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Numpty Numpty OG

=SS Tutshi= The SS Tutshi (pronounced too-shy) was a sternwheel paddle steamer that operated in the Southern Lakes region of the Yukon River watershed, Canada, between 1917 and 1955.

The vessel was built in 1917 in Carcross, Yukon, by the British Yukon Navigation Company (BYN Co.), a subsidiary of the White Pass and Yukon Route railway company. Unlike many of the BYN Co. fleet, the Tutshi was specifically designed from the outset to cater for the tourist passenger trade, rather than hauling freight. As such, she was equipped to a much higher standard than most Yukon sternwheelers, and was referred to as "the queen of the BYN Co. fleet." Her main cruising routes were between Carcross and Atlin, on Atlin Lake, and latterly to Ben-My-Chree, at the far end of the Taku Arm of Teslin Lake.

SS Tutshi was retired from regular service in 1955, when BYN Co. ceased paddle steamer operations throughout Yukon and British Columbia, and was beached on the lake shore at Carcross in 1956. Subsequently she sat untended for many years, until in 1971 the Yukon territorial government bought the hulk. Preservation work began in 1977 and over CDN$1 million (approximately CDN$ million in ) was spent on restoring the vessel in the following 13 years, but as the work was nearing completion the Tushi was almost entirely destroyed by a fire in July 1990.

Today, only the Tutshi bow section and boiler survive. These form focal points of the S.S. Tutshi Memorial and Carcross Gateway Pavilion in Carcross, that opened in July 2011.

Background
The Southern Lakes had been minor access routes in to the Yukon River watershed for much of the 19th century. However, the huge influx of people attempting to cross into Yukon during the Klondike Gold Rush and Atlin Gold Rush increased the importance of these, the quickest and most direct routes to the goldfields downstream. From the coast of the Alaska Panhandle stampeders could cross the mountains of the Boundary Ranges by either the White Pass (from Skagway) or the Chilkoot Pass (from Dyea). These passes ended at the headwaters of Bennett, Tutshi and Tagish Lakes, from where the prospective prospectors would commonly proceed downstream using self-built scows.

The first sternwheel steamers were brought over the passes to the lakes in 1898, at the height of the rush, and were constructed on the lake shore from parts pre-fabricated in San Fransisco. These boats, including the A. J. Goddard, were small but offered greatly increased cargo capacity in comparison to the wooden scows. Steamer transport on the lakes became more important with the completion of the White Pass and Yukon Route railroad from Skagway to Bennett, British Columbia, in 1899. From Bennett cargo was transshipped into sternwheelers for transport through the lakes to Canyon City south of Whitehorse on the Dawson City route, and later to the growing mining communities around Tagish and Atlin Lakes. In the same year, a railroad tramway was constructed from Carcross, between Bennett and Tagish Lakes, and Whitehorse. As a result, for a short while Carcross also became a bustling town as goods and people moved back onto the railroad from the steamers to bypass Tagish Lake and Marsh Lake, and the notorious Miles Canyon and White Horse rapids. However, with the completion of the railroad from Bennett to Carcross in June 1900 it became possible to move goods and people directly from the coastal ports to Whitehorse without the need for costly and time consuming trans-shipment onto the lake vessels.

Early life and education
Alice Wilson was born in the town of Cobourg, Ontario, on August 26, 1881.

Awards and recognition
In 1935, Wilson was appointed a Member of the Most Excellent Order of the British Empire (MBE). In 1938, Wilson was elected a Fellow of the Royal Society of Canada, the first woman to be so in the society's history.

In 1991, the Royal Society of Canada instituted an award in Alice Wilson's memory. The Alice Wilson Award is made annually to "three women of outstanding academic qualifications in the Arts and Humanities, Social Sciences or Science who are entering a career in scholarship or research at the postdoctoral level." As of 2014, each recipient was awarded a diploma and a cash sum of CDN$1000.

International Trophy races
The 1951 International Daily Express Trophy was the third running of the non-Championship Formula One event organized by the British Racing Drivers' Club (BRDC), sponsored by the Daily Express newspaper. The race was held at the club's own Silverstone Circuit track, built on the perimeter roads of the former RAF Silverstone airfield. The event was last major Formula One race to be held before the start of the 1951 World Championship, and was the first race of the 1951 season that the then-dominant Alfa Romeo works team entered. The team's Alfa Romeo 159 cars had won all six of 's Formula One Championship races, but the supercharged, 1.5-litre 159 was based on the pre-war Alfa Romeo 158 and was reaching the end of its development potential. In contrast, Scuderia Ferrari had introduced a brand new, naturally aspirated, 4.5-litre car, the Ferrari 375, toward the end of 1950, and Alberto Ascari had taken second place at the 1950 Italian Grand Prix, the last race of the 1950 World Championship. Over the winter Ferrari made a series of upgrades, and during early races of the 1951 season the Scuderia had already used the 375 to win the Syracuse, Pau and San Remo Grands Prix. Hence, the International Trophy was widely anticipated as the first race in which the new Ferraris would be truly tested against the "all-dominant Alfa Romeos".

The predicted showdown did not happen, however, as Ferrari withdrew the two works cars they had entered for Ascari and Luigi Villoresi prior to the Silverstone event, owing to a financial disagreement between the team and the BRDC. The only Ferrari 375 present was a privateer entry belonging to wealthy British industrialist Tony Vandervell. This car was far from standard, as Vandervell was proprietor of Vandervell Products Ltd., manufacturers of Thin-Wall bearings, and this car was ostensibly a research mule being used for development of bearings for racing engines. Vandervell had consequently had his Ferrari's engine modified to use his company's bearings, and had installed it in an early-1950, Ferrari 125-specification chassis that had been modified to incorporate De Dion tube rear suspension, in line with the newest factory cars. Vandervell entered the car as the Thinwall Special, painted British racing green, to be driven by veteran British driver Reg Parnell.

