Posts Tagged ‘History’

The Racist Background of Chinese Dining establishments

The Racist Background of Chinese Dining establishments



Go everywhere in the U.S. and odds are you’ll be ready to uncover a Chinese cafe.
But the purpose why may shock you—but did you know they all commenced for the reason that of racist rules meant to ban Chinese immigrants.

Subscribe to Fusion:

Take a look at us at:
Like us at:
Adhere to us at:
Look at us:

Observe much more from Fusion pals:
F-Comedy:
Fusion Television set:
Gizmodo:
Kotaku:
Deadspin:
Jezebel:
Lifehacker:
Io9:
Jalopnik:
Sploid:
The Root:

source

45 comments - What do you think?  Posted by admin - August 4, 2019 at 12:15 am

Categories: Asian best food   Tags: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

Food stuff Vehicles Documentary – Food stuff on 4 Wheels



A seem into the expanding movement of food items truck tradition in Durham North Carolina.
The movie – the final project of the 2013 College of Doc – was generated, directed, edited, and shot by Durham North Carolina superior school learners.
The School of Doc—a totally free five-7 days summer months filmmaking camp open to all Durham, North Carolina, large university students—is an extension of the Whole Frame Documentary Movie Competition. Contributors study the artwork and craft of documentary filmmaking from instructors who make their living in the movie field and deliver a documentary of their picking out. The finished movies will be presented at the 2014 Full Body Documentary Film Festival following April, and camp individuals will be in a position to go to the festival absolutely free of demand.
Food ON 4 WHEELS
Executive Producers: Nic Beery and Michael Salerno
Producers: Rodnei Crutchfield and Mishel Gomez
Creation, Path, Enhancing, and Cinematography by Joseph Cole, Terrell Dean, Hunter Heilman, Jasmine Hines, Nailah Kumordzie, Jaymond Lockley, Stephen Melvin and TaTyana Wilson
Thank you to:
IBM, The SunTrust Basis, Mates of Nancy Lee, Fenhagen Spouse and children and Helen’s Fund, Ina Smith Johnson, and personal donors in the local community.
Thank you to Porchetta – porchettardu.com/ – @porchettardu for showing up in the movie
Thank you to Only Burger – onlyburger.com/ – @onlyburger for appearing in the movie

*************************************************************************
This movie was originally made by the director/producer (said over at the beginning of this description) below Artistic Frequent License.

resource

29 comments - What do you think?  Posted by admin - October 24, 2018 at 5:16 am

Categories: Asian best food   Tags: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

12 Food Facts You Won’t Believe Are True



Sneaky cheese, immortal honey, and frog milk.
Post to Facebook:
Like BuzzFeedVideo on Facebook:
Post to Twitter:

Sources…

Cheese:

Honey:

Pineapple:

Food stickers:

Microwave electricity:

German Chocolate Cake:

Chocolate chip cookies:

Eggs, in US and UK:

American sugar consumption:

Frogs in milk:

Stock images courtesy of Shutterstock, Inc., used by permission.

LINKS!
www.buzzfeed.com
www.buzzfeed.com/video
www.youtube.com/buzzfeed
www.youtube.com/buzzfeedvideo
www.youtube.com/buzzfeedyellow
www.youtube.com/buzzfeedpop
www.youtube.com/cnnbuzzfeed

BUZZFEED VIDEO
BuzzFeed is the world’s first true social news organization. Featuring tasty, short, fun, inspiring, funny, edgy, interesting videos from theBuzzFeed. /BuzzFeedVideo is BuzzFeed’s original YouTube Channel, with a focus on producing great short-form BuzzFeed videos for YouTube (and the world!). BuzzFeed Video will entertain, educate, spark conversation, inspire and delight. Subscribe to BuzzFeedVideo today and check us out at

source

32 comments - What do you think?  Posted by admin - September 29, 2018 at 1:13 pm

Categories: Asian best food   Tags: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

“Burritozilla” killed in under 2 Minutes!



500,000 Subscribers…..!!!!!

Figured I’d do the whole “back to your roots” thing and tackle the first ever food challenge/stunt I’ve ever done. Sometime in June of 2010 I took this on, beat it, and the rest is history

ENJOY!!!

Facebook –
Twitter – @mattstonie
Instagram –
Megatoad Tee’s –

NEW PO BOX!! Send me stuff!!!

P.O. Box 22210
San Jose, CA 95151

source

32 comments - What do you think?  Posted by admin - September 28, 2018 at 12:38 am

Categories: Asian best food   Tags: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

Laos Wonderland (full documentary) – The Secrets of Nature



Subscribe to watch full natural history and science documentaries! A new documentary is uploaded every week.

Facebook:
Twitter:

Southeast Asia at its best. 85% of the country is untouched nature, widespread forests, steep mountains and wide river valleys, but also cool high plateaus and savannahs. The primeval forests support a fauna like something out of a fairy tale, with elephants, tigers, leopards, and some of the rarest animal species on the planet. Species never seen by humans are discovered at regular intervals. In recent decades, the few large mammals to be described for the first time were all found in Indochina and experts assume that most of them are at home in Laos: wild oxen such as the saola and kuprey or the truong son munjak. No outsider has ever seen a living specimen of the latter; its existence is only known indirectly, through skeletons, horns and bag that are occasionally found in remote villages. And there is the Mekong, one of the last untamed rivers on Earth. Fed by hundreds of tributaries, it is one of the richest freshwater systems on the planet, comparable only with the Congo or Amazon. This is where the Mekong catfish lives. At 3 meters long and weighing in at 300 kilograms, this monster must be the largest freshwater fish on earth.

source

32 comments - What do you think?  Posted by admin - June 20, 2018 at 12:25 pm

Categories: Asian best food   Tags: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

British Iconic Cars – Their History

British Iconic Cars – Their History

As an Englishman born and bred and a fan of British iconic Cars I thought it may be of interest to list some of the most popular British Car Icons which are instantly recognised Worldwide. I have decided to list the cars and descriptions about the Iconic Cars which may be of interest to the reader.

Rolls Royce Silver Ghost

Rolls and Royce were in fact people before the history of Rolls-Royce as a company every began. Frederick Royce was a British electrical equipment manufacturer who built the first Royce cars in 1904. The three two-cylinder, 10-hp cars he built attracted the attention of Charles Rolls, a longtime car enthusiast from way back in 1894 and son of a baron. He owned a dealership in London, where he first encountered a Royce. He was so taken with the engineering that he partnered with the car’s creator. Royce would built the cars, and Rolls would sell them. Like many manufacturers of the day, Rolls entered the first Rolls-Royces in races in order to promote them. These cars were similar to the first one built by Royce. Real fame came with the 1907 introduction of a 6-cylinder engine inside a silver-painted four-passenger chassis dubbed “The Silver Ghost.” This car was driven 15,000 continuous miles with little wear, cementing the R-R reputation for reliability. Unfortunately, Rolls’ passion for excitement ended in 1910, when his biplane (based on the Wright brothers’ flyer) crashed and killed him almost instantly.

The Silver Ghost chassis, built in Derby, U.K., was toughened with armor so it could serve as a combat car in Flanders, Africa, Egypt, and with Lawrence of Arabia during WWI. In the Jazz Age that came after the war, people had money to spend on these reliable Rollers. There were Silver Ghosts built in Springfield, Mass., from 1920-1924, and a smaller 20-hp “Baby Roller” was introduced. Big cars were still popular, though, with the Phantoms I, II, and II all appearing in the 1920s. During WWII, the company built Rolls-Royce Merlin airplane engines in a facility in Crewe, U.K., rather than cars.

