Trilobites were the most numerous arthropods

The word “trilobite” means “three parts”. It was given to creatures such as Conocoryphe because the body is always divided into three parts, a head, a body and a tail. Trilobites first lived about 550 million years ago and by 500 million years ago were among the most numerous animals.

From "100 Things to knowa bout Prehistoric Life" by Rupert Matthews

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http://www.amazon.co.uk/Prehistoric-Life-Facts-Steve-Parker/dp/1842369741/ref=sr_1_1?ie=UTF8&qid=1387617657&sr=8-1&keywords=prehistoric+life+rupert+matthews

Gladiator Fun Fact

Spartacus made his prisoners fight as gladiators to amuse the ex-gladiators in his army.

from "100 Facts about Gladiators" by Rupert Matthews. 

http://www.amazon.co.uk/Gladiators-100-Facts/dp/1842368788/ref=sr_1_1?ie=UTF8&qid=1387446468&sr=8-1&keywords=gladiator+rupert+matthews

Ne Ebook - Battle of Oporto 1809

My friend Oliver has a new ebook out. You can buy yours on Kindle.

Author:            Oliver Hayes

The Battle of Oporto was key early British victory in the Peninsular War that ensured that the troops commanded by Arthur Wellesley (later the Duke of Wellington) would not be driven out by the French any time soon.

In March 1809 the French under Marshal Soult defeated a British-Portuguese army just north of the Douro River and pushed on to captured the great city of Oporto. Soult believed that his victory had as good as won the war for him. All he needed to do was rest his men for a few days, then continue south to capture Lisbon. But then British troops were reported advancing north toward Oporto and Sould realised he had a fight on his hands. The battle that followed was a rare instance of Wellington organising an offensive against a prepared and entrenched opponent.

Written by a military author of great experience, this book explains the way battles were fought two centuries ago and explains the course of the action in an accessible but authoritative style.

This lavishly illustrated ebook is a must for anyone interested in the Peninsular War. This book forms part of the Bretwalda Battles series on The Peninsular War.


Contents
Chapter 1 - The Peninsular War
Chapter 2 - The Commanders at Corunna
Chapter 3 - Weapons, Soldiers and Tactics
Chapter 4 - The French Army
Chapter 5 - The British Army
Chapter 6 - The Portuguese Army
Chapter 7 - The Battle of Oporto
Chapter 8 - After Oporto


About the Author
Oliver Hayes is a military historian who has written extensively for books and magazines on different aspects of the military. He is now writing a series of books on the Peninsular War for Bretwalda Books.

http://www.amazon.co.uk/Battle-Oporto-Bretwalda-Battles-Oliver-ebook/dp/B00D3OG8ZQ/ref=sr_1_1?ie=UTF8&qid=1386929222&sr=8-1&keywords=oporto+bretwalda

Plate Armour

Plate armour gave better protection than mail. By about 1300 new types of arrow and thrusting swords had been developed that could pierce mail armour. This led to the development of plate armour, made up of sheets of steel shaped to fit over the arms, legs or body. Arrows and swords tended to glance off plate armour without penetrating.


from "100 FActs about Arms and Armour" by Rupert Matthews. 

http://www.amazon.co.uk/Arms-Armour-Things-Should-About/dp/1842368508/ref=sr_1_1?ie=UTF8&qid=1386670770&sr=8-1&keywords=rupert+matthews+100+armour

The Boer Commandos

During the 1880s vast gold deposits were found in the Transvaal, an independent republic in southern Africa populated by European settlers of Dutch descent, the Boers. The Boer farmers had neither the skills nor the capital to exploit the finds, so foreign mining companies and engineers were brought in. By 1895 the number of foreigners, termed outlanders, had grown to become greater than the Boers. Yet the Boer government refused to give any civil rights to the outlanders, and imposed heavy taxes on the outlanders from which Boer farmers were exempt. Since most outlanders were British, they looked to Britain for protection. Britain suggested various reforms, but the Boers refused and war broke out on 11 October 1899. The Transvaal was joined by the second Boer republic, the Orange Free State.

