what we used to call the Washington Street Playground, now called Healy Field. Although we could start at the top of Metropolitan Avenue to Kittredge Street, and you go right down the line to Roslindale Square, until they threw ashes and cinders across the street so we couldn’t go shooting through the traffic.”

On the Fourth of July:

“Of course, I was always a part of the Fourth of July as long back as I can remember. At that time, the 17th of June, Bunker Hill Day, was a very appropriate day, because there was no school, and also the Fourth of July. My father sold fireworks for forty odd years, until they were banned. He didn’t sell them in his own store, but he used to have a little store on what is now Robert Street under the railroad bridge, and every year we sold fireworks. On the night before the fourth, we used to have a fireworks display at what is now Fallon Field, and sometimes they would have them down at Healy Field. Father Cummins had his great barbeque, and people would come from all over Boston. They’d have a great big ox that’s on a spit. They’d have a fire on the grounds, and they’d turn the spit over and roast the ox right on the playground, and then at night, why about 6 or 7 o’clock at night, why they’d stop and cut it up and they’d sell sandwiches. And in the meantime they’d be taking chances on wheels and pinwheels and everything. And they’d have different kinds of amusements and Ferris Wheels, and they really rolled out the carpet.”

Certain people, certain characters of Roslindale stand out in memories and lend legendary vivacity to her past. Older citizens remember people important to their youth. “Gramp” Hodgkins was a naturalist who introduced boys of the early 20th century to the secrets of nearby woods.

Present-day Roslindale memories focus on a number of colorful people; some of these are tradesmen, etc.: “One of the merchants was F.D. Rand. This store was at the corner of Corinth and Washington Streets. They were there for years and years. They used to deliver their groceries with a horse and wagon. Their wagons were familiar all over Roslindale. They were the S.S. Pierce of Roslindale, and they did a good business. Their slogan was: Prudent families buy at Rands.”

“Every Saturday, the father, Harold Rand, would go out in a nice buggy and go around collecting bills from people who owed him money. You wouldn’t have to go to the store, he’d go to see you and collect. He had a regular route every Saturday. Of course, in those days for ten dollars you could buy enough to last you pretty near a month!”

“The ragman, Liebowitz, came around on the old horse drawn wagon. He had the saddest Clothes. For many years he would come by and he would always cry “RAAAAAGS! RAAAAAGS!” Then one day there was a rival Wagoner, he used the same word—RAGS—but he didn’t have the same song!”

“The Pony Express was a favorite of all the kids in the forties. A teenager selling ice cream rode on a two-wheeled cart pulled by a pony that had a pom-pom on and bells around its neck.

The community of Roslindale, names for its lovely hills and dales, has felt the squeeze of urban living. Open space is disappearing as the population becomes more crowded. However, Roslindale is a mature community with an awakening consciousness of its identity. Recognizing the problems and challenge of urbanization, Roslindale maintains the friendliness and spirit of a “garden suburb.” The people of Roslindale live their community. There is a feeling of kinship for one another in the air, and they show a great deal of concern for their town. It is theses attitudes, this spirit that has made Roslindale what it is.


First Printing: 1974, Second Printing: 1994

David P. Kunze
Judith C. Kunze

** Photo taken in 1948/1949. From a collection of photos by the Boston Traffic and Parking Department.
Posted under this Creative Commons license.

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Maria Ventresca Bennett

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Cargo Home Shop – 16 Market Place – Butchers Row, Banbury
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Image by ell brown
A wonder around Banbury Town Centre.

A detour off the High Street took me down Butchers Row (which leads to the Market Place).

Cargo Home Shop at 16 Market Place – at the corner of Butchers Row in Banbury.

Grade II* listed building.

Carpenters, Banbury

SP4540NE (South side)
7/122 No.16 (Carpenters)
09/04/52 (Formerly listed as No.16)

House and shop. C16, remodelled C19 and C20. Mixed construction. Ironstone
rubble and timber frame: herringbone patterned and close studded. C20 tile roof.
2 storeys plus attic. C20 shop front to ground floor. Three 3-light wooden
mullioned windows with lead cames. 2 gable front attic dormers have renewed
bargeboards and pendants. Each has a 3-light wooden mullioned window. C20
alterations to ground floor and first floor. South elevation: 2 renewed wooden
mullioned and transomed windows to first floor and a 3-light wooden mullioned
window to attic. Low relief arcaded pargetting. Interior: straight flight with
winder stair, smoke blackened butt purlin roof. Curved wind braces and raking
struts from principal rafter to tie beam. No.16 comprises two thirds of the
original extent of the house.
(Buildings of England: Oxfordshire, Vol.X, p,30; V.C.H.: Oxfordshire, 1974,

Listing NGR: SP4560640598

HSBC next door in the Market Place.

It was the was "Robins Bros" ironmongery shop

Spot the Pigeon at Lovely Lavenham
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Image by antonychammond
Most people are drawn to this attractive Suffolk town by the profusion of half-timbered medieval cottages, beloved of calendar photographers. Lavenham has been called "the most complete medieval town in Britain", a tribute to its fine collection of medieval and Tudor architecture. Mansions of wealthy merchants mingle with simple cottages, some of which mix crooked timber beams with sprightly pink-painted infill!

Lavenham Guildhall
The older buildings are centred around the market place, with its 16th century Guildhall and still earlier market cross. The market cross was the scene of bear-baiting contests during the late medieval and Tudor periods. The Guildhall is now owned by the National Trust, and houses a permanent local history exhibition.

The Wool Hall is another notable half-timbered building, a tribute to the source of Lavenham’s wealth. During the Middle Ages Lavenham was a thriving centre of the English wool trade, and the prosperous wool merchants are responsible for most of Lavenham’s memorable buildings, including the church of St. Peter and St. Paul, perhaps the finest "wool church" in the land.

The Spring parclose screen
The glory of the church is the rich carving, both interior and exterior. Look for the Renaissance parclose screen, completed in 1525 to enclose the tomb of Thomas Spring III, a wealthy benefactor of the church. The church retains its 14th century chancel, but it is primarily as product of the 15th and 16th centuries. Look for the chevron pattern of the Spring family crest, and the star design of the De Vere family carved in numerous places throughout the church. John de Vere, 13th Earl of Oxford, was one of the major benefactors of St. Peter and St. Paul’s.

The church of St. Peter and St. Paul
In the interior, do not miss the humorous carvings on the 15th century misericords; including one of a man squeezing a pig to make it squeal. The massive tower of knapped flint rises to 141 feet, making it the tallest in Suffolk.

Despite its bustling past, Lavenham has remained small, with few of the distractions of modern growth. The population of the town has never exceeded 2000, even in the medieval period, when it was among the 20 wealthiest towns in England.

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Nice Advertising photos

A few nice advertising images I found:

Philip Morris
Image by Forgotten Cool
Life Magazine – June 27, 1957

Cracker Jack
Image by Phil Beard
The more you eat – the more you want.

Myki online advertising
Image by Daniel Bowen
Seen at

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Nice Micro Marketing photos

A few nice micro marketing images I found:

El Rastro view
micro marketing
Image by Bob Hetherington
El Rastro Market Madrid along the Plaza de Cascorro and Ribera de Curtidores.

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