In contrast to Ferrari, Alfa Romeo entered a full complement of four cars for the reigning World Champion, Nino Farina, and works drivers Juan-Manuel Fangio, Felice Bonetto and Consalvo Sanesi. Works cars were also present from the French Gordini team, with Maurice Trintignant and Robert Manzon each driving a Simca-Gordini T15. British Racing Motors were absent but there was one British works team present, although the HWM cars of team owner George Abecassis and young British driver Stirling Moss were to Formula Two specification, and their 2-litre Alta engines were very underpowered in comparison to the pukka Formula One machines.

There were a total of six privateer Maserati cars entered. As he was driving for Vandervell, Parnell's own brace of Maserati 4CLT/48s were to be driven by David Murray and David Hampshire, the latter officially entered under Parnell's relationship with the Italian Scuderia Ambrosiana team. Owner-driver Emmanuel de Graffenried's car was entered by Enrico Platé's Swiss-based team, who also ran a second car for Harry Schell, while John James entered his own. The final Maserati was something a little different. Thai prince, Birabongse Bhanudej, racing as "B. Bira", his nom de course, had brought his heavily modified car, painted in the pale blue and yellow racing colours of his country. Although this car had started life as a 4CLT/48, over the winter of 1950–1951 Bira had commissioned the Maserati brothers' new firm, O.S.C.A., to build a 4.5-litre naturally aspirated V12 engine, to replace the standard Maserati 1.5-litre supercharged inline-four engine. This had been fitted to the car, together with modified bodywork, and Bira had already shown its pace by winning the 1951 Richmond Trophy earlier in the season.

Similar to Maserati, five privateer Talbot-Lago T26C cars had been entered, the Talbot-Lago company itself having withdrawn from Formula One racing at the end of the previous year. These cars were a mixture of 1948/1949 original cars and 1950 DA-specification machines. Ecurie Rosier entered one of each, the newer car for team owner Louis Rosier and an older model for Henri Louveau. British-born Belgian driver Johnny Claes ran his own DA car, having sold his older mount to Duncan Hamilton only shortly before the race. Former Talbot works driver Philippe Étancelin also entered his own ex-works 1950 machine.

The remaining cars on the entry list comprised a broad selection of pre-war ERA and Alta cars, run by the usual suspects from among the British (or British-based, in the case of Tony Gaze) national level privateer drivers, and Tony Rolt driving Rob Walker's ex-Richard Seaman, ex-Earl Howe, Delage 15 S8.

Heats
The field was split neatly in two for the qualification heats. The first heat, contested over 15 laps, contained half of the works Alfa Romeo and Gordini teams, along with half of the privateer Maseratis, three Talbot-Lagos, a selection of ERAs, both of the works HWM Formula Two cars, and Parnell's Thinwall Special Ferrari. Fangio had set a new lap record during practice, but he started the race from the second row, alongside Parnell, as he had used his teammate Bonetto's car to do so. Bonetto was the beneficiary of Fangio's speed, and started the race from pole position. At the start Bonetto squandered his advantage by spinning his wheels, allowing Fangio to move into the lead and start to build a significant advantage over Bonetto and Parnell, in third. At the end of the first lap Fangio had a five second lead over Bonetto, but Parnell was close behind. Bonetto prevented Parnell from passing him for the first few laps, which some commentators suggested may have been a deliberate tactic to allow Fangio to build a decisive lead.

Parnell finally made a move to pass Bonetto when the latter ran wide on lap five, and set about trying to reduce the 10 second gap to Fangio. In response, Fangio sped up, breaking the lap record with an average speed of 95.40 mph for lap nine, 1.38 mph faster than the previous best. However, Parnell continued to press on and cut the gap between them. Behind the leading pair,

Final – 35 laps (6 completed)
When the race was halted after only six laps, the organisers initially intended to use the race positions only as a means of setting the starting grid for a restart. As precise timings has not been kept for all but the lead runners, and even the race order was not entirely certain given the extremely poor visibility, when the race was abandoned the BRDC decided to officially cancel the event and so no formal result was given. The results announced, and prize monies paid, were issued as a symbolic gesture only. Given the uncertainty over placings, third place was awarded jointly to Whitehead and Fangio, but contemporary records list Fangio as being ahead.


 * Fastest lap: Reg Parnell – 2:38

The Spencer Perceval link
All Saints Church was built as a memorial to barrister and politician Spencer Perceval, the Prime Minister of the United Kingdom between 1809 and his assassination in 1812.

Architecture and construction
The church building was designed in the Early Perpendicular Gothic style by William Alfred Pite. The design included a central nave, with flanking aisles as lean-to structures, and a bell tower at the north-western corner that incorporated the main doors from Elm Grove Road. The eastern end of the nave was heavily castellated, and featured two small octagonal turrets flanking the east window.

The external walls were constructed of rock-faced 'Stamford stone' masonry. The upper levels of the tower, quoins and detailing were in fully dressed stone. Stamford stone is sourced from the Mid-Jurassic Inferior Oolite, and is a fine-grained oolitic limestone. Although Stamford is in Lincolnshire, and Stamford stone's most common source is from the Lincolnshire Limestone Formation, the Inferior Oolite outcrop extends under a large part of Northamptonshire, including the county town, as whose Member of Parliament Perceval had served since 1796.

The interior of the church was