The only professional Boer armed forces were a few batteries of artillery, equipped with the very latest guns from Krupps in Germany. The rest of the Boer army was composed of farmers and others who rode to war with their own guns, horses and equipment. Although each man supplied his own kit, the Boers had large numbers of Mouser 7.65mm rifles, principally those of the 1894 and 1895 models. These rifles were astonishingly accurate over long ranges, had a magazine of five bullets for rapid fire and could be quickly reloaded from a pre-packed clip of ammunition.

Each district had its own unit, called a commando, which elected its officers for a campaign when mustered. The Boers called out their commandos and launched them on a rapid invasion of the two British colonies: Natal and Cape Colony. Within a week of war breaking out the Boer commandos had about 30,000 men under arms. By mid October the towns of Ladysmith, Mafeking and Kimberley were under siege. The Krupp artillery was brought up and put into action. The style of the sieges soon developed into long range sniping combat as the Boers waited for starvation to take a grip. Attempts by the British commander in southern Africa, General Redvers Buller, to relieve the towns led to the Battle of Colenso on 15 December.

From The Historical Atlas of Weaponry by Rupert Matthews

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http://www.amazon.co.uk/Historical-Atlas-Weaponry-Brenda-Ralph/dp/0785825959/ref=sr_1_1?ie=UTF8&qid=1386326074&sr=8-1&keywords=atlas+of+weapons+rupert+matthews

The Outbreak of the American Civil WAr

The US Civil War was fought by officers trained at West Point where they had been taught the theories of Jomini, learned tactical deployments based on those of Napoleon and studied the railway-based campaigns fought in Europe over the previous couple of decades. They had also taken Dunant’s views to heart and medical services in the US military were among the best in the world. In the harsh classroom of the battlefield they would realize that none of these had really prepared them for the realities of war in the industrial age.

The reasons for the outbreak of the war were rooted in decades old disputes about the powers and rights of the federal US government contrasted with those of the individual states. The issue that gave the spark was slavery, supported in the agrarian southern states but opposed in the industrialized northern states. The dispute led several southern states to pass legislation to secede from the USA, the north retaliated by declaring that no state could legally secede. The first shot came from southern artillery batteries firing on Fort Sumter to enforce its surrender.

The armed forces of the USA at this date dictated the early phases of the war. The federal government had control of the US Army and US Navy, but was faced by the fact that many of the best officers and men left at once to return to their southern states. Each state had its own militia, but these were of variable quality with widely differing levels of training and equipment. The southern, or Confederate States, began the war with around 120,000 men who were generally of better fighting qualities than the 150,000 men fielded by the northern or Unionist States. The Confederates had no navy to speak of, while the Unionists had all 80 ships of the US Navy, albeit that most of them were obsolete and undercrewed.

Both sides realized the advantages of railways both to move troops and to keep them supplied. Indeed the Confederates won the first major battle of the war, First Bull Run on 21 July 1861 after they brought up reinforcements by train. However, the over reliance on rail meant that major operations were limited to areas which could be supplied by rail. This restricted the theatres of operations and removed the ability of either side to engage in strategic manoeuvres.

Both sides likewise noted the way Moltke had used telegraph to keep in touch with his scattered armies. The Confederates used telegraph as primarily a means to send information and orders between generals. The Unionists, on the other hand, used the telegraph principally to send messages and orders from the civilian government in Washington to generals in the field. President Lincoln’s habit of interfering in the day to day conduct of campaigns drove his generals to distraction.

Tenterden Railway Station, Kent

This walk starts at Tenterden railway station because it is both easy to find and has a car park attached. The station is no longer part of the national rail network, but is instead the northern terminus of the Kent and East Sussex Railway. This privately owned line runs steam trains for families and enthusiasts to Bodiam.

There had been plans for a railway to Tenterden from Ashford or Hastings as early as 1852, but various attempts all fell through either because the military wanted a more southerly route or because of worries that the financial returns would not justify the cost. In 1896, a new law came into effect allowing railways to be built to a lower engineering standard if they were intended for rural areas where light train loads and infrequent services could be expected. This allowed railway companies to build lines more cheaply, making routes to  small towns such as Tenterden more likely to be profitable.

The Rother Valley Railway, as the route was known, was approved almost at once and construction began within weeks. The line opened on 2 April 1900 running from the main line at Robertsbridge through Bodiam and Tenterden to Headcorn.

