Choosing Scarves

December 9th, 2008

If you can dream it, you can crochet it. And unfortunately, that’s exactly what your great-aunt Tillie from Milwaukee did on her Knitaway - available from Ronco, free with the Be-Dazzler, circa 1979 - when she gave you that multicolored scarf now hanging in your closet. (I have a storage unit full of Knitaways because I bought so many Be-Dazzlers, by the way. Hello? eBay?)

Great-aunt Tillie seems to be the source for most men’s scarves. Scarves just seem to come into our lives. You don’t realize how you get them, you just get them. They’re like moles.

But just like everything else, you need to buy scarves. You need to have a classic, basic scarf. I recommend a black or grey cashmere scarf - it’s a great introduction to cashmere at about $75. They’re warm, chic, and sophisticated, and they look great with everything. You can wear them with a suit, with a casual sweater, or even jeans and a T-shirt. Those crazy multi-coloured scarves that you get from great-aunt Tillie? Those don’t look good with anything.

The scarf is a big holiday gift, but inevitably you get the one you don’t want. Time to go shopping! After the holidays there are vast quantities of scarves on sale, although selection might be slightly limited. But in most climates, that’s just when you’re going to need one, and you might hit a great deal.

If you can’t do cashmere, look for merino wool or superfine lambs wool. But what�ever you do, keep the fibers real, just like everything else. Avoid scarves made of things like “cashmayre” or “cashmink” or “cashmina”. It’s a plot to trick you. But alas, dear reader, you’ve got me on your side, and you shan’t be duped.

Watch out for novelty scarves, too. If it lights up, plays music, is decorated with a keyboard, or is adorned with any Disney characters whatsoever, just keep looking.

Cycling in Andalucia Southern Spain. Day’s 6 and 7, Sevilla & Cordoba

December 9th, 2008

Cycling in Andalucia Southern Spain. Day’s 6 and 7, Sevilla & Cordoba

Day 7 : Visit La Giralda, La Cathedral de Sevilla, Europe’s largest Gothic Cathedral and Reales Alcazares, the royal residence from 1364. Lunch on the banks of the Guadalquivir overlooking the ‘Paseo Colon.’ Horse and Carriage ride along the Avenida Palmeras, Plaza de Espana and Parque De Maria Luisa. Afternoon and evening free to shop, explore and dine in one of Sevilla’s many “Tapas Bars.”

Day 8 : Transfer to Caliphate Cordoba, the Spanish capital from the 8th- 11th century and the birthplace of the incomparable Maimonides. Guided tour of the Juderia, where little has changed over the centuries, including it’s narrow cobbled streets, secluded niches and tiny workshops. Visit the historic synagogue and statue of Maimonides. Explore the 5th wonder of the world, La Mezquita., an extraordinary combination of art, architecture and science from the 8th century. Lunch in Cordoba. Afternoon free to wander Cordoba’s old city and discover her famous hidden garden patios. Return to Seville. Dinner and farewell celebrations.

Doctor Who

December 9th, 2008

Over the last forty-five years, Doctor Who has been at our screens. With 10 incarnations of The Doctor, it has the world record for the longest Sci-Fi series. When the show started in nineteen sixty three, the first episode that was shown had very few viewers. This is because it was aired on the day President Kennedy was assassinated. (November 23rd) Now, most of the episodes are shot in Cardiff. Interesting? So, step into the TARDIS (Time and Relative Dimension in Space) and read on, learn more about the exciting world of Doctor Who.

The Ten Doctors

Since 1963, there have been ten incarnations of the anonymous time-travelling hero, the list follows-:

William Hartnell - 1963 to 1966
Patrick Troughton - 1966 to 1969
Jon Pertwee - 1970 to 1974
Tom Baker - 1974 to 1981
Peter Davison - 1982 to 1984
Colin Baker - 1984 to 1986
Sylvester McCoy - 1987 to 1996 (TV Movie)
Paul McGann - 1996 (TV Movie)
Christopher Eccleston - 2005
David Tennant - 2005 to 2009

As you can see, Tom Baker played The Doctor for the longest amount of time � eight years! David Tennant is still our present Doctor, but he will be leaving after three specials in two thousand and nine. It is rumored that David Morrissey will play the eleventh Doctor. There was also an actor that did two films - he was Peter Cushing. He was not listed as one of the official Doctors as the films he did were copies of an original episode. It is said the Doctor has thirteen lives, but personally I think he will go on forever!

Enemies

Everyone knows that the Daleks are the supreme race of the universe, but the third Doctor always used to say his best enemy was the evil Master. The Cybermen are also very popular with the Doctor however, there are lots more than these. Here is an A-Z list of some of the monsters that have ever appeared:

Abzorbaloff
Ambassadors of Death
Autons
Axons
Carrionites
Celestial Toymaker
Clockwork Robots
Cybermen
Daemons
Daleks
Davros
Destroyer
Empress of the Racnoss
Empty Child
Gelth
Giant Maggots
Haemovores
Ice Warriors
Isolus
Jagrafess of the Holy Hadrojassic Maxarodenfoe
Judoon
Krillitanes
Krynoid
Macra
Magnus Greel
Master
Morbius
Omega
Rani
Sycorax
Tereptiles
Weed Creature
Zarbi
Zygons

The list could be longer, but I can’t write all of it. The hardest one to say is Jagrafess of the Holy Hadrojassic Maxarodenfoe - which is as big as the monster actually is!

Gadgets

The main gadget in Doctor Who is probably the TARDIS - as I said at the beginning it stands for Time And Relative Dimension In Space. This is the Doctor’s spaceship, which is very special as it can travel not only through space - but in time as well. It is bigger on the inside than it is on the outside, the doors are extremely tough as we know from the ninth Doctor when he said, ‘Genghis Khan couldn’t get through those doors!’

The Doctor’s other gadget is the Sonic Screwdriver. Without this he would be locked out of anywhere! It has been used in a variety of ways - scanning, sealing, and unlocking. It can crack any lock- except a deadlock. Many Doctors have used it but the styling has changed.

Music

Murray Gold � the composer of the Doctor Who music is known to be a genius. The pieces he produces are an essential part of the episodes, they wouldn’t be as scary without it. He writes the music, then records it with help from the BBC National Orchestra of Wales, who also play a big part in the role. Ben Foster conducts them. Currently there are three CDs released, which are the Original Television Soundtrack to Doctor Who, I recommend them if you are a Doctor Who fan!

