#east london tyre fitting

[24hrmobiletyrefittinglondon]

Handling a sudden tyre blow out – tips from tyre fitting mechanics

While driving when a tyre blows out it pretty much feels like the sound of an explosion explains a mechanic who provides the service of mobile tyre fitting in east London. Read more

[kwiktyressuk]

Don’t Settle for Less: How to Find the Perfect Mobile Tyre Repair Service in London

Just like everything else, your car requires maintenance too. No matter how expensive your car is, without tyres, it won't move. They absorb most of the wear and tear while your car travels, so safety and performance become a necessity.

But unexpected damage, either puncture or burst, can happen at any time, leaving you speechless and concerned. In these undesired situations, a repair service provides convenience by helping you to get back on the road.

Since there are plenty of service providers that claim to be highly experienced or the best, picking any service without knowing much can be a risky move.

Here’s a complete guide to help you find the perfect mobile tyre repair service so that you will be always prepared in advance while travelling in your vehicle.

Key Factors to Consider When Choosing a Mobile Tyre Repair Service

1. 24/7 Availability

Problems are unpredictable; therefore, emergencies may be tapping you during non-working hours. Your tyre can get punctured late at night or early in the morning. I would suggest you select a service provider that offers 24/7 service. If a company provides service 365 days a year, what would be better than that? You getting assistance at any time, reducing your stress.

2. Reasonable Rates

Depending on the company, the cost can vary. Some may charge additional costs for small or unnecessary things, making your expenditure more heavy. Thus, it's best to do some research or at least ask for a quote on a phone call with no hidden charges.

3. Comprehensive Services

It’s best to pick a service provider that offers multiple services like battery fitting, brake servicing, and locking wheel removal because these things augment your vehicle’s overall performance and safety. Thus you do not need to call different providers for different work; get all essential services from a single place.

4. Reviews

We are living in a digitised world. We have access to smartphones and the internet; thus, customer reviews and testimonials are an invaluable resource when seeking a trustworthy mobile tyre repair provider in London. Check the company's website and reviews; through it, you will get valuable insights into the company's work quality.

5. Experience and Expertise

A skilled technician has the required knowledge and sight to evaluate even small issues that are creating big problems, whereas a rookie won't be able to do it. Look for trained professionals who have advanced tools to execute the task effectively.

Kwik Tyres:  A Popular Tyre Repair Service Provider in the London

If you require professional mechanics in Essex, East London, Central London, and South East London, Kwik Tyres has a solid reputation in the mentioned areas that provides top-notch mobile tyre repair service 24/7, 365 days a year. Whether you are going to late-night movie shows or shopping for Christmas during the holiday week, Kwik Tyres fixes issues in a flash.

They have a team of highly experienced mechanics with years of experience, which is known for providing service at reasonable rates and also provides a wide range of additional services, including battery fitting, brake services, locking wheel removal and more.

Why Kwik Tyres?

Available 24/7, 365 Days a Year

Reasonable Rates

Highly Experienced Mechanics

No Hidden Charges

Conclusion

For mobile tyre repair services, it’s best to probe the market online and pick a provider that offers expertise and convenience. Consider factors such as pricing, 24/7 availability, and reviews. For Essex, East, Central, and Southern East London, Kwik Tyres is considered to be one of the best in the business, providing fast and affordable services.

[candy-floss-crazy]

Over the years I have owned some crap cars. I remember a little Nissan Cherry, it wasn't actually mine, my dad bought it as a second car, but it was that clapped out that my mam wouldn't travel in it, so I sort of got left to use it at will. It ended up being in a 6 car pile up near the Metro Centre in the North East, so that was that. Gradually over time, as business got better I ended up with a Jaguar X-type estate. I loved that car, but Ian, one of our event managers blew the engine up when I lent him it to go to London to see his girlfriend. Funnily enough he also blew the engine up in our mini camper van, and one of the London taxi cabs. Dream Car Over the years I always had a hankering for a Maserati Quattroporte. I think it is one of the most beautiful saloon cars ever made. The fact that it is a true four door 5 seater makes it an ideal family car, and the 440HP engine, limited slip diff and active suspension means it can hold its head up with many a performance car. Eventually my wife got sick of me nagging about wanting one, and I convinced her we could also hire it out as a wedding car, so eventually she gave in and we acquired a gun metal grey version with black and cream leather interior. It was the executive version, with massaging, heated, cooled rear seats that also reclined. A nice touch, but to be honest one I never took advantage of as I always drove. Maserati Quattroporte I owned that car for three years and loved it as much at the end of them as I did at the beginning. Now, my wife isn't one to swap a car in that is running OK, so imagine my surprise when she announced one day, "I think you should go and look for a new Maserati". I was worried she had suffered an unnoticed anurism or was having a breakdown but she seemed fine. Looking back I had just received my pilots licence, so I think now, it was me mentioning I fancied a share in a small Cessna aeroplane, that got her thinking once I swapped my car in, it was an excuse to put me off an aeroplane for a few years. Quattroporte 2 I ended up speccing the new model Quattroporte in Nero black with full black leather interior. It seemed a good idea at the time. The colour is absolutely fabulous, deep black, with large flecks of colour. When the sun hits it, it looks sublime. Unfortunately you would need to be cleaning it 24/7 to keep it looking that way. I have spent hours washing and polishing it to a gleam. Withing 30 seconds of hitting the road it looks like its been neglected for months. For anyone thinking of buying their dream car all I can say is do it. Mine is totally impractical. I have had it as low as 3 m.p.g. on twisty roads with my foot down. Heck it will pass anything on the road except a fuel station. Things like tyres and consumables are an arm and a leg. And last about half as long as any other car I have owned. It is so big it doesn't fit in parking bays. My wife hates it. But I don't care, once I get in, fire it up and push the sports mode button, the engine roars. Sounding like a symphony of angels, floor the accelerator and it pushes you back in your seat, and all is right with the world. Maserati Quattroporte Wiki Read the full article