The Austin Mini ( 1959 )

Announced in 1959, and still manufactured 40 years later at the end of the century, Alec Issigonis’s cheeky little Mini-Minor changed the face of motoring. The world’s first car to combine front-wheel-drive and a transversely-mounted engine in a tiny ten-foot long package, was the most efficient and effective use of road space that had ever been seen. In so many ways, this must qualify as the ‘car of the century’.

In scheming up the car Issigonis and his team, which had already designed the Morris Minor, was given a difficult brief by the British Motor Corporation. In the aftermath of the Suez Crisis, and threatened world-wide petrol rationing, Issigonis was asked to provide a minimum-size, minimum-price four-seater package – all built around an existing BMC engine. Choosing front-wheel-drive and the A-series engine, he then minimised the size of the car by turning the engine sideways, and mounted the transmission under the engine. Tiny (10 in /254 mm) diameter road wheels, independent suspension by rubber cone springs, and a careful packaging of the cabin, all helped to provide one of the most amazing little cars of all time. So what if the driving position was cramped, and the steering wheel too vertical? This was a Mini, after all.

Although Issigonis insisted that he was only providing a super-small, super-economy saloon, almost by chance his Mini had superb handling, precise race-car-like steering and unmatched agility.

Even before more powerful versions were available, the Mini had started winning rallies, and showing well in saloon car racing: later, in Mini-Cooper S form, size-for-size it was unbeatable. Originally sold only as two-door saloons in near-identical ‘Austin’ and ‘Morris’ forms, Minis soon spawned derivatives. Not only would there be vans, estate cars and pick-ups, but plusher Riley and Wolseley types followed, as did the stark ‘topless’ Mini-Moke machines. web page image spacer

Engines were eventually enlarged, tiny front-wheel disc brakes were added, the Mini-Cooper and Mini-Cooper S followed, and by the mid-1960s this was a car which had won the Monte Carlo Rally on several occasions. For years there was nothing a Mini could not do, for it appealed to everyone, and every social class, from royalty to the dustman, bought one. At peak, production in two factories (Longbridge and Cowley) exceeded 300,000 every year, BMC’s only problem being that it was priced so keenly that profit margins were wafer thin.

Even the arrival of the larger Mini Metro in 1980 could not kill off the Mini, whose charm was unique. By the 1980s, with larger wheels, re-equipped interiors and wind-up windows, the Mini was a better car than ever, and, looking much the same, it was still selling steadily at the end of the 1990s: more than five million had already been made. Now in the 2000s, we have the New Mini, larger and heavier than before.

The Morgan ( 1946 ) 4 X 4

Although the original four-wheeler Morgan was shown in the mid-1930s, it was overshadowed by the company’s older three-wheeler models until the end of the Second World War. From that point, while altering the original style only slightly as the years passed by, Morgan concentrated on their four-wheeler sports cars.

Morgans were first made by a family-owned business in 1910 (a situation which has never changed), and even the first cars employed a type of sliding-pillar independent front suspension which is still used to this day. Assembly was always by hand, always at a leisurely pace, and even in the post-war years it was a good week which saw more than ten complete cars leave the gates in Malvern Link.

The post-war 4/4 retained the simple ladder-style chassis and the rock-hard suspension for which the marque is noted, and still looked like its 1939 predecessor. It used to be said that the ride was so hard that if one drove over a penny in the road, a skilled driver would know whether ‘heads’ or ‘tails’ was uppermost. Although pre-war cars had been powered by Coventry-Climax, the post-war chassis was exclusively fitted with a specially-manufactured overhead-valve Standard 1,267 cc engine (which never appeared in Standard or Triumph models). Although this engine only produced 40 bhp, the Morgan was such a light car that it could reach 75 mph, while handling in a way that made all MG Midget owners jealous.

The style was what we must now call ‘traditional Morgan’ – it was a low-slung two-seater with sweeping front wings, and free-standing headlamps, along with cutaway doors and the sort of weather protection which made one drive quickly for home in a shower, rather than stop to wrestle with its sticks and removable panels. Up front, there was a near-vertical radiator, flanked by free-standing headlamps, while the coil spring/vertical-pillar front suspension was easily visible from the nose. Most 4/4s were open-top two-seaters, though a more completely trimmed and equipped two-seater drop-head coupé (with wind-up windows in the doors) was also available. Bodies were framed from unprotected wood members, with steel or aluminium skin panels tacked into place, and were all manufactured in the Morgan factory.

Here was an old-style, no-compromise sports car made in modern times – a philosophy which Morgan has never abandoned. Requests for a more modern specification were politely shrugged off, waiting lists grew, and Morgan has been financially healthy ever since. Before the 4/4 was replaced by the altogether larger 2.1-litre Plus 4 of 1950, a grand total of 1,720 4/4s were sold.

Hand assembled, these low-slung two-seater sports cars had cutaway doors and a near vertical radiator which was flanked by free-standing headlamps. Most were open topped and had rock-hard suspension.

Aston Martin DB5 ( 1963 )

Fame comes in strange and unexpected ways. Although the Aston DB4 and DB5 models were already respected by the cognoscenti, the DB5 did not become world-famous until used as James Bond’s personal transport in the film Goldfinger. Although not equipped with Bond’s ejector seat, it appealed to millions, and the DB5’s reputation was secure for ever. Technically, of course, Aston Martin had always been a marque of distinction.

Following the success of the DB2, DB2/4 and DB Mk III models of the 1950s, Aston Martin commissioned a totally new and larger series for the 1960s, beginning with the DB4 in 1958. Built around a simple steel platform chassis, it was clothed in a sleek light-alloy fastback body style by Superleggera Touring of Italy (but built at Newport Pagnell). The skin panels were fixed to a network of light tubing, a method patented by Superleggera. Power (and what power!) came from a magnificent new 3.7-litre twin-cam six-cylinder engine, which soon proved to be strong and reliable in motor racing. The DB4 came close to matching anything so far achieved by Ferrari. All this, allied to a close-coupled four-seater cabin, and high (traditionally British) standards of trim and equipment, made the expensive DB4 very desirable.

The DB5, which was launched in 1963, was a direct development of the DB4; it had a full 4-litre engine, a more rounded nose with recessed-headlamps, and many equipment improvements. Two varieties of engine – the most powerful with a claimed 314 bhp – were on offer, as were non-sporting options such as automatic transmission, which came a full decade before Ferrari stooped to such action.

It was such a complicated, mainly hand-built, machine that it had to sell at high prices. The saloon cost an eye-watering £4,175 in 1963 (there was also a convertible version, at £4,490) and because assembly was a lengthy and careful business, sales were limited to only ten cars a week. It was not for years, incidentally, that it became clear that even these prices did not cover costs, for Aston Martin was merely the industrial plaything of its owner, tractor magnate David Brown.

DB5s could safely reach 140 mph, with roadholding, steering and brakes to match, all the time producing the characteristic booming exhaust notes for which they became famous. Although they looked sinuous and dashing, they were heavy machines and there was no power-assisted steering on this model.

Clearly, this was a bespoke GT machine which would run and run, as the longer and more spacious DB6 which took over in 1965 would prove. In only two years, a total of 1,063 cars (123 convertibles, and 12 of them very special estate car types) were produced. Almost all have survived.