Quiz

1. What is the Doctor’s spaceship called?
2. How many Doctors have there been?
3. Who played the Doctor longest?
4. Who is the supreme race?
5. Who creates the Doctor Who music?
6. In which year did Doctor Who start?
7. In which city is Doctor Who filmed?

(Answers at end of report)

Writers

The head writer of Doctor Who now is Russell T Davies, although at the end of two thousand and nine - he will leave. Then the head writer will be Steven Moffat who has written some of the best Doctor Who episodes ever; Such as the ‘The Empty Child’, ‘The Doctor Dances’, ‘The Girl in the Fireplace’ and many, many more. Other writers include Tom MacRae, Mark Gatiss, Matt Jones and Matthew Graham.

Merchandise

There are thousands of different Doctor Who products out there on the market, some VERY expensive, but some are reasonably cheap and definitely worth the money. From toothbrushes to TARDISes, you can find the perfect gift for a Doctor Who fanatic - here are some of the best: Voice Interactive Dalek, Voice Changers, Flight Control TARDIS, Encyclopedia, Bedsheets, Box Set DVDs. WOW!

Now you’ve learned a bit more about the best show in the world, do you think you’ll watch it? Certainly hope you do! Next episode is on Christmas Day - 6:00pm!

Answers to Quiz

1. TARDIS

2. 11

3. Tom Baker

4. The Daleks

5. Murray Gold

6. 1963

7. Cardiff

Retirement Planning Mistakes

December 9th, 2008

If it’s years away, why worry about retirement now?

Because the decisions you make today could significantly affect your future lifestyle. Enough errors in judgment could put your financial security during retirement at risk. So, by avoiding the following mistakes, you may improve your chances for a financially secure retirement:

Waiting too long to start saving.

While it may be tempting to put off savings for retirement until you buy a house and pay for your children’s college education, this could be a huge mistake. Time is critical to the growth of your retirement account.

If you put other goals first and wait to start saving for retirement, you will miss out on the benefits of compounding during all the years that you weren’t saving. It’s almost impossible to make up the difference once you get a late start.

The ideal time to start saving for retirement is as soon as you are eligible to participate in your first employer’s retirement plan. It may be hard to save for something so far off when you have so many current demands on your paycheck. Start with a small amount every payday and increase it as your earnings increase.

With a good budget and a little discipline, you may be able to save enough to buy a house, send the kids to college and enjoy a comfortable retirement.

Following the crowd.

Your investment plan should be based on careful research and an understanding of your own risk tolerance and investment time frame. A qualified financial professional can help you make these assessments. Once your plan is in place, it is unwise to make spur-of-the-moment changes based on the latest investment trend.

In many cases, by the time a hot investment tip hits the airwaves, it’s too late to benefit from it. When you are saving for a retirement that is years in the future, you are a long-term investor and should stick to your long-term plan.

Becoming discouraged by short-term losses.

As a long-term investor, you should seriously consider including stock investments in your portfolio. Historically, stocks have offered the best chance for long-term returns that will stay ahead of inflation and help you achieve your financial goals.

However, stocks are risky and investors should be prepared for losses as well as gains. It would be a mistake to take your money out of an investment that you believe is experiencing a temporary decline because you might then miss out on the eventual rebound. If you have a significant number of years before retirement, your investments have a lot of time to recover from periodic declines in the stock market.

Be sure to consult a financial advisor when making investment decisions.

Under estimating your future needs.

With people living longer, healthier, more active lives, you may need more money during retirement than you anticipated. Depending on your lifestyle, you could need 80 percent � or more � of your pre-retirement income for many years after you stop working. And don’t forget about inflation’s potentially crippling effect on your purchasing power.

Figuring out how much you may need for retirement should motivate you to save as much as possible in your company’s retirement plan. The more money you save, the more money you have working for you, and the more money you are likely to have when you retire.

Physics of Diving. The Diving Environment - Water. Conduction & Sound

December 9th, 2008

Physics of Diving. The Diving Environment - Water. Conduction & Sound.

Conduction

Water has a colossal capacity for conducting heat away from the body. The high heat capacity and rate of conductivity of water are such that thermal protection is needed in all but the warmest tropical waters. An unclad diver in waters of less than about 21C will lose heat faster than his body can replace it, and he will become chilled. In extreme cases, hypothermia will follow. Protective clothing is necessary to avoid chilling.

Sound

Because water is such a dense medium, sound travels more than four times faster in water than in air. It is anything but a silent world. Since sound travels so quickly it is difficult to determine the exact sound source. However, sound signals made by rapping a stone or knife handle against an aqualung cylinder in a distinct code is a popular way of attracting a dive partner’s attention.

Sounds made above water will not penetrate the surface, and neither will underwater sounds pass through into the air.

Rediscovering the Confederate Treasury A Mountain Island, North Carolina History

December 9th, 2008

Rediscovering the Confederate Treasury A Mountain Island, North Carolina History
As collectors we collect for many reasons: to fill an album page, the challenge of the hunt, appreciation of value, the beauty of the art or, in my case, the history surrounding the items. A recent move to a new location provided me the opportunity to explore the postal history of my new environs. What a surprise I uncovered as I dug deep into the history of my new home place - a small lake north of Charlotte with a postal history just waiting to be told.

In May of 1854, John Tate was appointed Postmaster of the Town of Mountain Island, located on a peninsula created by the Catawba River in the northeast portion of Gaston County bordering Mecklenburg County. The history of the community starts a few years earlier.

The first Gaston County textile mill came the same year Gaston became a county and, like the first settlers, it came on a wagon from the north - northern North Carolina. Thomas Randolph Tate bought property on Mountain Island and set up a mill. He called it appropriately the Mountain Island Mill. Tate had bought the Mount Heccla Mill in Greensboro from Henry Humphreys, his father-in-law, who built the mill in 1828. As fuel became scarce, Tate first moved the building to a location near a major water source, then to Mountain Island where water from the Catawba River produced steam to power the machinery. The mill had looms and spindles - a spinning and weaving operation for cotton and wool cloth.

The Mountain Island Mill rose four stories high out of the ground near the river. It was built of red bricks purchased from Mountain Island Manufacturing Company, which made them from the red clay. Construction was completed and the machinery was in place by the fall of 1848, when the machines began to hum and the first bolts of cloth rolled out of the mill.

In 1852, about six years after the Mountain Island Mill began operation, John Lineberger, Caleb Lineberger, Labon Lineberger, Jonas Hoffman, John Clemmer and Moses Rhyne opened the Woodlawn Company below Spencer’s Mountain on the South Fork near what is now McAdenville.