[eastlondontyres]

Michelin Primacy 4 Tyres

Michelin Primacy 4 Tyres fitted to customers VW Golf GTE in Islington N1.

The Michelin tyre is a high-performance summer tyre that offers drivers excellent grip and handling on both wet and dry surfaces.

This tyre is a high-performance tyre that provides you with confidence and driving pleasure mile after mile.

These tyres come with an asymmetrical tread pattern that gives the driver increased wet handling and cornering stability.

The Michelin Tyre has a unique tread design that features wide grooves in the center of the tyre for enhanced braking performance, as well as deep grooves on the shoulders for improved water drainage.Some of the other great features of these tyres include:

Fuel efficiency, 20% more mileage compared to previous generations

Excellent wet breaking performance

Longevity, Michelin tyres are famous for their staying power.

Michelin Primacy 4 Tyres for VW Golf

I received a call from one of our previous customers who had some issues with 2 of the tyres on their VW Golf.

One of the tyres kept losing pressure, and they had noticed a screw embedded in one of the other tyres.

In these instances the only way to to fully understand the issue is to physically check the tyres.

One of the tyres had a very slow leak, but the object was on the corner of the tyre so could not be repaired.

The other tyre had a screw in the tread but was not leaking. Both of these tyres were low on tread and were fitted to the front of the car.

I advised our customer that we replace both tyres with the same Michelin`s.

Older rear tyres which had sufficient tread would be re-balanced and move to the fronts.

Mobile Tyre Fitting in Islington N1

On the day of the job, i fitted new tyres to the rears and moved the older tyres to the fronts, wheels were balanced in the process. For Mobile Tyre Fitting in North London, including Islington please contact East London Tyres. Tel : 020 3488 5764 or Mob: 07966558652

[wetsteve3]

c1906 Zenith Bi-Car Motorcycle -Zenith Motorcycles was a British motorcycle manufacturer established in London in 1903, which briefly also made cars in 1905 and 1906. The first Zenith motorcycle was the 'BiCar' of 1903, which was based on the Tooley Bi-Car design, purchased by Zenith for its own production. In an era when motorcycles were fundamentally little more than bicycles with engines crudely fitted into the frame, the BiCar was a unique, indeed revolutionary, design. It had a novel frame, with the main tube running from the rear wheel spindle along with the machine, round the front wheel and back again. Under this, on each side, ran a second tube to carry the weight of the rider and the engine, which was hung from joints to eliminate vibration. It had hub centre steering, so there were no front forks as such - the handlebars were connected to the wheel axle by stays. The engine was a centrally mounted air-cooled 3hp 400cc Fafnir (from Germany) with a free-engine clutch and Watawata belt drive to the rear wheel, which had a drum brake. 

The engine featured either a Longuemare or Binks carburettor, trembler coil, a two-speed epicyclic gearbox, a Brooks saddle and sat on Clincher tyres. The Zenith BiCar evolved year-on-year and by 1907 had a saddle supported by its own subframe, with a curved tube and uprights going down to the rear, a larger tubed mainframe, and a larger fuel tank. Zenith evolved its subsequent designs along more conventional lines as the years passed and enjoyed a great deal of competition success, particularly at the Brooklands racetrack. In 1914 the factory moved to larger premises at the old East Moseley Mill near Weybridge, Surrey. In WW1, the factory turned its attention to commercial sidecar outfits, before picking up its racing and endurance trial activities after the war. Precision, Villiers, Bradshaw, Martlett, British Anzani, Fafnir, and JAP engines were all used in various Zenith models until, in 1931, Zenith declared bankruptcy due to the Great Depression. 'Writers of Kennington', a principal Zenith dealer, purchased the name and restarted production at the Hampton Court factory in Surrey but World War II interrupted production again, and Zenith finally ceased production in 1950

[blackswaneuroparedux]

Translations (like wives) are seldom strictly faithful if they are in the least attractive.