The DB5 became world-famous as James Bond’s car in the film Goldfinger. Lacking the ejector seat, this mainly hand-built car appealed to millions. Although it was a heavy car to drive, as it lacked power-assisted steering, the DB5 had good roadholding.

The Jaguar E Type ( 1961 )

By almost any reckoning, Jaguar’s original E-type was the sexiest motor car ever launched. It looked wonderful, it was extremely fast, and it was always sold at extremely attractive prices. For more than a decade, it was the sports car by which all other supercar manufacturers had to measure themselves.

Originally conceived in 1956 as a successor to the D-type racing sports car, the E-type was not to be used for that purpose. Re-engineered and re-developed, it became an outstanding road-going sports car, taking over from the last of the XK cars – the XK150 – in 1961. Like the D-type, its structure acknowledged all the best contemporary aerospace principles, utilising a multi-tubular front chassis frame which surrounded the engine and supported the front suspension and steering, and was bolted up to the bulkhead of the pressed steel monocoque centre and rear end.

Power came from the very latest version of the famous XK six-cylinder twin-cam engine, with three SU carburettors and no less than 265 bhp (according to American SAE ratings). It was matched by all-independent suspension, four-wheel disc brakes, and a unique, wind-cheating body style. As with the C- and D-type racing cars, the E-type’s shape had been designed by ex-aircraft industry specialist Malcolm Sayer, who combined great artistic flair for a line with the ability to calculate how the wind would flow over a car’s contours. For practical purposes, the E-type’s nose might have been too long, its cabin cramped, and its tail too high to hide all of the chassis components, but all this was forgiven by its remarkable aero-dynamic performance – and its enormous visual appeal.

Open and fastback two-seaters were available from the start, and although a 150 mph top speed was difficult for an ordinary private owner to achieve, this was a supercar in all respects, being faster than any other British road car of the period (and, for that matter, for many years to come). Much-modified types eventually won a series of motor races at just below world level, for they were really too heavy for this purpose. Only three years after launch, a 4.2-litre engine, allied to a new synchromesh gearbox, was adopted, and a longer wheelbase 2+2 coupé followed in 1966.

The E-type sold well all around the world, especially in the USA although new safety laws caused the car to lose its power edge, and its headlamp covers before the end of the 1960s. The Series II’s performance did not match that of the original, and by 1971, the E-type was a somewhat emasculated car. A final Series III type was powered by Jaguar’s new 5.3-litre V12 engine, and a top speed of 150 mph was once again within reach.

Drivers did not seem to mind the small cabin and less than perfect ventilation, but in the end it was more safety regulations and changes in fashion that caused this wonderful motoring icon to fade away. The last of 72,520 E-types was built in 1975, when it was replaced by an entirely different type of sporting Jaguar, the larger, heavier and not so beautiful XJ-S.

Considered to be the sexiest car ever launched, the E-type was a fast and outstanding sports car. Designed by an ex-aircraft specialist, it had a remarkable aerodynamic performance.

Land Rover 1948

Here is a classic case of the stop-gap project which soon outgrew its parent. Before the Land Rover appeared, Rover had been building a relatively small number of fine middle class cars. By the 1950s they were building many more Land Rover 4x4s, and the cars were very much a minor part of the business.

Immediately after the war, Rover found itself running a massive former ‘shadow factory’ complex at Solihull, and needed to fill it. (A ‘shadow factory’ was an aero-engine factory established during the rearmament of the 1930s.) Faced with material shortages, it could not build many private cars, and elected to fill the gaps with a newly-developed 4×4, which it would base unashamedly on the design of the already legendary Jeep from the USA.

Early Land Rovers shared the same 80 in/2,032 mm wheelbase as the Jeep, and the same basic four-wheel-drive layout. The Land Rover, however, was much more versatile than the Jeep, in that it was built in myriad different guises, shapes and derivatives, and it used aluminium body panels, which ensured that it was virtually rust-free. Apart from the fact that it was not very fast or powerful, (though time and further development would solve those problems) the Land Rover could tackle almost any job, climb almost any slope, and ford almost every stream, which made it invaluable for farmers, contractors, surveyors, explorers, armies, public service companies – in fact almost anyone with a need for four-wheel-drive traction, and the rugged construction which went with it.

It wasn’t long before the original pick-up was joined by vans, estate cars, short and long wheelbases to choice, petrol and diesel engines. A long list of extras became available: winches, extra-large wheels and tyres, and liaison with specialist companies ensured that it could be turned it into an impromptu railway shunting vehicle, a portable cinema truck, an equipment hoist, and a whole lot more. Its short-travel leaf spring suspension gave it a shatteringly hard ride and the Land Rover engineers stated that this, at least, limited cross-country speeds to keep the chassis in one piece.

Later models grew larger, longer, and more powerful, but it would not be until the 1960s that the first six-cylinder type appeared, not until 1979 that the first V8 Land Rover was sold, and not until the early 1980s that coil spring suspension finally took over. Sales, however, just went on and on, with the millionth being produced in the mid 1970s. By the late 1990s, when the ‘Freelander’ model appeared, 1.5 million Land Rovers had been manufactured, although by then it had been renamed ‘Defender’ and

Bentley Continental R-Type 1952

After Rolls-Royce took over Bentley in 1931, it was more than 20 years before the new owners produced another truly sporty new model. But the wait was worthwhile. The R-type Continental of 1952–55 was a great car by any standards, which not only looked sensational, but was also extremely fast.

Even before 1939, Rolls-Royce had dabbled with super-streamlined prototypes (one of them being called a ‘Bentley Corniche’), but production cars had to wait until after the war. Using only slightly modified versions of the existing Bentley Mk VI saloon car’s chassis, but with a superbly detailed two-door four-seater coupé designed by the coachbuilder, H.J. Mulliner, the company produced an extremely fast (115 mph), exclusive, and very expensive car, whose title told its own story.

The Continental certainly did not gain its high performance by being light, but by a combination of high (unstated) horsepower, and by the remarkable aerodynamic performance of the bulky, yet sleek shell. There was, of course, no way of taming the drag of the proud Bentley radiator grille, but the lines of the rest of the car were as wind-cheating as possible, the long tapering tail being a delight to the eyes. Like all the best 1930s Bentleys, it had two passenger doors, and a full four-seater package. Leather, carpet and wood abounded – for no concessions were made to ensure a high performance.

Here was an expensive grand tourer for the connoisseur and, by definition, it was likely to sell in small numbers. Put on sale in 1952 at £7,608 (at a time when Morris Minor prices, for instance, started at £582 ), it was ideal for the ‘sportsman’ who liked to drive far and fast, wherever conditions allowed. It was produced in the traditional Bentley/Rolls-Royce style, for the engine was low-revving, the steering and most other controls quite heavy, and the fuel consumption ferocious – but the fit, finish and quality of every component (especially the interior trim) were of the very highest quality.

As ever, Rolls-Royce/Bentley never thought it necessary to reveal the power output of the big six-cylinder engine, whose overhead inlet/side exhaust valve layout was only shared with one other British make of car – the Rover of the period. Needing only to point out the easily provable performance of their cars, they let acceleration figures speak for themselves.