These mills would begin the textile future of Gaston County.

The Mountain Island mill site was chosen for two reasons: one was that there was a partially constructed canal, originally intended to convey cotton to Charleston but which could be easily used for a race; the other was that water power was cheaper than steam. The name was chosen from the little mountain, now almost covered by water, and from Mt. Hechler Mill at Greensboro from which the machinery was moved and started up in its new home during the fall of 1849.

Mr. Tate was a son-in-law of Henry Humphrey who erected and operated the Mt. Hechler Mill at Greensboro. It was largely through marriage with Mr. Humphrey’s daughter that Tate came into possession of it.

Short hours were unknown. In those days the mill was operated from sunup to sundown. Men’s wags were from twenty-five to forty cents a day. Women received the same for weaving. The pay of small boys was from five to twenty-five cents. There was no age limit and free schools were unknown, thus there was nothing else for children to do but work.

Heavy sheeting was manufactured in the plant. It was sold mostly in North Carolina and Tennessee. The white sheeting was used for men’s underclothes. Dyes were made from copperas or maple bark or sumac berries to color the cloth for women’s dresses or other uses.

During the Civil War, the mill started a wool department and made blankets and southern gray for soldiers’ uniforms. Negro slave labor was used to run the mill during the war.

The mill closed down at the end of the war and remained closed until 1872. In 1894 the Tate’s sold the mill to William J. Hopper who operated the mill until 1916 when a great flood destroyed the entire plant.

A review of the Postmaster of Mountain Island post office indicates the mill played an important roll in its operation. John Tate was Postmaster through the Civil War. Ferdinand Tate was appointed in 1878, Frank Hooper in 1884 and a James Tate in 1904. On April 30, 1910 the post office was closed for the last time.

Postmasters of Mountain Island:
John Tate - 5 May 1854
John Tate, CSA - 6 Jul 1861
CSA office closed on or before - 30 Apr 1865
Federal office discontinued - 4 Mar 1867
Purnell P. Zimmerman - 9 Jun 1875
Ferdinand A. Tate - 3 Oct 1878
Felix A. Savin - 28 Apr 1884
Frank B. Hooper - 1 May 1884
William T. Jordan - 1 Dec 1884
James E. Tate - 26 Oct 1904
Belle Miller - 3 May 1906
William O. Gardner - 8 Feb 1907
Discontinued - 30 Apr 1910

The story now needs to turn south about 10 miles to Charlotte and return to the Civil War era. A large part of the Confederate Navy Yard was moved from Norfolk Virginia to Charlotte early in the war. Charlotte was selected because of its railroad facilities. It was a wise choice since the Charlotte yard suffered less interruption from the movement of the enemy than any of the other naval ordinance plants. By war’s end, there were 300 employed at the Navy yard. Throughout the war, this plant produced shafting for propellers of steamers, wrought iron projectiles and various kinds of ordinance equipment and ammunition.

Charlotte’s most unforgettable war days were those just preceding and immediately following Lee’s surrender at Appomattox on April 9, 1865.

When Jefferson Davis anticipated the imminent fall of Richmond, he sent his wife and children to Charlotte where he thought they might dwell safely and comfortably until he could join them. At Charlotte they were house guests of a local merchant named Weill. Subsequently, Mrs. Davis and her party moved into a furnished house. This event is described in a letter written by Mrs. John Wilkes which reads, “The house was located on the northeast corner of Brevard and 5th Streets. Such of us as could spare any furniture sent what we could to furnish the house. I sent her bread, milk and pantry supplies, as did many other housekeepers.”

When Mrs. Davis heard of Lee’s surrender and that President Davis was making his way south, she became frantic with alarm. When she observed the troops which had brought treasury funds from Richmond to Charlotte sometime before, preparing to move them to a place of greater safety, she decided to join them and left Charlotte two days before her husband’s arrival. She wrote her husband frequently. A copy of one of these letters has been preserved and illuminates the situation that existed in Charlotte at that time:

My own dear Bunny,
Since my arrival here I have been so busy as to have only the evening to write in, and then but one room where the children most did congregate, so I have written you but one disjointed letter.

The news of Richmond came upon me like the “abomination of desolation” the loss of Selma like the blackness thereof. Since your telegram upon your arrival at Danville, we have nothing except the wildest rumors, all, however, discouraging.

I, who know that your strength when stirred up, is grand, and that you can do with a few what others have failed to do with many, am awaiting prayerfully the advent when it is God’s will to delivery us through his appointed agent. I trust it may be you, as I believe it is.

It would comfort me greatly if you could only find an opportunity to write me a full, long letter. As soon as we are established here I am going to leave Mrs. Chesnut with the children and bring Li Pie [evidently the baby] to see you. The gentlemen I have seen here are exceedingly kind, and have offered me every civility in their power.

The surgeon general was also very kind in his offers of service. Colonel Johnston, with his wife, called to see me. Mrs. Joe Johnston is living here with the cashier of the bank, and family, and keeps a pretty fancy carriage and horse. I haven’t seen her but I hear she is going out of town before long to some watering place or other. Mrs. Semmes went off yesterday for the South. I did not see her. The Wigfalls are staying, I believe, with Mrs. Johnston, also. They arrived yesterday.

I hear a funny account of Wigfall’s interview with Beauregard. It seems he went to see him on his way to this place and when the news of the evacuation of Richmond came, and that the enemy had not yet entered town, the general said, “Oh! They do not understand the situation. It is, or ought to be a plan of Lee’s to keep between Richmond and the enemy. If Grant attempted to throw troops between his army and Richmond, Lee can whip them in detail.”

I cannot judge the moral effect of the fall of Richmond. The people here were about as low as they could be before, as I infer from little things, but, upon the whole I do not think the shock is as great as I expected.

We had a digest of your address to the people today, and I could not make much of it, except an encouraging exhortation. Am anxious to see the whole thing. Numberless surmises are hazarded here as to your future destination and occupation, but I know that wherever you are and in whatever engaged it is an efficient manner for the country. The way things look now the trans-Mississippi seems our ultimate destination.

Though I know you do not like interference, let me entreat you not to send B. B. to command here. I am satisfied that the country will be ruined by its intestine feuds if you do so. If your friends thought it best I should feel helpless, but resigned; but even those who hope for favors in that event deprecate it for you. If I am intrusive forgive me for the sake of the love which impels me, but pray long and fervently before you decide to do it.