Although the line was at first a success, it began to lose money in the 1920s and by 1931 was heading for bankruptcy. A drastic reorganisation saw the line converted to using two Ford road busses mounted on metal railway wheels for passengers and cheaper goods wagons. The railway returned to a modest profit and was still struggling along when, along with all other railways in Britain, it was nationalised in 1948. The new British Railways decided it could do without such a minor line turning such small profits and closed it to passengers in 1954. The goods trains continued until 1961, but then they too were discontinued.

Almost at once a group of local railway enthusiasts put forward proposals to run the line as a part time holiday attraction. The government was unimpressed and laid its own plans to lift the track. Lengthy legal actions followed and after 13 years the Ministry of Transport finally gave way and agreed to sell the line to the charity set up by the enthusiasts. The ministry did, however, impose a condition. The line was to end at Bodiam so that the three level crossings between there and Robertsbridge would not be in use. The line reopened from Tenterden to Wittersham Road in 1973, but the need for expensive repair work to a bridge and other works meant that the full line to Bodiam did not open until 2000. 

The line now runs steam trains and other excursions on most weekends of the year and on summer weekdays. There are also special days with various themes. These can vary at relatively short notice, so check the website on www.kesr.org.uk or phone the railway on 01580 762943  if you are intending to ride the trains.

NEW BOOK - The Battle of Albuera

My friend Oliver Hayes has a new ebook out.

NEW BOOK - The Battle of Albuera

Buy your copy HERE

 Product Description

The Battle of Albuera was one of the bloodiest, and yet least decisive of the battles fought in the Peninsular War.

In the spring of 1811, the French armies in Portgual were in headlong retreat, falling back into Spain to regroup. As they fell back they left a powerful garrison in the great fortress town of Badajoz, soon put under siege by the British commander, Arthur Wellesley, better known by his later title of the Duke of Wellington.

French Marshal Soult gathered a large army to march to relieve Badajoz and restart the invasion of Portugal. At the village of Albuera, Soult ran into a mixed British-Portuguese-Spanish force under William Beresford placed there by Wellesley to block the road to Badajoz. What followed was one of the hardest fought battles of the entire Peninsular War.

Written by a military author of great experience, this book explains the way battles were fought two centuries ago and explains the course of the action in an accessible but authoritative style.

This lavishly illustrated ebook is a must for anyone interested in the Peninsular War. This book forms part of the Bretwalda Battles series on The Peninsular War.


Contents
Chapter 1 - The Peninsular War
Chapter 2 - The Commanders at Albuera
Chapter 3 - Weapons, Soldiers and Tactics
Chapter 4 - The French Army
Chapter 5 - The Spanish Army
Chapter 6 - The British Army
Chapter 7 - The Portuguese Army
Chapter 8 - The Battle of Albuera
Chapter 9 - After Albuera

About the Author
Oliver Hayes is a military historian who has written extensively for books and magazines on different aspects of the military. He is now writing a series of books on the Peninsular War for Bretwalda Books.



http://www.amazon.co.uk/Battle-Albuera-Bretwalda-Battles-Oliver-ebook/dp/B00D3OG74S/ref=sr_1_1?ie=UTF8&qid=1384511393&sr=8-1&keywords=albuera+bretwalda

Windmills near Lympne, Kent

From Lympne head west along the B2067. This road has a low ridge to its north and the vast flat expanses of Romney Marsh to the south. In Roman times this was the very roughly the line of the coast. In later centuries, as the marshes began to form, the River Rother meandered across the flat lands. Just beyond the village of Hamstreet go straight across the A2070 and continue along the B2067 to Woodchurch. At Woodchurch turn right into the village, almost at once bearing left at a Y-junction. This lane passes the church, when you should see the windmill on top of the hill to the right.

Windmills were once a common feature of the English landscape. A form of windmill was developed in what is now Iran in around ad700, but this worked on a vertical shaft principle and was quite different from the more familiar form with a horizontal shaft and vertical sails. This form of windmill seems to have been developed in northwestern Europe in the 12th century. The earliest certain reference dates to 1191 when a windmill at Bury St Edmunds featured in a legal dispute. However, windmills were so widely spread across southern England and the Low Countries within a few years that it seems certain they had been invented at least as early as 1150.