In a career of only three years, the R-type Continental needed little improvement, for the engine was a very powerful 4.5-litre u

Lotus Elite ( 1958 )

Right from the start, when he built his original special- bodied Austin Seven trials car, Colin Chapman showed signs of engineering genius. Setting up Lotus, he sold his first car kits in the early 1950s, and soon progressed to building advanced racing sports cars. The first true Lotus road car, however, was the very advanced Lotus Elite.

First shown in 1957, but not available until a year later, the new two-seater Elite coupé was irresistibly attractive. Even though Lotus was still a small company, Chapman had laid out a car which pushed technology to the limit. In particular, he decided to make the Elite without a separate chassis, using a fully-stressed fibreglass monocoque body which would only include steel sections for a few local reinforcements.

Not only was this amazing machine to be powered by a race-proved overhead-camshaft engine from Coventry-Climax, and had four-wheel independent suspension, but it was achingly beautiful, and was quite amazingly light in weight. No-one, it seems, was ever likely to confuse the Elite with any other car, for its tiny, smooth and always curving lines had no rivals. Looking back into history, its only real drawback was that the door windows could not be wound down, but had to be removed to provide better ventilation.

In engineering terms, though, ‘adding lightness’ often adds cost too, and there was no doubt that the Elite was always going to be a costly car to make and sell. The fibreglass monocoque body shells proved to be difficult to make in numbers, major bought-in items like the Coventry-Climax engine were very expensive, and owners soon found that a great deal of maintenance and loving care was needed to keep the new sports car running.

Refinement was not then a word which Lotus understood and the Elite was a rather crudely equipped and finished machine at first; the interior environment was very noisy, for there was little attempt to insulate the drive line and suspension fixings from the monocoque, which acted like a fully matured sound box.

As the years passed, the Elite’s specification changed, with the power of the engine gradually being pushed up to 100 bhp (which brought the top speed to more than 120 mph, quite amazing for a 1.2-litre car), a ZF gear-box adapted and (for Series II cars) a different type of rear suspension geometry specified.

Special Elites, particularly when prepared at the factory, were outstandingly successful class cars in GT racing, even appearing with honour in major events such as the Le Mans 24 Hour and Nurburgring Six Hour events. Years later Colin Chapman admitted that the Elite had never made profits for Lotus, which may explain why he was happy to phase it out in 1962, ahead of the arrival of the backbone chassised Elan. Nothing can ever detract from the gracious style and inventive engineering which went into the car. A total of 988 Elites were made.

Committed owners usually forgave the Elite for the car’s failings, as here was a car which drove and handled like no other rival. Light by the standards of the day, it was not only fast, but remarkably economical too.

Please visit my Vintage Classic Cars on Art Prints Collection 1900-1913 @ http://www.fabprints.com/CARS.html

My other website is called Directory of British Icons: http://fabprints.webs.com

The Chinese call Britain ‘The Island of Hero’s’ which I think sums up what we British are all about. We British are inquisitive and competitive and are always looking over the horizon to the next adventure and discovery.

Copyright © 2010 Paul Hussey. All Rights Reserved.



Source by Paul hussey

Be the first to comment - What do you think?  Posted by admin - August 15, 2017 at 4:41 am

Categories: Asian best food   Tags: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

Asian road food | DW Documentary

Asian road food | DW Documentary



Asia’s road food delicacies are planet-renowned. From scorpions to bugs, every location has its specialty. Street food is not just delicacies – it is a section of cultural identity.

Food stuff trucks and road suppliers all have a tale to notify. And to investigate Asian road food is to find out about a modern society and its society, heritage and politics.

Journey throughout four Asian international locations and investigate the range of the road food custom, from the staples served up for vacationers to the secrets of Xinjiang delicacies. But it is not just about the food cooking can be an escape from poverty. Saiyuud Diwong, who grew up in the slums of Bangkok, now rubs shoulders with the likes of Jamie Oliver. She’s also printed a reserve and operates a cookery college.

At a bazaar in Xinjiang, at the coronary heart of the Silk Highway, we meet up with Alimu, whose specialty is lamb kebabs. And we take a look at Japan, to see how a basic ramen noodle soup is created.
_______

Thrilling, highly effective and useful – DW Documentary is constantly near to existing affairs and international events. Our eclectic blend of award-successful movies and reports consider you straight to the coronary heart of the tale. Dive into distinctive cultures, journey throughout distant lands, and find out the internal workings of modern-day life. Subscribe and investigate the planet all around you – every day, one DW Documentary at a time.

Subscribe to DW Documentary:

For additional details take a look at:

Instagram:

Fb:

source

19 comments - What do you think?  Posted by admin - at 3:48 am

Categories: Asian best food   Tags: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

The Oxford and Cambridge Boat Race – It's Fun History

The Oxford and Cambridge Boat Race – It's Fun History

I thought it would be of interest to write this article about the history of the Oxford and Cambridge Boat Race as It’s one of the most famous boat races in the world and is one of England’s greatest sporting Icon competition’s.

The event generally known as “The Boat Race” is a rowing race in England between the Oxford University Boat Club and the Cambridge University Boat Club. The teams comprised of Eight rowers in each team with a cox in the bow who would control the speed of the boat.
The race is between competing eights, each spring on the Thames in London. It takes place generally on the last Saturday of March or the first Saturday of April.
The formal title of the event is the Xchanging Boat Race, and it is also known as the University Boat Race and the Oxford and Cambridge Boat Race.
The event is a popular one, not only with the alumni of the universities, but also with rowers in general and the public. An estimated quarter of a million people watch the race live from the banks of the river, around seven to nine million people on TV in the UK, and an overseas audience estimated by the Boat Race Company at around 120 million, which would make this the most viewed single day sporting event in the world. However, other sources estimate that the international audience is below 20 million.
Members of both teams are traditionally known as blues and each boat as a “Blue Boat” with Cambridge in light blue and Oxford dark blue. The first race was in 1829 and it has been held annually since 1856, with the exception of the two world wars. The most recent race was on Saturday, 3 April 2010 at 4.30pm with Cambridge (on the Middlesex Station) winning.

Full Results by Year

No.
Date
Winner
Time
Total wins
Reserves
Ox
Cam
1
01829-06-10 10 June 1829
Oxford
14:03
1
0