Mrs. Chesnut wrote me a most affectionate letter from Chester today. She is staying in two rooms very badly furnished, and furnished with food by her friend there�”

Much of the money that was stored in Charlotte was taken further south but some of it, along with the money that belonged to the branch bank at Charlotte, was removed to a spot about eighteen miles from town and there buried. The details of the search for a safe spot, the removal of some 3,000 pounds of gold bullion are recorded in the diary of J. H. Carson, grandfather of James H. Carson and McAlister Carson, Sr., of Charlotte.

President Davis rode on horseback into Charlotte on the afternoon of April 18, 1865. He was accompanied by three aides and members of his cabinet. Arrangements had been made with private families in Charlotte for accommodating him and members of his cabinet.

Upon his arrival to Charlotte President Davis gave an impromptu speech to the citizens who had gathered around him.

While the President spoke, John C. Courtnay, from the telegraph office, walked rapidly through the crowd and handed him a telegram, which he held unopened until his talk was finished. Then he silently read the dispatch. “Can this be true? This is dreadful! It is horrible! Can it be really true?” he exclaimed. The dispatch reported the assassination of Abraham Lincoln.

President Davis and his cabinet made their headquarters during their stay at the branch of the Bank of North Carolina, located on the west side of Tryon Street, midway between Trade and Fourth Streets. The final meeting of the whole cabinet was held on April 20, 1865, at the home of Mr. William Phifer. This location was made necessary because of the illness of Mr. Trenholm, Secretary of the Treasury who was Mr. Phifer’s guest.

On April 21 the President and much of his cabinet moved further south as Major Erastus C. Moderwell, 12th Ohio Cavalry, moved into Charlotte.

Now the Mountain Island plot thickens.

Following the July 1916 flood that brought an end to the hub of village life that existed around the Mountain Island Mill, the Catawba Manufacturing Company built a steam plant on the banks of the Catawba River to produce electricity. Within a decade, Duke Power purchased the land from the Catawba Manufacturing Company and began the construction of a hydroelectric dam at the site where the mill once stood.

In 1923, the completion of the dam across the Catawba River created Mountain Island Lake. The damming of the Catawba River created more than sixty miles of shoreline and a surface area of more than 3,235 acres. It also meant that the ancient Catawba Indian grave mounds, farm fields and the land where the Mountain Island Mill village sat were now flooded. The Duke Power archives have photos of the homes from the mill villages being both moved and destroyed as the dam was being built. Yet, within a short time, another village was established on the peninsula.

In October 1929, the day before the stock market crash, the first two units of the Riverbend Steam Plant began operation and a new era began by the river.

The Riverbend Duke Power village was a uniquely American community. Once again, an atmosphere of community was created on the land. There were 136 individual houses in the Riverbend Village. Duke Power supplied coal, electricity, garbage pick-up, general yard and roadwork for the homes.

No post office was to open again.

The neighborhood was integrated. Three to four African-American families lived in the village. Jim Harvey Walls was a favorite neighbor. The children called him “Uncle Jim.” He had been born a slave and as a result, Jim Harvey Walls had no idea how old he was.

Uncle Jim loved to tell stories to the children; among his stories was a tale of buried gold. He always began the story in the same way:

“I remember that day as if it was yesterday. My poppa and me spotted a troop of Confederate soldiers coming from the direction of Charlotte. They were escorting a horse drawn wagon down Rozzelles Ferry Road. There were about a dozen soldiers on horse back riding on each side of the wagon. They were in a hurry to get where they were going. The wagon the horses were pulling was so heavy that I could see where its wheels cut deep ruts in the dirt road.
“I saw them turn off the road toward where the steam plant sits today.

“They were gone a pretty long time,” Then he would half-whisper, “long enough to bury something.”

“Then, an hour or so later, they came flying back down the road. They were riding like the Devil himself was chasing them and they didn’t slow down when they got to the big road where they turned towards Lincolnton. The wagon was empty this time and it was flying all about behind them like a June bug on a string.”

He would lean close to the kids and say, “Some say they buried gold that day and some say the gold is still buried deep in the ground. It could be buried beneath your feet where you are standing right now.”

As I look out my dining room window each day, I wonder, is the gold sitting out there on the island or is it covered by the millions of gallons of water that is now the water supply for the City of Charlotte. Perhaps one day some treasure hunter will come rediscover the gold. Until then, I’ll just have to be satisfied with the small bits of postal history that remain.

Physics of Diving. The Diving Environment. Water & Buoyancy.

December 8th, 2008

Physics of Diving. The Diving Environment - Water & Buoyancy

ARCHIMEDES’ LAW states that any object immersed in a fluid suffers an upthrust equal to the weight of fluid it displaces, i.e., whose volume it occupies. If the immersed body is that of a diver, he has the facility to vary the volume he displaces by breathing. With full lungs he will displace more water than his body weight and he would be positively buoyant. When he breathes out, he may displace less water than his body weight and will sink, being negatively buoyant. Somewhere between the two is the desired state of neutral buoyancy.

A diver seeks to adjust his buoyancy to suit the varying requirements of his diving. In the vast majority of situations he will try to attain neutral buoyancy, i.e. a precise equality between his total weight and the upthrust due to the displaced water. This is achieved in a simple way. The diver, kitted up as the dive demands, launches himself into the water and exhales hard. By emptying his lungs he is reducing his body buoyancy and he should sink. He inhales from his aqualung, increases his buoyancy and floats upwards. He adds or subtracts weights from his weightbelt until the normal span of breathing bridges the gap between sinking (negatively buoyant) and floating upwards (positively buoyant). He is now neutrally buoyant.

However, there are other factors which will affect his state of neutral buoyancy while he dives. These are dominated by two effects, which act quite differently from each other:

CHANGE OF WEIGHT

A 1700 litre compressed air bottle contains about 2 kg of air when full and much less than 1% of this figure when empty. Thus, a diver starting with 1700 litres of air will end his dive some 2 kg lighter. This excess buoyancy can be a considerable embarrassment at the end of a dive, especially if decompressing or returning along the bottom to avoid heavy waves on the surface.

CHANGE OF VOLUME

A rubber diving suit, whether it is a foam wet suit or a dry suit covering woollens, reduces heat loss from the body by interposing an insulating layer of air between skin and water. The volume of this trapped air varies in inverse proportion to the hydrostatic pressure acting on it (see Hydrostatic Pressure and Boyle’s Law) so that at a depth of 30 m the air will occupy only one quarter of its volume at the surface. The average 5 mm thick neoprene suit contains about 6 litres of nitrogen bubbles which makes the diver considerably buoyant on the surface. At a depth of 20 m these bubbles will have been compressed to about 2 litres with a corresponding reduction in buoyancy which will, however, be regained on ascent.