These early windmills were of the post variety in which the whole structure is mounted on a stout wooden post and turned to face the wind. In around 1270, the tower windmill was developed. This had a round stone tower as its main structure. The sails were mounted on a wooden cap, which was alone turned to face the wind. This more robust structure meant that larger windmills with bigger sails could be built, in turn making the amount of power that could be capture much greater.

Throughout the medieval period, mills continued to be powered by water if a fast flowing stream was nearby, or by wind if not. A sudden ridge such as that by Lympne was ideal for a windmill. The flat marshes to the south provided no obstacle to the wind which swept in off the sea to power the windmills.

About Newhaven

Newhaven is on the coast about 10 miles east of Brighton. Find the Harbourside Inn overlooking Newhaven Harbour on the west bank of the Ouse.

In Newhaven most people head for the ferry terminal, eager to get over to Dieppe or Le Havre and the continental delights of France. This is a shame as this little town has much to interest the visitor. The place did not even exist until a great storm lashed the Sussex coast in 1579 caused the Ouse to flood. When the waters went down, the locals found that the river had changed its course just south of Southease. Instead of flowing into the sea at Seaford, it did so at Newhaven. The old port at Seaford was promptly abandoned and the “new haven” built here instead.

The little port in the mouth of the Ouse was for generations used by local fishermen and by small coasting craft docking here to transfer goods to barges to go up the Ouse to the Weald. Then, in 1847, a new quay was built that was capable of accommodating the new-fangled paddle steamers that were then just entering service. The ferry service to Dieppe was one of the world's first regular steam ferries and proved to be immediately and lastingly popular. Soon afterwards a railway line was built to Newhaven from London to serve the ferry.

The Ouse Valley was attractive not only to trading barges and holiday makers, but also to the military. The way the valley cuts through the South Downs made it an obvious invasion route for any hostile power that wanted to get inland quickly and efficiently. In 1860 the most likely aggressor was France, and the British government decided to take no chances. A massive artillery fort was constructed on the headland just west of the mouth of the Ouse. The fort was surrounded by impressive earthworks and contained barracks, magazines and a parade ground. Most of this is still there and can be reached by continuing down the lane on which the pub stands and that passes the marina.

Adjacent to Fort Newhaven is the Castle Hill Coastal Park. If you are feeling energetic, and can spare the time, the park is a lovely place for a stroll, especially in summer when wild flowers dot the chalkland grass. The place offers stunning views along the coast to both east and west.

from "Teashop Drives in Sussex" by Rupert Matthews

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If there are two marvellous things about England that can be found nowhere else on earth, they are pubs and tearooms. Both types have their fans but together they sum up so much about England that is special and unique. And Sussex had some of the finest in the kingdom. With seventeen drives designed to start with a light lunch, then afterwards, a leisurely drive through the beautifiul Sussex countryside. Finally stopping off for afternoon tea. What better way to spend an afternoon!

 

 

http://www.amazon.co.uk/Teashop-Drives-Sussex-Rupert-Matthews/dp/1857703537/ref=sr_1_4?ie=UTF8&qid=1383151467&sr=8-4&keywords=sussex+rupert+matthews

The Wantage Tramway goes Steam

It was not until 1 August 1876 that steam trams began to run along the Wantage Line in the shape of a tramcar with  its boiler and machinery located inside the car itself. The machine could carry 54 passengers. In March the following year a steam tram engine, which hauled tram cars, arrived. This was found to be too weak to haul the goods trucks, so the search for a replacement began. In May 1878 the Wantage Tramway bought a small 0-4-0WT locomotive named Shannon second hand from the London and North Western  Railway. The little engine was renamed as the rather prosaic Wantage No.5 and put to work. It proved to be an outstanding success. Not only could it haul the heavy flour trucks from Clark’s Mill, but it was so efficient that it halved the coal consumption per mile.

from "Lost Railways of Berkshhire" by Rupert Matthews

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An Introduction to Surrey

Surrey is one of the most charming of counties. But for those who think they know it, there are some surprises in store. The county is not all suburban gardens, rolling hills and quiet villages. History has been made here, tragedy has struck and fortune has smiled.