2
01836-06-17 17 June 1836
Cambridge
36:00
1
1

3
01839-04-03 3 April 1839
Cambridge
31:00
1
2

4
01840-04-15 15 April 1840
Cambridge
29:03
1
3

5
01841-04-14 14 April 1841
Cambridge
32:03
1
4

6
01842-06-11 11 June 1842
Oxford
30:01
2
4

7
01845-03-15 15 March 1845
Cambridge
23:03
2
5

8
01846-04-03 3 April 1846
Cambridge
21:05
2
6

9
01849-04-29 29 April 1849
Cambridge
22:00
2
7

10
01849-12-15 15 December 1849
Oxford
foul
3
7

11
01852-04-03 3 April 1852
Oxford
21:36
4
7

12
01854-04-08 8 April 1854
Oxford
25:29
5
7

13
01856-03-15 15 March 1856
Cambridge
25:45
5
8

14
01857-04-04 4 April 1857
Oxford
22:05
6
8

15
01858-03-27 27 March 1858
Cambridge
21:23
6
9

16
01859-04-15 15 April 1859
Oxford
24:04
7
9

17
01860-03-31 31 March 1860
Cambridge
26:05
7
10

18
01861-03-23 23 March 1861
Oxford
23:03
8
10

19
01862-04-12 12 April 1862
Oxford
24:04
9
10

20
01863-03-28 28 March 1863
Oxford
23:06
10
10

21
01864-03-19 19 March 1864
Oxford
21:04
11
10

22
01865-04-08 8 April 1865
Oxford
21:24
12
10

23
01866-03-24 24 March 1866
Oxford
25:35
13
10

24
01867-04-13 13 April 1867
Oxford
22:39
14
10

25
01868-04-04 4 April 1868
Oxford
20:56
15
10

26
01869-03-17 17 March 1869
Oxford
20:04
16
10

27
01870-04-06 6 April 1870
Cambridge
22:04
16
11

28
01871-04-01 1 April 1871
Cambridge
23:01
16
12

29
01872-03-23 23 March 1872
Cambridge
21:15
16
13

30
01873-03-29 29 March 1873
Cambridge
19:35
16
14

31
01874-03-28 28 March 1874
Cambridge
22:35
16
15

32
01875-03-20 20 March 1875
Oxford
22:02
17
15

33
01876-04-08 8 April 1876
Cambridge
20:02
17
16

34
01877-03-24 24 March 1877
dead heat
24:08
17
16

35
01878-04-13 13 April 1878
Oxford
22:15
18
16

36
01879-04-05 5 April 1879
Cambridge
21:18
18
17

37
01880-03-22 22 March 1880
Oxford
21:23
19
17

38
01881-04-08 8 April 1881
Oxford
21:51
20
17

39
01882-04-01 1 April 1882
Oxford
20:12
21
17

40
01883-03-15 15 March 1883
Oxford
21:18
22
17

41
01884-04-07 7 April 1884
Cambridge
21:39
22
18

42
01885-03-28 28 March 1885
Oxford
21:36
23
18

43
01886-04-03 3 April 1886
Cambridge
22:03
23
19

44
01887-03-26 26 March 1887
Cambridge
20:52
23
20

45
01888-03-24 24 March 1888
Cambridge
20:48
23
21

46
01889-03-30 30 March 1889
Cambridge
20:14
23
22

47
01890-03-26 26 March 1890
Oxford
22:03
24
22

48
01891-03-21 21 March 1891
Oxford
21:48
25
22

49
01892-04-09 9 April 1892
Oxford
19:01
26
22

50
01893-03-22 22 March 1893
Oxford
18:45
27
22

51
01894-03-17 17 March 1894
Oxford
21:39
28
22

52
01895-03-30 30 March 1895
Oxford
20:05
29
22

53
01896-03-28 28 March 1896
Oxford
20:01
30
22

54
01897-04-03 3 April 1897
Oxford
19:12
31
22

55
01898-03-26 26 March 1898
Oxford
22:15
32
22

56
01899-03-25 25 March 1899
Cambridge
21:04
32
23

57
01900-03-31 31 March 1900
Cambridge
18:45
32
24

58
01901-03-30 30 March 1901
Oxford
22:31
33
24

59
01902-03-22 22 March 1902
Cambridge
19:09
33
25

60
01903-04-01 1 April 1903
Cambridge
19:33
33
26

61
01904-03-26 26 March 1904
Cambridge
21:37
33
27

62
01905-04-01 1 April 1905
Oxford
20:35
34
27

63
01906-04-07 7 April 1906
Cambridge
19:25
34
28

64
01907-03-16 16 March 1907
Cambridge
20:26
34
29

65
01908-04-04 4 April 1908
Cambridge
19:02
34
30

66
01909-04-03 3 April 1909
Oxford
19:05
35
30

67
01910-03-23 23 March 1910
Oxford
20:14
36
30

68
01911-04-01 1 April 1911
Oxford
18:29
37
30

69
01912-04-01 1 April 1912
Oxford
22:05
38
30

70
01913-03-13 13 March 1913
Oxford
20:53
39
30

71
01914-03-28 28 March 1914
Cambridge
20:23
39
31

72
01920-03-28 28 March 1920
Cambridge
21:11
39
32

73
01921-03-30 30 March 1921
Cambridge
19:45
39
33

74
01922-04-01 1 April 1922
Cambridge
19:27
39
34

75
01923-03-24 24 March 1923
Oxford
20:54
40
34

76
01924-04-05 5 April 1924
Cambridge
18:41
40
35

77
01925-03-28 28 March 1925
Cambridge
21:05
40
36

78
01926-03-27 27 March 1926
Cambridge
19:29
40
37

79
01927-04-02 2 April 1927
Cambridge
20:14
40
38

80
01928-03-31 31 March 1928
Cambridge
20:25
40
39

81
01929-03-23 23 March 1929
Cambridge
19:24
40
40

82
01930-04-12 12 April 1930
Cambridge
19:09
40
41

83
01931-03-21 21 March 1931
Cambridge
19:26
40
42

84
01932-03-19 19 March 1932
Cambridge
19:11
40
43

85
01933-04-01 1 April 1933
Cambridge
20:57
40
44

86
01934-03-17 17 March 1934
Cambridge
18:03
40
45

87
01935-04-06 6 April 1935
Cambridge
19:48
40
46

88
01936-04-04 4 April 1936
Cambridge
21:06
40
47

89
01937-03-24 24 March 1937
Oxford
22:39
41
47

90
01938-04-02 2 April 1938
Oxford
20:03
42
47

91
01939-04-01 1 April 1939
Cambridge
19:03
42
48

92
01946-03-30 30 March 1946
Oxford
19:54
43
48

93
01947-03-29 29 March 1947
Cambridge
23:01
43
49

94
01948-03-27 27 March 1948
Cambridge
17:05
43
50

95
01949-03-26 26 March 1949
Cambridge
18:57
43
51

96
01950-04-01 1 April 1950
Cambridge
20:15
43
52

97
01951-03-26 26 March 1951
Cambridge
20:05
43
53

98
01952-03-29 29 March 1952
Oxford
20:23
44
53

99
01953-03-28 28 March 1953
Cambridge
19:54
44
54

100
01954-04-03 3 April 1954
Oxford
20:23
45
54

101
01955-03-26 26 March 1955
Cambridge
19:01
45
55

102
01956-03-24 24 March 1956
Cambridge
18:36
45
56

103
01957-03-30 30 March 1957
Cambridge
19:01
45
57

104
01958-04-05 5 April 1958
Cambridge
18:15
45
58

105
01959-03-28 28 March 1959
Oxford
18:52
46
58

106
01960-04-02 2 April 1960
Oxford
18:59
47
58

107
01961-04-01 1 April 1961
Cambridge
19:22
47
59

108
01962-04-07 7 April 1962
Cambridge
19:46
47
60

109
01963-03-23 23 March 1963
Oxford
20:47
48
60

110
01964-03-28 28 March 1964
Cambridge
19:18
48
61

111
01965-04-03 3 April 1965
Oxford
18:07
49
61
Isis
112