The free diver has a variety of methods of countering these inevitable changes in buoyancy. By swimming downwards if too light, or upwards if too heavy, he can overcome an imbalance of several kilogrammes, but this is extremely tiring and is to be strongly discouraged. A less tiring method of balancing changes of buoyancy is provided by controlling one’s breathing. The human lungs contain on average about 6litres when fully extended and a residual volume of about 1.5 litres after complete exhalation. Thus, the diver can vary his volume by as much as 4.5litres simply by forcibly breathing in and out; this is equivalent to a change of 4.5 kg of displaced water. The range of normal breathing covers only the middle 20% of this range, so that a neutrally balanced diver breathing normally will experience a regular change of buoyancy from about 0.5 kg too light, when he breathes in, to 0.5 kg too heavy when he breathes out. But by controlled breathing he can maintain an average change in his buoyancy of up to 1.5 kilogrammes.

Really deep breaths retained for all but brief periods of exhalation followed by immediate inhalation will make the diver about 1 kg more buoyant than when he breathes naturally. The converse, short shallow breaths designed to reduce one’s buoyancy is less easy and may lead to panting, which for a diver is a very inefficient and possibly hazardous way of breathing.

The simplest means of adjusting buoyancy while diving is to use an ABLJ or other buoyancy aid, which can be inflated - by direct feed, cylinder or mouth- to restore neutral buoyancy at will. On ascent, the air can be vented as it expands, thereby avoiding the dangers of a rapid ascent. The use of buoyancy aids for maintaining neutral buoyancy during a dive should be looked upon as a sensible practice. However, it requires a full appreciation of the possible dangers and good technique in handling your equipment. It should NOT be used as an excuse for not being correctly weighted at the start of a dive.

So far, we have considered methods for adjusting buoyancy continually during a dive. Now we must consider how much constant ballast should be carried in the form of lead weights on a quick-release belt. While the basic technique of achieving neutral buoyancy has been explained above, there are occasions when it is desirable to be slightly otherwise than neutrally buoyant. This is really a matter of philosophy based on physics: in general, it is more convenient to be slightly overweight during the early stages of a dive (both to assist the initial descent and to help keep on the bottom once there) than to be too light at the end of a dive, which will probably be in shallow water. So one carries sufficient ballast to ensure neutral buoyancy at a depth of, say, 5 m with empty cylinders. To achieve this, the diver with a 2000 litre cylinder should aim to be about 1.5 kg heavy when on the surface at the start of his dive. Carry out a normal buoyancy check at the surface, then add an extra 1.5 kg to the weightbelt.

THE USE OF BUOYANCY FOR LIFTING

One of the most convenient ways to lift a heavy object from the seabed is to fill one or more plastic drums with the exhaled air from one’s aqualung. This system has the particular merit of affording a constant-buoyancy system at low cost. An air-filled 12.5 litre drum displaces 12.5 kg of water, so if its mass is 2 kg, the net buoyancy will be 10.5 kg. As the object rises, the air in the drum will expand and the excess will flow freely from underneath, leaving the displacement, and hence the buoyancy, constant. In general, it is best to use slightly too little buoyancy when raising a heavy object by this method, the remainder being supplied by pulling on a rope from the surface. Otherwise, if the buoyancy exceeds the object’s weight, it will rise up with increasing speed until the drums break surface, overturn and fill with water, with perhaps disastrous results.

If, on the other hand, it is decided to use closed bags or balloons, they must be provided with an exhaust valve to allow the expanding air to escape as the object rises. These bags should always be blown up taut on the bottom; if an oversize, partially filled bag is used, its buoyancy will increase as it approaches the surface, giving a spectacular, but quite uncontrolled ascent.

Confederate Mails on the North Carolina Railroads

December 8th, 2008

Confederate Mails on the North Carolina Railroads
The development of railroads did not get underway until 1836 in North Carolina. It did not take long, however, for the railroads to have an impact on the mail system. Numerous examples of stampless covers exist from the 1840’s to the 1850’s and were carried on the Wilmington or Raleigh Railroad. The North Carolina Railroad was started in 1851 with groundbreaking in Greensboro. Its completion allowed for direct rail service across the state. The availability of railroad covers carried on this rail system prior to the Civil War is an indication of mail activity carried on this network. Figures 2 and 3 are examples of early pre-war letters carried on the North Carolina Railroad.

To date, more than 100 covers are known that have markings indicating they were carried on North Carolina’s rail system prior to the start of the Civil War. We know by this time, dedicated rail cars were regularly carrying the mails across North Carolina. A strange occurrence took place with the beginning of the war. Virtually no mail exists with North Carolina markings during the war. It is my intent, with this article, to explore what was happening during this time with the railroad mails.

Few southern railroads during the Civil War were more strategically placed than the North Carolina Railroad (NCRR) or played a greater role in determining the fate of the Confederacy. The NCRR was new in 1861, a product of the American railroad boom of the 1850’s. Like other southern roads, it was built with state aid in fact, the State of North Carolina contributed three-quarters of its original capital and held a like proportion of its stock.

The longest railroad and largest business corporation in the state when chartered in 1849 and completed in 1856, the NCRR extended in an arc 223 miles from Goldsboro in the east through Raleigh, Greensboro, and Salisbury before terminating at Charlotte in the west. There it met the Charlotte & South Carolina Railroad which ran southward through Columbia. Further roads connected to Augusta, Georgia, and ultimately New Orleans.

To say that the two roads met is not to say that they joined physically. The NCRR and most of its connecting roads adhered to the 4′8�” gauge that later became standard across the nation. The CSCRR and its connections farther south had the 5′ gauge that was then standard through most of the South. There was no continuous running of cars through Charlotte, as there was between the NCRR and its eastern neighbors. One of these was the Raleigh & Gaston, running northeast from Raleigh to the small rail hub of Weldon, North Carolina, on the Roanoke River. At the NCRR’s eastern terminus of Goldsboro it connected with the Wilmington & Weldon, a north-south road linking Weldon with the state’s largest seaport. From Weldon, through traffic proceeded either northward to Petersburg and Richmond or northeastward to Portsmouth, Virginia, next to Norfolk. At Goldsboro the NCRR also met the Atlantic & North Carolina Railroad, another state-controlled road that ran from Goldsboro to the seaports of New Bern and Morehead City/Beaufort. Finally, the NCRR connected at Salisbury, north of Charlotte, with the Western North Carolina Railroad, the third state-controlled road, built to extend westward to Tennessee and there link up with roads extending perchance to the Pacific coast. Actually, the WNCRR was completed in this period only to Morganton, at the foot of the Blue Ridge.