- Roy Campbell, poet (1901-1957)

Roy Campbell was a South African poet and satirist and to this day remains criminally under appreciated. He was considered by T. S. Eliot, Dylan Thomas and Edith Sitwell to have been one of the best poets of the period between the First and Second World Wars. Campbell's vocal attacks upon both Stalinism and Freudianism, and support for Francisco Franco's Nationalists during the Spanish Civil War, has caused him to be labeled a Fascist and left out of modern poetry anthologies.

Roy Campbell, was born in Durban, South Africa, and moved to England soon after he graduated from high school. An accomplished horseman and fisherman, he also became fluent in Zulu. He left the Union of South Africa in December 1918 for Oxford University, where he arrived early in 1919. However, he failed the entrance examination. Reporting this to his father, he took a philosophical stance, telling him that "university lectures interfere very much with my work", which was writing poetry.

Campbell left Oxford for London in 1920. Holidays spent in wandering through France and along the Mediterranean coast alternated with periods in Bohemian London. In 1922 he married without parental consent and forfeited, for a time, the generous parental allowance. His wife was Mary Margaret Garman, eldest of the Garman sisters, was part of the famous literary Bloomsbury group that incuded Virginia Woolf. Mary would go on to have a scandalous lesbian love affair with Vita Sackville-West. Both she and Roy had two daughters, Teresa (Tess) and Anna.

In England, Roy befriended poets such as Wyndham Lewis, who based a character in his novel The Apes of God on Campbell. Campbell’s first book, The Flaming Terrapin (1924), brought him immediate acclaim; as T.S. Eliot does in The Waste Land, to which Campbell’s book is sometimes compared, Campbell rebels against postwar cynicism and apathy. And like Eliot, Campbell eventually converted to Catholicism.

Elizabethan dramatists such as Marlowe, Chapman, and Dekker inspired Campbell’s poetry, and his work fit uneasily into the socially conscious turn affected by many English poets in the 1930s. His second book, The Wayzgoose (1928), satirized South African intellectuals, and his third, The Georgiad (1931), attacked the mores and pretentions of Bloomsbury, whose members Campbell called “intellectuals without intellect.” He also wrote more lyrical collections, including Adamastor (1930), Flowering Reeds (1933), and Talking Bronco (1946).

Campbell led an adventurous life; after The Flaming Terrapin was published, he traveled back to South Africa to edit the literary magazine Voorslag with William Plomer and Laurens van der Post. Campbell soon returned to Europe. In the 1930s, Mary and Roy Campbell moved to the south of France among Augustus John, Aldous Huxley, Sybille Bedford and Nancy Cunard.

They soon grew tired and moved to Spain. They had initially arrived in Barcelona in the autumn of 1933, having lived for several years in Provence. Their arrival coincided with the anarchist strikes that had followed the Right-wing victory in the recent elections. “For the Catalonians, as with the Irish, politics is a national industry,” Campbell wrote to a friend. In spite of the turbulence of the times, the Campbells fell in love with Spain and Spanish culture. Mary’s enduring love for the figure of St Teresa of Avila had fired her imagination for Spain since her youth, and she had evidently passed this imaginative fire infectiously to her husband, as is evidenced by the poetry about Spain that he wrote after his arrival in the country. 

Campbell wrote: “From the very beginning my wife and I understood the real issues in Spain. There could be no compromise… between the east and the west, between credulity and faith, between irresponsible innovation… and tradition, between the emotions (disguised as reason) and the intelligence.”

Tired of the brief interlude of urban life, the Campbells moved to the village of Altea, near Alicante, in May 1934. It was here that the whole family was received into the Catholic Church.

Fr Gregorio, the village priest, was delighted that a whole family of “English” was being won over to the Church. Two years later, the priest would be murdered by militiamen sent from Valencia. By this time, as we have seen, the Campbells had moved to Toledo, which Campbell eulogised in one of his poems as a “sacred city of the mind”.

Fighting in the Spanish Civil War and World War II and serving in East and North Africa and the East gave him the inspiration to write his more haunting poetry. Campbell published two autobiographies during his lifetime: Broken Record (1934) and Light on a Dark Horse (1951). He also translated work by Spanish, Portuguese, and French writers, including St. John of the Cross, Baudelaire, and Lorca, and novels by de Quevedo, among others.