Surrey folk today might not notice, but the bridge they drive over may be 700 years old, or might be only the latest in a string of bridges that go back to Roman times. They may, if they go shopping in Epsom, make a purchase in a shop that was once home to Nell Gwynne, the witty mistress of Charles II. Others unknowingly walk on battlefields where brave men fought and died for the causes they believed in.

For those who think Surrey is a peaceful place they might be surprised by the time that the army had to be called out to end a riot in Guildford that left houses in flames and a policeman dead. And there have been brutal murders in plenty, some of the killers ended up swinging from a gibbet but others got away with thier brutal crimes.

Not everything in Surrey has been a success. Take the grandly named Staines, Wokingham and Woking Junction Railway which never got as far as Woking. Then there was the great playwright Richard Brinsley Sheridan who moved to Leatherhead to find peace and quiet in which to work, but who got so distracted by the fine fishing that he didn’t write a single word the whole time he was there.

But Surrey is not all about the past. There is plenty to be seen today, be it theatres or country walks, wildlife or fine churches.

Wherever you are going in Surrey, slip this book into your pocket and prepare to be surprised.

From "A Little Book of Surrey"

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The Little Book of Surrey is a funny, fast-paced, fact-packed compendium of the sort of frivolous, fantastic or simply strange information which no-one will want to be without. The county's most unusual crimes and punishments, eccentric inhabitants, famous sons and daughters, royal connections and literally hundreds of wacky facts about Surrey's landscape, towns and villages (plus some authentically bizarre bits of historic trivia), come together to make it essential reading for visitors and locals alike.

Swithland Spring Water

n 1998 farmer brian Beeb called in a hydro-geologist to see if the spring water on his land had any commercial value. A 300 foot deep bore was sunk to reach the pure water reserve deep in the bedrock and the pure liquid gushed out. . A bottling plant and warehouse has now been built on the site where 150,000 litres of spring water are bottled every week by the 15 staff. There is also an on-site laboratory where daily checks are carried out to ensure the purity and standard of the water.

The vast bulk of the water from Swithland Spring goes to water coolers in offices, schools, factories and the like. Over 2,000 such premises are currently supplied, with some domestic business in the area around the farm.

The Swithland Spring draws water from deep beneath the Charnwood Hills. It is a moderately mineralised water that has its own unique and pleasant flavour delicately filtered by nature.  The catchment area for the water that filters down to rest under the Charnwood hills is predominately woodland and parkland and still retains the unspoilt beauty of the ancient forest.

A bottling plant and warehouse has been established at the spring source in Swithland, with all the latest equipment on site to ensure that every attention is given to cleanliness.  This ensures the high quality of the water is maintained and that it is bottled in its purest form.


Contact Details:
Address:    Swithland Spring Water
Hall Farm
Swithland
Leicestershire
LE12 8TQ
Tel:         01509 891189
Email:     sales@swithlandspringwater.co.uk
Website:    www.swithlandspringwater.co.uk

from "Leicestershire Food and Drink" by Rupert Matthews.
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Leicestershire holds an important place in the history of Britain's food. This exploration of the county's fare sets food and drink against the character of Leicestershire to discover how history, landscape and culture have shaped the county's diet. Combining tales of the creation of Leicestershire's most famous dishes with recipes that show off the quality of the local produce, the story of the Leicestershire's historic market towns and celebrated livestock farming is discussed in detail, giving a clear explanation of how world-renowned delicacies such as the Melton Mowbray pork pie, and both Stilton and Red Leicester cheese, have made their name. Illustrated with detailed images of their creation, and of course mouth-watering photographs of the final product, this book will inspire chefs far and wide. Whether a resident of Leicestershire or merely a fan of its food and drink, this book is a must-have for all those who appreciate the fine traditions of the county's cuisine.