Corporate headquarters were located at the village of Company Shops in Alamance County, at the midpoint of the line. This place was chosen for the road’s repair shops, completed in 1859, and a company town was built around them. Lacking churches, schools, and other amenities, the village did not appeal as a residence for many company officers or mechanics save as their jobs required it. To enhance the quality of life and attract additional workers, in 1863 the road reluctantly gave up its monopoly on land ownership in the town and laid off streets and lots for private sale. The descriptive but dowdy name Company Shops (see NCPHS Vol. 13 2 & 3 for related article) was dropped for one of greater dignity: Vance, after Governor Zebulon Vance, who had just appointed 8 of the 12 directors. Owing to wartime stringency, the town-building efforts came to little and the name Vance was quietly shelved along with the new policy. Today, the town is known as Burlington.

The war that no one wanted came at last. The smoke of the first cannonade drifted over the Carolina marshes upon a pleasant April Sunday, while on the battery at Charleston an excited crowd lustily cheered its own doom.

At Montgomery, the Confederate government realized some of the implications. They knew the South was helpless upon the sea the new nation stood deficient in manpower, the tools at war and the means to produce them. In lieu of numbers and proper munitions, they knew with certain sincerity to trust in solution skills and southern courage.

Given adequate inland transportation facilities, intelligently utilized, the Confederate states would find themselves in possession of a constant opportunity to get there first with the most men. Who first initiated the first deliberate effort to harness the iron horse of war? In April 1861, Postmaster General Reagan called a convention of key railroad officials to meet at Montgomery on the 26th of April.

Reagan’s purpose was logical enough; he desired to arrange definite mail contracts. Even after the outbreak of hostilities, the United States Post Office had continued to function throughout the seceded states, an astonishing situation which the Postmaster General of the Confederacy found as impracticable as it was embarrassing. He could scarcely bring it to an end without prior arrangements with the carriers. But before the railway officers could arrive, so much difficulty had arisen over military transportation that the War Department became interested as well.

The convention met on schedule. Represented were nearly all the companies of the existing Confederacy, save those of Texas and Virginia, a total of four thousand miles of line. Conspicuous among the delegates were Richard R. Cuyler of the Central of Georgia, Charles T. Pollard of the Alabama & Florida and John Caldwell of the South Carolina road; there even appeared three well-known figures from states which had yet seceded: Presidents William S. Ashe of the Wilmington & Weldon, William Johnston of the Charlotte & South Carolina, and Samuel Tate of the Memphis & Charleston. The Montgomery Daily Mail thought it a body “which for worth, ability and capital represented was perhaps the most distinguished that ever assembled in the South.”

The first order of business was a brief communication from the Secretary of War, containing a tentative plan for regulating the movement of troops and military supplies. It was a simple program, conceived in innocence: it strove to order the transportation needs of a warring people in just two paragraphs. It proposed first that soldiers should be carried at a fare of two cents per mile and that military freight should move at “half the regular local rates.” Secondly, the roads were to receive payment in bonds or treasury notes of the Confederate States at par, if ordinary currency were not available. That was all, and the Daily Mail reported that the delegates extended their approval “with a unanimity almost without parallel in the history of conventions.” In the freshness of their patriotism they attached a minimum of qualifying clauses; one provided that the new rates should go into effect on May 1, 1861; another stipulated that troops were to be transported at the official fare only upon presentation of “requisite authority” from the Quartermaster General, or “other proper officer of the Confederate States;” a third merely requested that the Quartermaster General designate the class of certificate to be used.

The convention proved equally receptive to the wishes of Reagan. In a communication which “elicited high commendation from the various members…for its perspicuity and grasp of the whole subject,” the Postmaster General outlined a schedule of payments for carrying the mails that differed sharply from the old United States agreements. The rail carriers of the Confederacy were to be divided into three classes: “The great through lines connecting important points and conveying heavy mails,” to receive an annual compensation of one hundred and fifty dollars per mile; completed railroads carrying heavy local mail, to be paid one hundred dollars per mile; and short, unimportant, or unfinished roads not carrying much mail, which were to be tendered fifty dollars per mile. Though these figures represented reductions in existing payments, the service was to be simplified for all concerned, and the costs thereof reduced, by discontinuing the double daily mails previously operate upon many routes. Payments were to be made, if necessary, in Confederate bonds or treasury notes. No specific time limitation was imposed; in any case, important changes would have to have congressional sanction. The whole of Reagan’s proposal was promptly ratified by the delegates; they added only a recommendation that Sunday mails be dispensed with as soon as practicable and a clarifying section which limited mail deliveries to the precincts of their own depots. The substance of the program presently was enacted into law by the Provisional Congress.

As the war began to heat up, railway labor of all kinds became in short supply. The problem was most acute with skilled mechanics, who were limited in number anyway and whose skills were valuable in the army. Some of the best workers enlisted in the army early in the war or were lured away by higher wages on other roads, in other industries, or even working for the government. Thus the quality as well as quantity of workers diminished. The shortage also extended to common laborers and section hands�usually hired slaves�whose services were sought by urban and rural employers of every kind and by army work details.

Confederate conscription laws in 1862 limited railroad exemptions to higher officials, conductors, engineers, station agents, section masters, mechanics, and two track hands for each eight-mile section of road. In 1864 that was cut one man per section. President Webb protested vigorously at the cutbacks in 1864 and threatened to curtail services. The head of the Conscription Bureau in Richmond believed he had already been too lenient with the NCRR and responded by proposing to cut even more workers from the road than originally mandated.

Wartime wages of railway workers lagged well behind the inflation rate. By 1863 those in North Carolina received less than half in real wages that they had earned in 1860. The NCRR had the temerity in 1862 actually to lower the pay of its section masters, from $33 to $15 per month. But the road did not record its wages for free laborers systematically until 1865, making wartime comparisons impossible.

Wartime travel on southern railroads became high adventure: trains were overcrowded; speeds were lowered to 10 miles per hour, even to walking speed under some conditions; as roadbed and equipment deteriorated; breakdowns were increasingly common and it became almost impossible to adhere to schedules. Many soldiers, consigned to crowed and stifling boxcars, chose to ride on top; others were transported on open flatcars. One army officer estimated that a railway trip from Montgomery to Richmond was as hazardous as picket duty on the Potomac.