01966-03-26 26 March 1966
Oxford
19:12
50
61
Isis
113
01967-03-25 25 March 1967
Oxford
18:52
51
61
Goldie
114
01968-03-30 30 March 1968
Cambridge
18:22
51
62
Goldie
115
01969-04-05 5 April 1969
Cambridge
18:04
51
63
Goldie
116
01970-03-28 28 March 1970
Cambridge
20:22
51
64
Goldie
117
01971-03-27 27 March 1971
Cambridge
17:58
51
65
Goldie
118
01972-04-01 1 April 1972
Cambridge
18:36
51
66
Goldie
119
01973-03-07 7 March 1973
Cambridge
19:21
51
67
Goldie
120
01974-04-06 6 April 1974
Oxford
17:35
52
67
Goldie
121
01975-03-29 29 March 1975
Cambridge
19:27
52
68
Isis
122
01976-03-20 20 March 1976
Oxford
16:58
53
68
Isis
123
01977-03-19 19 March 1977
Oxford
19:28
54
68
Goldie
124
01978-03-25 25 March 1978
Oxford
18:58
55
68
Goldie
125
01979-03-17 17 March 1979
Oxford
20:33
56
68
Goldie
126
01980-04-05 5 April 1980
Oxford
19:02
57
68
Isis
127
01981-04-04 4 April 1981
Oxford
18:11
58
68
Isis
128
01982-03-27 27 March 1982
Oxford
18:21
59
68
Isis
129
01983-04-02 2 April 1983
Oxford
19:07
60
68
Isis
130
01984-03-18 18 March 1984
Oxford
16:45
61
68
Goldie
131
01985-04-06 6 April 1985
Oxford
17:11
62
68
Isis
132
01986-03-29 29 March 1986
Cambridge
17:58
62
69
Isis
133
01987-03-28 28 March 1987
Oxford
19:59
63
69
Goldie
134
01988-04-02 2 April 1988
Oxford
17:35
64
69
Goldie
135
01989-03-25 25 March 1989
Oxford
18:27
65
69
Isis
136
01990-03-31 31 March 1990
Oxford
17:22
66
69
Goldie
137
01991-03-30 30 March 1991
Oxford
16:59
67
69
Goldie
138
01992-04-04 4 April 1992
Oxford
17:44
68
69
Goldie
139
01993-03-27 27 March 1993
Cambridge
17:00
68
70
Goldie
140
01994-03-26 26 March 1994
Cambridge
18:09
68
71
Goldie
141
01995-04-01 1 April 1995
Cambridge
18:04
68
72
Goldie
142
01996-04-06 6 April 1996
Cambridge
16:58
68
73
Goldie
143
01997-03-29 29 March 1997
Cambridge
17:38
68
74
Goldie
144
01998-03-28 28 March 1998
Cambridge
16:19
68
75
Isis
145
01999-04-03 3 April 1999
Cambridge
16:41
68
76
Goldie
146
02000-03-25 25 March 2000
Oxford
18:04
69
76
Isis
147
02001-03-24 24 March 2001
Cambridge
17:44
69
77
Goldie
148
02002-03-30 30 March 2002
Oxford
16:54
70
77
Isis
149
02003-04-06 6 April 2003
Oxford
18:06
71
77
Goldie
150
02004-03-28 28 March 2004
Cambridge
18:47
71
78
Isis
151
02005-03-27 27 March 2005
Oxford
16:42
72
78
Goldie
152
02006-04-02 2 April 2006
Oxford
18:26
73
78
Goldie
153
02007-04-07 7 April 2007
Cambridge
17:49
73
79
Goldie
154
02008-03-29 29 March 2008
Oxford
20:53
74
79
Isis
155
02009-03-29 29 March 2009
Oxford
17:00
75
79
Isis
156
02010-04-03 3 April 2010
Cambridge
17:35
75
80
Goldie
Unofficial wartime races

Date Winner
1940 Cambridge
1943 Oxford
1944 Oxford
1945 Cambridge

Although the heavyweight men’s eights are the main draw, the two universities compete in other rowing boat races. The main boat race is preceded by a race between the two reserve crews (called Isis for Oxford and Goldie for Cambridge).

The women’s eights, women’s reserve eights, men’s lightweight eights and women’s lightweight eights race in the Henley Boat races a week before the men’s heavyweight races.

There is also a ‘veterans’ boat race, usually held on a weekday before the main Boat Race, on the Thames between Putney and Hammersmith.

The Chinese call Britain ‘The Island of Hero’s’ which I think sums up what we British are all about. We British are inquisitive and competitive and are always looking over the horizon to the next adventure and discovery.

Copyright © 2010 Paul Hussey. All Rights Reserved.



Source by Paul hussey

Be the first to comment - What do you think?  Posted by admin - August 14, 2017 at 1:45 pm

Categories: Asian best food   Tags: , , , , , , , , ,

The Oxford and Cambridge Boat Race – It's Fun History

The Oxford and Cambridge Boat Race – It's Fun History

I thought it would be of interest to write this article about the history of the Oxford and Cambridge Boat Race as It’s one of the most famous boat races in the world and is one of England’s greatest sporting Icon competition’s.

The event generally known as “The Boat Race” is a rowing race in England between the Oxford University Boat Club and the Cambridge University Boat Club. The teams comprised of Eight rowers in each team with a cox in the bow who would control the speed of the boat.
The race is between competing eights, each spring on the Thames in London. It takes place generally on the last Saturday of March or the first Saturday of April.
The formal title of the event is the Xchanging Boat Race, and it is also known as the University Boat Race and the Oxford and Cambridge Boat Race.
The event is a popular one, not only with the alumni of the universities, but also with rowers in general and the public. An estimated quarter of a million people watch the race live from the banks of the river, around seven to nine million people on TV in the UK, and an overseas audience estimated by the Boat Race Company at around 120 million, which would make this the most viewed single day sporting event in the world. However, other sources estimate that the international audience is below 20 million.
Members of both teams are traditionally known as blues and each boat as a “Blue Boat” with Cambridge in light blue and Oxford dark blue. The first race was in 1829 and it has been held annually since 1856, with the exception of the two world wars. The most recent race was on Saturday, 3 April 2010 at 4.30pm with Cambridge (on the Middlesex Station) winning.

Full Results by Year

No.
Date
Winner
Time
Total wins
Reserves
Ox
Cam
1
01829-06-10 10 June 1829
Oxford
14:03
1
0