Childhood by the Railway

When I was a boy I lived on the north facing hill outside Esher that overlooks the main line from London to Portsmouth and Southampton. It had been built in 1838 by the London and Southampton Railway, later to become the famous London and South Western Railway (LSWR). From our front garden you could see the trains thundering back and forth along the embankment that ran like a stripe across the landscape. By then, of course, the glory days of steam in Surrey were long gone. It was electric trains that raced back and forth. But the odd steam train did go by, the plume of smoke drifting up into the air to disperse over the landscape.
Years later I was living down by the River Thames and commuting up to London by train from Surbiton along that self same LSWR mainline where I had grown up. Day after day I trudged up the hill to the striking inter-wars station to get on to one of the many commuter trains running up to Waterloo. By then all the steam trains had gone, but the mark of them was everywhere. The site of the old water tower, the blackened undersides of the bridges and the old engine sheds. I often wondered what Surrey had been like back in the days of steam.
My Uncle George had been a senior fireman on the LNER line running north from London. He used to tell me about his days on the footplate. He told me how he had started off as a teenager in the shed scrubbing and cleaning, gradually working his way up to be a fireman, first on shunters, then on local trains and finally on the great express trains that thundered along the main lines, belching smoke and steam as they powered up and down from London to York, Newcastle and Edinburgh. But I think he had preferred the country lines with their quiet stations, bunnies hopping in the fields and old-style station masters.
Surrey had been like that once. The railways came to Surrey in the 1840s and they were still being built in the 1930s, making Surrey most unusual among the counties of England. Across most of the country, railway building had ground to a halt long before the line to Chessington was opened in 1939, complete with suitably modernistic station architecture. Moreover, Surrey suffered only one line closure in the Beeching years, leaving over 90% of its railway lines open and operating into the 21st century. Surrey is most fortunate from the railway point of view.

From "How the Steam Railways came to Surrey" by Rupert Matthews

Buy your copy on kindle

Product Description

When I was a boy I lived overlooking the main railway line from London to Southampton. It had been built in 1838 by the London and Southampton Railway, later to become the famous London and South Western Railway (LSWR). From our front garden you could see the trains thundering back and forth along the embankment that ran like a stripe across the landscape. By then, of course, the glory days of steam in Surrey were long gone. It was electric trains that raced back and forth. But the odd steam train did go by, the plume of smoke drifting up into the air to disperse over the landscape.

The railways came to Surrey in the 1840s and they were still being built in the 1930s, making Surrey most unusual among the counties of England. Across most of the country, railway building had ground to a halt long before the line to Chessington was opened in 1939, complete with suitably modernistic station architecture.

Those railways were to have a dramatic impact on the landscapes, people and economy of Surrey. Indeed, the Surrey that we see today has been largely created by the railways. It is no exaggeration to say that more than any other county in England, Surrey has been built on railways.

About the Author
Rupert Matthews has written over 150 books for different publishers, achieving significant sales in a variety of markets both in the UK and abroad. His works have been translated into 19 languages and have been shortlisted for a number of awards. Rupert has been a freelance writer for 20 years, working in-house at a major book publisher before going freelance.

From the Author

I grew up overlooking the mainline from London to Southampton that cuts like a swathe through Surrey. I was thrilled to write this book, bringing back as it does so many memories of the old days.

Mussolni puts one over on Hitler 1934

The dictator of Italy, Mussolini, was as keen to find an ally as was Hitler. In June 1934 he invited the German leader to Venice, tactfully including in the tour the Palazzo Vendramin where Hitler’s favourite composer, Richard Wagner, had died. Hitler accepted, but must have regretted the decision the moment he arrived. Hitler landed in Venice dressed in a blue suit and an old raincoat. Mussolini met him in a glittering uniform of gold braid and mirror-polished jackboots and backed by an honour guard in the most gorgeous uniforms the fashion designers of Italy could produce. The world’s press was on hand to take photos which were, at best, unflattering to Hitler.
Hitler was furious and tried to regain dominance by subjecting Mussolini to a two hour speech the following day when they were supposed to be making complimentary statements to each other. Mussolini, in his turn, was now angry. Little progress was made on the main point of the meeting, which was to reach some form of agreement over the status of Austria.
Before the Great War, Austria had ruled substantial swathes of northern Italy, parts of which had sizeable German-speaking minorities. Hitler had made no secret of his ambition to absorb Austria into the Reich and to embrace all ethnically German peoples into the German state. Mussolini was understandably nervous about his northern borders, particularly the area around Bolzano and Trent and wanted an agreement with Hitler. At Venice he got a vague promise from the Germans to respect Austrian independence, but it was far from being a firm pledge.

from "Hitler: Military Commander" by Rupert Matthews.