On the NCRR, passenger trains quickly grew from two partially filled cars before the war to six to 10 overflowing ones. Their speeds, previously up to 22 miles per hour including stops, were reduced to 17 in the first year of the war and more drastically thereafter. Two daily passenger trains (one a mixed or accommodation train including freight cars) were the rule throughout most of the war. To preserve a semblance of their posted schedules, trains sometimes cut short their stops or even passed rural stations all together. In these circumstances the road eventually gave up advertising its schedules.

Given the conditions described, wartime mail service was irregular at best. Nineteenth-century papers disseminated the news by exchanging with and copying each other. Even after the advent of the telegraph they were largely dependent on the mails�and the railroads that carried the mails�for news in the he form of out-of-town papers and for the circulation of their own papers. they were acutely sensitive to train schedules, therefore, sometimes changing publication times to anticipate the departure of the daily mail train.

Mail service along the NCRR was particularly bad at times of heavy troop movements or crises in supplying the army, when the government impressed trains or even suspended civilian traffic altogether. Newspapers along the road sporadically noted, lamented, or exploded over interruptions, delays, and other inconveniences in the mail service. Often ignorant of the causes, they were inclined to blame the most visible target, the railroad.

Sometimes the train, mail car and all, would arrive more or less on schedule but without any mail, leaving editors to fume helplessly about “gross negligence somewhere.” In April 1864 and again in March 1865 government impressment of all available trains suspended mail service entirely for several days. The Raleigh Confederate finally suspended publication until further notice in March 1865 because of the current “derangement of the mails.”

Through March 1865 the war had been a distant presence, affecting almost everything the railroad did, but still out of sight. In April, destined to be the last month of the war, the NCRR was suddenly at the center of things. for the first time, and virtually from one end to the other, it found itself under enemy attack. It was the Union army’s most important target, next to Johnston’s army. The first blows came from the west, between April 11 and 13. Major General George Stoneman led three brigades of Union cavalry, numbering about 6,000 men, across the mountains from Tennessee late in March, intending to cut off Lee’s escape routes in the event of his expected defeat in Virginia. This entailed, among other things, cutting the Piedmont and NCRR lines between Danville and Salisbury. From Greensboro southward these operations would also cut off the main supply and retreat route for Joseph Johnston’s army near Raleigh. Stoneman’s command first veered northward into Virginia to cut railroads there. Riding hard, his men returned to North Carolina on April 9, coincidentally the day of Lee’s surrender.

Next day Stoneman detached one of his brigades under Colonel William J. Palmer to take Salem and then move eastward to cut the railroads north and south of Greensboro. Stoneman himself proceeded southward with the remainder of his command toward Salisbury.

At Salem, Palmer divided his own command into four columns. One of these, consisting of 100 men, reached the Piedmont’s bridge over Reedy Fork, 10 miles north of Greensboro, on the morning of April 11 and burned it just after Jefferson Davis and his cabinet had crossed it, fleeing southward from Virginia. Palmer’s men missed capturing the entire Confederate government by perhaps as little as half an hour.

Johnston’s position had become hopeless. He met Sherman on April 18 near Durham, both of them traveling part of the way by train from their respective headquarters. The terms that Sherman stipulated that day contained political ramifications that were unacceptable in Washington. Technically, the war resumed. No battles were fought, however, and on April 26 the two generals met again at the same place. the terms reached this time were approved and the war came to an end. It is fitting to note that this event was delayed by two hours while Johnston, coming from Greensboro, was held up by an accident on the NCRR.

Throughout the entire war, it was obvious that mail did flow somewhat haphazard across the North Carolina Railroad. A search of over 1000 remaining North Carolina Confederate covers can find no official post office markings related to mails carried on the railroad.

Howver, two examples of a Charlotte and South Carolina Railroad handstamp are known. Both were official railroad business and did not enter the Confederate mail system. The Dietz Catalogue lists a Confederate North Carolina railoroad marking and a Western North Carolina railroad marking. No price is given for these markings indicating the editors had no record of their sale. In twenty-five years of collecting, I have not seen these covers.

Only two North Carolina Confederate covers are known with a railroad related address, one being a cover from Kitrell, North Carolina carried March 23, 1863 to a North Carolina soldier at Murphy Station GRRR (Gaston & Raleigh Railroad).

Several covers are known addressed to railroad station or depots. Apparently, the post office was within the railroad depot.

The conclusion one comes to is, the conditions of war, such as a shortage of labor, created major changes in how the mails were handled on the railroad. From the beginning of the war, the mail cars that once carried not only the mail, but men to sort and cancel the mail, soon became the only cars to carry mail when possible. One of the many hardships that the south had to survive. By 1869, the mails were once again flowing freely on the North Carolina Railroad. One example of such a cover was mailed from Baltimore to Hillsboro, North Carolina and carried on the North Carolina Railroad. The war created many shortages, one of which was railroad covers for us collectors to collect.

Cycling in Andalucia Southern Spain Antequera, Ronda, Grazalema

December 7th, 2008

Cycling in Andalucia Southern Spain Antequera, Ronda, Grazalema

Antequera - Transfer to Alhama de Granada via Lake Bermejales. Short guided tour of Alhama and the monuments with views of ancient mill workings and Moorish irrigation systems from 12th century. Cycle to Villanueva del Trabuco via Ventas de Zafarraya and Puerto de los Alazores. Transfer to Antequera. Visit monuments of this typical Andalucia city. Evening at the Parador of Antequera.

Antequera to Ronda - Ride from El Torcal National Park to Guadalhorce lakes and forests. Lunch in Ardales Nature Park with wonderful views of the lake. Continue to Ardales via the El Chorro gorge. Arrive to the “Goyesca” and historical city of Ronda. Guided tour of one of Andalucia’s most picturesque towns.

Ronda to Grazalema - Cycle from Ronda, the capital of the White Hill-Top towns of Andalucia, to enchanting Grazalema. Pedal through pristine forests in this natural wonderland. Buffet picnic lunch on route. Arrive in Grazalema and enjoy a visit to a original wool mill and guided tour of this charming village.

Confederate Postal Operations in North Carolina

December 7th, 2008

Confederate Postal Operations in North Carolina
To understand the importance of the Confederate mail system, one only has to look at a tattered and dirty envelope carried through the war by a Confederate soldier. Numerous other items could have been put in his knapsack but he chose to keep and carry the letter. Or perhaps read a letter from a soldier where he tells of its importance.