2
01836-06-17 17 June 1836
Cambridge
36:00
1
1

3
01839-04-03 3 April 1839
Cambridge
31:00
1
2

4
01840-04-15 15 April 1840
Cambridge
29:03
1
3

5
01841-04-14 14 April 1841
Cambridge
32:03
1
4

6
01842-06-11 11 June 1842
Oxford
30:01
2
4

7
01845-03-15 15 March 1845
Cambridge
23:03
2
5

8
01846-04-03 3 April 1846
Cambridge
21:05
2
6

9
01849-04-29 29 April 1849
Cambridge
22:00
2
7

10
01849-12-15 15 December 1849
Oxford
foul
3
7

11
01852-04-03 3 April 1852
Oxford
21:36
4
7

12
01854-04-08 8 April 1854
Oxford
25:29
5
7

13
01856-03-15 15 March 1856
Cambridge
25:45
5
8

14
01857-04-04 4 April 1857
Oxford
22:05
6
8

15
01858-03-27 27 March 1858
Cambridge
21:23
6
9

16
01859-04-15 15 April 1859
Oxford
24:04
7
9

17
01860-03-31 31 March 1860
Cambridge
26:05
7
10

18
01861-03-23 23 March 1861
Oxford
23:03
8
10

19
01862-04-12 12 April 1862
Oxford
24:04
9
10

20
01863-03-28 28 March 1863
Oxford
23:06
10
10

21
01864-03-19 19 March 1864
Oxford
21:04
11
10

22
01865-04-08 8 April 1865
Oxford
21:24
12
10

23
01866-03-24 24 March 1866
Oxford
25:35
13
10

24
01867-04-13 13 April 1867
Oxford
22:39
14
10

25
01868-04-04 4 April 1868
Oxford
20:56
15
10

26
01869-03-17 17 March 1869
Oxford
20:04
16
10

27
01870-04-06 6 April 1870
Cambridge
22:04
16
11

28
01871-04-01 1 April 1871
Cambridge
23:01
16
12

29
01872-03-23 23 March 1872
Cambridge
21:15
16
13

30
01873-03-29 29 March 1873
Cambridge
19:35
16
14

31
01874-03-28 28 March 1874
Cambridge
22:35
16
15

32
01875-03-20 20 March 1875
Oxford
22:02
17
15

33
01876-04-08 8 April 1876
Cambridge
20:02
17
16

34
01877-03-24 24 March 1877
dead heat
24:08
17
16

35
01878-04-13 13 April 1878
Oxford
22:15
18
16

36
01879-04-05 5 April 1879
Cambridge
21:18
18
17

37
01880-03-22 22 March 1880
Oxford
21:23
19
17

38
01881-04-08 8 April 1881
Oxford
21:51
20
17

39
01882-04-01 1 April 1882
Oxford
20:12
21
17

40
01883-03-15 15 March 1883
Oxford
21:18
22
17

41
01884-04-07 7 April 1884
Cambridge
21:39
22
18

42
01885-03-28 28 March 1885
Oxford
21:36
23
18

43
01886-04-03 3 April 1886
Cambridge
22:03
23
19

44
01887-03-26 26 March 1887
Cambridge
20:52
23
20

45
01888-03-24 24 March 1888
Cambridge
20:48
23
21

46
01889-03-30 30 March 1889
Cambridge
20:14
23
22

47
01890-03-26 26 March 1890
Oxford
22:03
24
22

48
01891-03-21 21 March 1891
Oxford
21:48
25
22

49
01892-04-09 9 April 1892
Oxford
19:01
26
22

50
01893-03-22 22 March 1893
Oxford
18:45
27
22

51
01894-03-17 17 March 1894
Oxford
21:39
28
22

52
01895-03-30 30 March 1895
Oxford
20:05
29
22

53
01896-03-28 28 March 1896
Oxford
20:01
30
22

54
01897-04-03 3 April 1897
Oxford
19:12
31
22

55
01898-03-26 26 March 1898
Oxford
22:15
32
22

56
01899-03-25 25 March 1899
Cambridge
21:04
32
23

57
01900-03-31 31 March 1900
Cambridge
18:45
32
24

58
01901-03-30 30 March 1901
Oxford
22:31
33
24

59
01902-03-22 22 March 1902
Cambridge
19:09
33
25

60
01903-04-01 1 April 1903
Cambridge
19:33
33
26

61
01904-03-26 26 March 1904
Cambridge
21:37
33
27

62
01905-04-01 1 April 1905
Oxford
20:35
34
27

63
01906-04-07 7 April 1906
Cambridge
19:25
34
28

64
01907-03-16 16 March 1907
Cambridge
20:26
34
29

65
01908-04-04 4 April 1908
Cambridge
19:02
34
30

66
01909-04-03 3 April 1909
Oxford
19:05
35
30

67
01910-03-23 23 March 1910
Oxford
20:14
36
30

68
01911-04-01 1 April 1911
Oxford
18:29
37
30

69
01912-04-01 1 April 1912
Oxford
22:05
38
30

70
01913-03-13 13 March 1913
Oxford
20:53
39
30

71
01914-03-28 28 March 1914
Cambridge
20:23
39
31

72
01920-03-28 28 March 1920
Cambridge
21:11
39
32

73
01921-03-30 30 March 1921
Cambridge
19:45
39
33

74
01922-04-01 1 April 1922
Cambridge
19:27
39
34

75
01923-03-24 24 March 1923
Oxford
20:54
40
34

76
01924-04-05 5 April 1924
Cambridge
18:41
40
35

77
01925-03-28 28 March 1925
Cambridge
21:05
40
36

78
01926-03-27 27 March 1926
Cambridge
19:29
40
37

79
01927-04-02 2 April 1927
Cambridge
20:14
40
38

80
01928-03-31 31 March 1928
Cambridge
20:25
40
39

81
01929-03-23 23 March 1929
Cambridge
19:24
40
40

82
01930-04-12 12 April 1930
Cambridge
19:09
40
41

83
01931-03-21 21 March 1931
Cambridge
19:26
40
42

84
01932-03-19 19 March 1932
Cambridge
19:11
40
43

85
01933-04-01 1 April 1933
Cambridge
20:57
40
44

86
01934-03-17 17 March 1934
Cambridge
18:03
40
45

87
01935-04-06 6 April 1935
Cambridge
19:48
40
46

88
01936-04-04 4 April 1936
Cambridge
21:06
40
47

89
01937-03-24 24 March 1937
Oxford
22:39
41
47

90
01938-04-02 2 April 1938
Oxford
20:03
42
47

91
01939-04-01 1 April 1939
Cambridge
19:03
42
48

92
01946-03-30 30 March 1946
Oxford
19:54
43
48

93
01947-03-29 29 March 1947
Cambridge
23:01
43
49

94
01948-03-27 27 March 1948
Cambridge
17:05
43
50

95
01949-03-26 26 March 1949
Cambridge
18:57
43
51

96
01950-04-01 1 April 1950
Cambridge
20:15
43
52

97
01951-03-26 26 March 1951
Cambridge
20:05
43
53

98
01952-03-29 29 March 1952
Oxford
20:23
44
53

99
01953-03-28 28 March 1953
Cambridge
19:54
44
54

100
01954-04-03 3 April 1954
Oxford
20:23
45
54

101
01955-03-26 26 March 1955
Cambridge
19:01
45
55

102
01956-03-24 24 March 1956
Cambridge
18:36
45
56

103
01957-03-30 30 March 1957
Cambridge
19:01
45
57

104
01958-04-05 5 April 1958
Cambridge
18:15
45
58

105
01959-03-28 28 March 1959
Oxford
18:52
46
58

106
01960-04-02 2 April 1960
Oxford
18:59
47
58

107
01961-04-01 1 April 1961
Cambridge
19:22
47
59

108
01962-04-07 7 April 1962
Cambridge
19:46
47
60

109
01963-03-23 23 March 1963
Oxford
20:47
48
60

110
01964-03-28 28 March 1964
Cambridge
19:18
48
61

111
01965-04-03 3 April 1965
Oxford
18:07
49
61
Isis
112
01966-03-26 26 March 1966
Oxford
19:12
50
61
Isis
113
01967-03-25 25 March 1967
Oxford
18:52
51
61
Goldie
114
01968-03-30 30 March 1968
Cambridge
18:22
51
62
Goldie
115
01969-04-05 5 April 1969
Cambridge
18:04
51
63
Goldie
116
01970-03-28 28 March 1970
Cambridge
20:22
51
64
Goldie
117
01971-03-27 27 March 1971
Cambridge
17:58
51
65
Goldie
118
01972-04-01 1 April 1972
Cambridge
18:36
51
66
Goldie
119
01973-03-07 7 March 1973
Cambridge
19:21
51
67
Goldie
120
01974-04-06 6 April 1974
Oxford
17:35
52
67
Goldie
121
01975-03-29 29 March 1975
Cambridge
19:27
52
68
Isis
122
01976-03-20 20 March 1976
Oxford
16:58
53
68
Isis
123
01977-03-19 19 March 1977
Oxford
19:28
54
68
Goldie
124
01978-03-25 25 March 1978
Oxford
18:58
55
68
Goldie
125
01979-03-17 17 March 1979
Oxford
20:33
56
68
Goldie
126
01980-04-05 5 April 1980
Oxford
19:02
57
68
Isis
127
01981-04-04 4 April 1981
Oxford
18:11
58
68
Isis
128
01982-03-27 27 March 1982
Oxford
18:21
59
68
Isis
129
01983-04-02 2 April 1983
Oxford
19:07
60
68
Isis
130
01984-03-18 18 March 1984
Oxford
16:45
61
68
Goldie
131