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Hitler: Military Commander examines how a non-German former corporal managed to take personal control of an army imbued with Prussian traditions, to appoint, sack and sentence to death its generals, to lead it into a world war for which it was unprepared and, ultimately, to destroy it. It examines Hitler's key military decisions during the Second World War, assesses how far these decisions were militarily justified in light of the intelligence available at the time and provides a fascinating insight into Hitler's relationships with his generals, revealing to what extent his grasp of military strategy was shaped by his personality.

Sheriff Pat Garrett

Pat Garrett (1850-1908) was a buffalo hunter and cowboy who in 1880 was hired as a Sheriff in New Mexico on the strength of his accuracy with a gun. He won instant fame when he shot dead Billy the Kid and broke up the outlaw’s gang. Garrett then joined the Texas Rangers, returning to New Mexico in 1897 to work on a difficult murder case. He found culprits to be three deputy sheriffs and caught them after a prolonged gun battle. Garrett then went back to Texas to hold a number of government posts. He was shot dead by Jesse Brazel during an argument over grazing rights on land Garrett was renting.


from "Heroes, Rogues and Rascals" by Rupert Matthews

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Book Description

Publication Date: 1 Nov 2008

Written by expert authors Rupert Matthews and John Birdsall, this highly illustrated guide, with photos and memorabilia of people who have made their mark on history, includes key entries on each individual, with boxes and biographies about competitors or co-conspirators. With more than 400 extraordinary people in total it is a fascinating look at some of the most colourful characters in history - from ancient times right up-to the present day. Discover why Caligula was mad, what made Napoleon seek to conquer, and who was really was the most outlawed cowboy in the West.But, on the flip side of 'the coin of fame', meet the people who have made their name by heroic acts or astonishing feats of human endeavour. Find out who first broke the four-minute mile, and what drove him on; which astronaughts have been lucky enough to view the Earth from space; and who is the youngest war hero ever to be decorated. "Heroes, Rascals and Rogues" takes a look at some of the most unconventional people to have lived among us, in an easy-to-read, illustrated format with interesting facts and figures that will make this book hard to put down.

 

 

Early days of RAF Fighter Command in Sussex

To the pre-war military planners, Sussex was never really intended to be a major base for the RAF and its fighters. It was confidently predicted that any war with Germany would be fought out in a similar fashion to the last one. Long lines of trenches would stretch across northern Europe with British and French armies on one side, and German armies on the other. Much of the RAF would be in France, behind the front line, flying patrols over the battlefields. Those that flew from Britain would be concentrated in Kent and East Anglia, either flying bombing raids to Germany across the North Sea or fighting off raids coming the other way.

It did not turn out like that, of course, and Sussex found itself in the front line for four long, arduous years. Yet, the face of Fighter Command in Sussex grew out of that pre-war thinking, so to understand what follows it is necessary to look briefly back to the very birth of Fighter Command on 14 July 1936.

When it was formed, Fighter Command had 15 squadrons, plus three Auxiliary squadrons. The government had authorised an expansion to 35 squadrons and was providing phased payments to make this possible by 1942. There were nine stations, of which only one – Tangmere – was in Sussex.

from "Heroes of RAF Fighter Command, Sussex" by Rupert Matthews.

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Throughout the second half of the 1930's, war with Germany seemed increasingly likely. The RAF, preparing for the coming struggle, formed Fighter Command in July 1936 under the legendary Air Marshal Sir Hugh Dowding. In this well researched and excellently written book Rupert Matthews tells the story of courageous individuals whe despite the odds, flew mission after mission during the 2nd World War.

The Fairey Battles come home, June 1940

Meanwhile the men of Bomber Command in Lincolnshire continued with the job in hand. The squadrons of 5 Group were joined by those of 1 Group. Ten squadrons of Bomber Command had been sent out to France in September 1939 to act as a battlefield support group to the British Expeditionary Force, being officially known as the Advanced Air Striking Force. They were all equipped with the Fairey Battle, which proved spectacularly ineffective in combat. The Battle was a single-engined, two seater able to carry two 500lb bombs. In theory the Battles were supposed to launch short range raids on enemy troops and supply columns. In practice those that were hurled forward against the advancing German armies in May and June 1940 were outclassed by the German fighters. The squadrons suffered appalling casualties – one raid of 71 Battles attacking the bridges over the Meuse River at Sedan lost no fewer than 41 aircraft.