“Your sweet letters are more important to me than anything else. You do not know how it gladdens my heart to hear the messenger say “a letter from your wife. My tent seems a palace and I am as happy as I can possibly be.”

The post office of the Confederate era was not as we know today. Except for major distribution offices such as Charlotte, Raleigh and Wilmington, the Confederate post office was most likely a table within a room of an individual’s home or in a general store or local tavern. It must be remembered that in many small communities the post office was the focal point of social intercourse. Mail days were one of the only times the people in isolated rural areas came together. They waited at the post office eager for news from a relative, a newspaper or reassuring letters from the war front. There were no e-mail, telephone, radio or television. All news came either by the mail or from someone else verbally.

The Confederate Provisional Constitution, adopted on February 8, 1861, stated the post office department would be supported out of its own revenue. No previous U.S. postal operation had been able to do so. On February 21, 1861, the lawmakers established the Confederate Post Office Department, the head of which would be a full cabinet member reporting directly to President Davis. This Postmaster General’s position became the toughest of all cabinet positions to fill. Two officials from Mississippi turned Davis down. After three requests, John Henninger Reagan finally accepted the position — knowing it would be a tough task.

Reagan realized that he needed to surround himself with qualified postal personnel. Through a friend in Washington, Reagan was able to contact the important Southern employees of the federal post office. They were asked to take positions in the Confederate post office. Within two weeks, Reagan had filled five principal post office slots and filled many minor positions. These employees brought with them not only their knowledge but an estimate $100,000 value in maps, forms, blanks and route book information.

Captain Schwarzman of North Carolina, formerly head of the dead letter office in Washington, became the principal clerk of the Appointment Bureau. He retired from this position in January, 1862. Several additional North Carolinians were appointed to high offices within the postal system. They included Robert Cochran, J. H. Patterson, Willis F. Riddick and Bartholomew Fuller.

On May 20, 1861, North Carolina passed an ordinance of secession and on May 27, 1861, the state entered the Confederacy. On June 1, 1861, the federal postal system was ordered to cease operations in the Southern states.

Reagan’s first actions were to ask existing Postmasters and route agents to stay on at old U.S. contracts. He negotiated a 50% reduction in the railroad rates for carrying the mail, and most importantly he increased the postal rates from 3 cents to 5 cents per half ounce letter going less than 500 miles and 10 cents if further than 500 miles.

It would be October 1861 before the first postage stamps would be available for Southern citizens to use. With Union postage invalid, Postmasters had to revert back to Antebellum times where envelopes were handstamped paid when they were brought into the post office. With a shortage of change, Postmasters were forced to keep accounts of their patrons.

A few Postmasters issued their own stamp as a means of prepayment. The most noted North Carolinian was George Washington Finley Harper, Postmaster of Lenoir. He carved the design of a stamp in a block of holly wood on September 19, 1861. Shortly thereafter he had 500 copies printed. Fewer than 30 of these stamps are known today. Other officers which had provisional stamps or envelopes produced were Chapel Hill, Statesville, Franklin, Milton, Greensboro, Raleigh, Salisbury, Hillsboro and Salem.

At the onset of the war, North Carolina had 1,054 post offices. Except for larger offices such as Raleigh where the Postmaster was paid $2,500 a year, most Postmasters made less than $200 a year. The normal route carrier made a few hundred dollars. Reagan had the foresight to have postal employees exempt from serving in the military. This helped keep employees but in many cases brought about a less than desirable labor force. By the end of the war, soldiers were bidding 1 cent to carry the mail on postal routes in order to get out of fighting. They knew they would be able to do other things once they got home. Women were seldom used in postal positions because only single women could be legally bonded. Thus, only unmarried or widowed women would have been eligible.

By November 1861, out of 1,054 North Carolina Postmasters, only 741 had been reappointed by the Confederacy. Nineteen had been discontinued, thus 264 offices were unaccounted for. Many of these continued to operate as postal markings exist today.

The Postmasters at large offices had numerous duties beyond the mail. The duties of George T. Cooke, Postmaster of Raleigh, is a good example. He had to coordinate the seven mail routes coming into Raleigh with the North Carolina and the Raleigh and Gaston railroad. This was no easy task as troop transport often upset the postal schedules. Cooke also had to oversee several railroad route agents and a messenger service which carried the mail from the train depot to the post office.

Mail was carried on the rail lines in specialty built mail cars. Route agents traveled in these cars to sort and process the mail along the way. This was a most unpleasant job. The North Carolina railroad route from Goldsboro to Charlotte on a good day had 23 stops and took 15 hours. The job was seven days a week. No wonder the agents began to think of their mail cars as home. The Post Office Department refused to allow anyone to ride along with the agents. Deprived of companionship, some agents turned to bottled stimulants which played havoc on the mail delivery.

Most mail cars had no heat and the War Department would quite frequently use the mail cars to ship dead soldiers home. No wonder complaints were the norm for route agents.

In the first year of operation, the post office sold $692,067 in postage stamps. The second year it sold $2,392,332. Much of this had to do with the fact stamps were unavailable much of the first year and the postal rate was increased to 10 cents for any distance on July 1, 1862. However, stamps began to play another important role in the community. Many of the postage stamps being purchased were used as small change in lieu of available coins.

Unfortunately, the conditions of the Confederacy was such that when remedies could be found they had only superficial effects. Shortages in mail sacks, locks, keys, twine and paper began to hinder the postal operation, not to mention the deteriorating railroad system.

Some states became guilty of hoarding their materials. One such instance, which affected the Post Office Department, took place in Cedar Falls, North Carolina. George Makepeace contracted to deliver 2,500 pounds of twine to the Postmaster. Makepeace failed to deliver the twine on account of being engaged in the manufacture of it for the State of North Carolina.

By the end of the war almost everything was in short supply. Letters were reused, envelopes were turned inside out and reused. Paper was in short supply. It was not uncommon to see a letter written in one direction turned sideways and written in the other direction to conserve paper.

When the war ended, the Confederate postal operations had made a profit every year. Something which had never been done by the U.S. postal system. However, in achieving self-sufficiency, the post office sacrificed service for efficiency and economy in the Post Office Department. By the end of the war more mail was being carried outside the system, by soldiers going and coming, than was being carried by the system.

Reagan accomplished his goal of a profitable postal system but the people of the state suffered for it.