01985-04-06 6 April 1985
Oxford
17:11
62
68
Isis
132
01986-03-29 29 March 1986
Cambridge
17:58
62
69
Isis
133
01987-03-28 28 March 1987
Oxford
19:59
63
69
Goldie
134
01988-04-02 2 April 1988
Oxford
17:35
64
69
Goldie
135
01989-03-25 25 March 1989
Oxford
18:27
65
69
Isis
136
01990-03-31 31 March 1990
Oxford
17:22
66
69
Goldie
137
01991-03-30 30 March 1991
Oxford
16:59
67
69
Goldie
138
01992-04-04 4 April 1992
Oxford
17:44
68
69
Goldie
139
01993-03-27 27 March 1993
Cambridge
17:00
68
70
Goldie
140
01994-03-26 26 March 1994
Cambridge
18:09
68
71
Goldie
141
01995-04-01 1 April 1995
Cambridge
18:04
68
72
Goldie
142
01996-04-06 6 April 1996
Cambridge
16:58
68
73
Goldie
143
01997-03-29 29 March 1997
Cambridge
17:38
68
74
Goldie
144
01998-03-28 28 March 1998
Cambridge
16:19
68
75
Isis
145
01999-04-03 3 April 1999
Cambridge
16:41
68
76
Goldie
146
02000-03-25 25 March 2000
Oxford
18:04
69
76
Isis
147
02001-03-24 24 March 2001
Cambridge
17:44
69
77
Goldie
148
02002-03-30 30 March 2002
Oxford
16:54
70
77
Isis
149
02003-04-06 6 April 2003
Oxford
18:06
71
77
Goldie
150
02004-03-28 28 March 2004
Cambridge
18:47
71
78
Isis
151
02005-03-27 27 March 2005
Oxford
16:42
72
78
Goldie
152
02006-04-02 2 April 2006
Oxford
18:26
73
78
Goldie
153
02007-04-07 7 April 2007
Cambridge
17:49
73
79
Goldie
154
02008-03-29 29 March 2008
Oxford
20:53
74
79
Isis
155
02009-03-29 29 March 2009
Oxford
17:00
75
79
Isis
156
02010-04-03 3 April 2010
Cambridge
17:35
75
80
Goldie
Unofficial wartime races

Date Winner
1940 Cambridge
1943 Oxford
1944 Oxford
1945 Cambridge

Although the heavyweight men’s eights are the main draw, the two universities compete in other rowing boat races. The main boat race is preceded by a race between the two reserve crews (called Isis for Oxford and Goldie for Cambridge).

The women’s eights, women’s reserve eights, men’s lightweight eights and women’s lightweight eights race in the Henley Boat races a week before the men’s heavyweight races.

There is also a ‘veterans’ boat race, usually held on a weekday before the main Boat Race, on the Thames between Putney and Hammersmith.

The Chinese call Britain ‘The Island of Hero’s’ which I think sums up what we British are all about. We British are inquisitive and competitive and are always looking over the horizon to the next adventure and discovery.

Copyright © 2010 Paul Hussey. All Rights Reserved.



Source by Paul hussey

Be the first to comment - What do you think?  Posted by admin - August 11, 2017 at 2:39 am

Categories: Asian best food   Tags: , , , , , , , , ,

English Custard – History and Recipe

English Custard – History and Recipe

I thought as English Custard is an Iconic English Recipe and food items, I thought my short article would be interesting to supporters of English Food stuff. Custard was recognized in English Delicacies at minimum as early as the fourteenth century. One particular of the most well-known and quintessential English Custard’s is “Birds Custard Powder” which I reccomend to any cook who would like to make the best English custard.

The first reference to custard in England was as almond milk or almond product In a background of the Abbey of Croyland, England, Laurence Chateres in 1413. It contained almonds, thick milk, water, salt and sugar.

Not all custards are sweet. A quiche is a savoury custard tart. Some forms of timbale or vegetable loaf are built of a custard base combined with chopped savoury substances. Custard royale is a thick custard cut into ornamental designs and applied to garnish soup or broth.

Bird’s Custard (a manufacturer identify) is the initial variation of what is recognized generically as custard powder. It is a cornflour-based mostly powder which thickens to sort a custard-like sauce when combined with milk and heated to a ample temperature. Bird’s Custard was first formulated and first cooked by Alfred Chook in 1837, because his wife was allergic to eggs the important ingredient applied to thicken common custard.

In some regions of the United Kingdom the attractiveness of this type of dessert is this kind of that it is only recognized as “custard.” In this kind of instances, typical utilization of the term may possibly be much more probable to refer to the “Bird’s” custard fairly than to the common egg-based mostly wide variety.

In modern several years, “instantaneous” variations (containing powdered milk and sugar and requiring only sizzling water) and prepared-built custard in tins and cartons have also turn into well-known.

A food items and consume survey carried out in 2000 observed 99% of customers recognised the manufacturer which accounts for 45% of the custard eaten in the United kingdom. Bird’s Custard is also exported to a number of international locations around the world, such as the United States, in which it is well-known between a number of ethnic groups. Several ethnic and specialty stores throughout the United States provide the merchandise. In Canada Bird’s Custard can frequently be observed in lots of well-known grocery supermarkets.

In addition to the Bird’s manufacturer, generic cornflour-based mostly custards are extensively offered.

“English Custard”

Ingredients

1/3 cup sugar
2-3 egg yolks
1 teaspoon flour
1 1/2 cups milk
1 piece vanilla bean

Process

Do the job up sugar and egg yolks with a picket spoon until sleek and creamy. Insert flour. Scald milk and vanilla bean collectively and then add egg yolk mixture to it, very little by very little. Return to saucepan and cook slowly, stirring frequently until it arrives to the boiling stage. Do not make it possible for to boil. Take away vanilla bean. Awesome, stirring vigorously at first and then from time to time to prevent crust from forming on prime. Serve cold or a very little heat. Other flavoring may possibly be applied. For coffee taste use 1/2prime milk and 1/2 strong coffee, for chocolate taste add grated chocolate to style to sizzling milk. Serves to to 3.

Please stop by my Amusing Animal Art Prints Assortment @ http://www.fabprints.com

My other web-site is called Listing of British Icons: http://fabprints.webs.com

The Chinese phone Britain ‘The Island of Hero’s’ which I feel sums up what we British are all about. We British are inquisitive and aggressive and are always wanting more than the horizon to the subsequent adventure and discovery.

Copyright © 2010 Paul Hussey. All Legal rights Reserved.



Supply by Paul hussey

Be the first to comment - What do you think?  Posted by admin - July 28, 2017 at 8:35 am

Categories: Asian best food   Tags: , , , , , ,

Next Page »