The battered survivors of 1 Group were brought back to England. They thankfully gave up their Battles in favour to far superior Vickers Wellington and were sent to new stations. Squadrons 12 and 103 came to Lincolnshire to form the basis of a new 1 Group.


from "Heroes of RAF Bomber Command, Lincolnshire" by Rupert Matthews.

Buy your copy at a bookshop or Amazon

At the outbreak of the Second World War in September 1939, such was the build-up of men and materials in the R A F that Lincolnshire was already known as 'Bomber Country'. Its four main airfields - Hemswell, Scampton, Waddington and Cottesmore - were home to eight squadrons of Bomber Command under the legendary Arthur 'Bomber' Harris. Night after night the skies of Lincolnshire reverberated with the sound of aircraft taking off and landing. For the aircrews the missions were very dangerous and physically exhausting. The chances of surviving a full tour of 30 operations were only 50/50, less in the first five sorties while aircrews gained valuable experience. Their targets were roads, railways, bridges, harbours, dams, factories and oil installations. Many medals were won - some of them posthumously. On the Dambusters Raid alone, 36 were awarded; a VC for the leader Guy Gibson, five DSOs, 14 DFCs, 12 DFMs and three Conspicuous Gallantry Medals. In this well researched and excellently written book, Rupert Matthews - himself the son of a Bomber Command sergeant who fought in the Second World War - describes many of the operations in detail and tells the story of courageous individuals who, despite the odds, flew mission after mission - heroes every one of them.

The Real Robin Hood

Entertaining yet scholarly account of how an obscure English outlaw has become the star of Hollywood movies, television shows, novels and comics across the world.

Robin Hood is one of the most instantly recognisable figures in world history — but did he ever really exist?

We are all familiar with the tales of a bold outlaw who stole from the rich to give to the poor. His faithful Merry Men — Little John, Friar Tuck, Will Scarlet, Much the Miller’s Son — are almost as well known as Robin himself.

In this book, the truth behind the legend is revealed. Was there really a Maid Marion? How did Robin Hood get his hood? Why is he so beloved of film makers?.

This fascinating book draws on the most recent academic research into folklore and legends to put together an accurate account of Robin Hood’s original life story, and how he has developed in folklore and legend to become what he is today.

Contents

1 - Robin Hood in Sherwood Stood
2 - And by him stood Little John
3 - A Bonny Fair Maid
4 - Until I that Curtled Friar see
5 - The Outlawed Earl of Huntingdon
6 - With a Coat of Lincoln Green
7 - Despoil the Rich only to Give to the Poor
8 - Robert Hood, Yeoman
9 - The Legend Lives

About the Author
Rupert Matthews has written over 150 books for different publishers, achieving significant sales in a variety of markets both in the UK and abroad. His works have been translated into 19 languages and have been shortlisted for a number of awards. Rupert has been a freelance writer for 20 years, working in-house at a major book publisher before going freelance.

About the Author

Rupert Matthews has written over 150 books for different publishers, achieving significant sales in a variety of markets both in the UK and abroad. His works have been translated into 19 languages and have been shortlisted for a number of awards. Rupert has been a freelance writer for 20 years, working in-house at a major book publisher before going freelance. 

 

 Buy your Kindle copy HERE

 

Other formats available on www.BretwaldBooks.com

 

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Product details Format: Kindle Edition File Size: 1911 KB Print Length: 96 pages Simultaneous Device Usage: Unlimited Publisher: Bretwalda Books (19 April 2013) Sold by: Amazon Media EU S.à r.l. Language: English ASIN: B00CGAKEK8 Text-to-Speech: Enabled

Book Launch Event announced

My friend Janet Seal has a book launch organised.

The King’s Chalice
The new book
by Janet K.L. Seal
After the death of King Alfred, a small town in Wessex is plunged into conflict and kinship rivalry. A royal prince flees leaving his slave behind. Udda lives in hiding but renders a service to a noble.
Remarkable events follow the owners of the farm, whose loyalty to their King brings riches and tragedy in equal measure.


Local Author Janet K.L. Seal will be at The Priest's House Museum to sign copies her new book
on - 26th October
at - 2pm to 4.30pm
Refreshments