In April 1957, Roy and his wife Mary set off in their tiny Fiat 600 from their home in Portugal, destined for the Holy Week celebrations in Seville. En route they stopped off for several days in Toledo, “this heavenly place which means more than all the world to me”, as Campbell described it in a postcard sent to a friend. Throughout the week of processions in Seville, Mary noticed that her husband was unusually quiet and particularly serious in his devotions.

On April 23 they set off back to Portugal, crossing the border in the early afternoon. A front tyre burst, and the car swerved out of control and hit a tree. Mary survived - she would die in 1979 - but Roy died at the scene of the crash. Thus ended, at the age of 55, the life of one of the finest and most controversial poets of the 20th century, a poet who counted George Orwell, Aldous Huxley, T S Eliot, Evelyn Waugh, J R R Tolkien and C S Lewis among his friends.

As regards his friendship with Tolkien, it is one of Campbell’s intriguing claims to fame that he was part of the inspiration for the character of Aragorn, who was played by Viggo Mortenson in the movie version of The Lord of the Rings.

Tolkien first encountered Campbell as a mysterious stranger in a pub in Oxford in 1944 who was listening intently to the conversation of C S Lewis. As Campbell peered intently at Lewis from under a wide-brimmed hat, he reminded Tolkien of Aragorn, the mysterious stranger who eavesdropped on the conversation of the hobbits in the Prancing Pony, the pub in the story in which the hobbits first meet Aragorn. Since Tolkien was in the midst of writing The Lord of the Rings at the time, and was deeply impressed by the adventurous life that Campbell had lived in Spain and elsewhere, it seems likely that Campbell helped to shape Aragorn’s character in Tolkien’s imagination.    

[eastlondontyres241]

Mobile Tyre Fitting South East London

We provide a fast and friendly mobile tyre fitting service. If you need new tyres fitted or a puncture repaired, we will come to you! Roadside, Home or Work!!

Mobile Tyre Fitting South East London

[olympusmobiletyrefitting]

Mobile Tyre Fitting Ilford

24 Hour Mobile Tyre Fitting Ilford

Olympus Mobile Tyre Fitting provides 24 hr mobile tyre fitting services to Ilford. If you are in need of new tyres, but you do not have time to visit the workshop, then this is an ideal service for you. This 24-hour, 365-day-a-year, mobile tyre fitting service Ilford is available in the 30 mile radius around the city, as well as across London.

Need a new tyre but cannot get it into a garage? Then this is the perfect service for you. Olympus Mobile Tyre Fitting is committed to providing a stress-free, affordable solution, offering 24-hour mobile tyre fitting across north and east London. With a highly trained and experienced Tyre Fitting Team, Olympus Mobile Tyre Fitting is equipped to complete high-quality tyre repairs & replacements, no matter where you are.

Whether you are a customer who needs to get your tyres fitted by 24 hour tyre fitters Ilford while out and about, or you just want a service to fit around your busy schedule, our no-holds-barred tyre service lets you pick the time and place that suits you, and then have a brand-new set of tyres fitted by our experienced technicians. Our effective and reliable 24-hour mobile tyre service covers over 30 miles, giving millions access to tyre service. Our trusted professionals can perform work in your home or business. At Olympus Mobile Tyre Fitting, we like to make things as simple for our customers as possible: our trusted professionals come to you and perform high-quality tyre repairs or replacements for an excellent price.

While we perform many non-emergency jobs in customers homes and offices, our awesome crew is on call to handle emergencies across Ilford. Offering a quick, all-round mobile tyre fitment service, you can be assured Olympus Mobile Tyre Fitting is there for you, no matter where you are. If you have suffered an unexpected puncture and need it repaired, or you want a new tyre fitted, Olympus Mobile Tyre Fitting experts are available 24/7, including weekends and Bank Holidays, and they are guaranteed to get you in and done with in 30--60 minutes, without any call-out fees.

At Olympus Mobile Tyre Fitting, our staff carry an array of new and used tyres, as well as all of the necessary equipment, in order to offer 24 hr mobile tyre fitting Ilford services. We put additional effort into making sure that we are providing the highest-quality products for our customers. In the unlikely event a tyre that we supply you does not perform as intended, it is covered by a manufacturers guarantee for defects in materials or workmanship. With us, you never have to compromise on the quality of our products or service; we are able to help with (but are not limited to):

Tyre Replacement

Tyre Repair

Puncture Repair

Breakdown and Recovery Support

24-hour Emergency Roadside Assistance

Locking Wheel Nut Removal

Jump Starts  

Wheel Balancing

With a wealth of knowledge and experience, Olympus Mobile Tyre Fitting’s professional tyre fitters are those that you can depend on. For more information on our 24-hour, onsite, mobile tyre fitting service in Ilford, or to receive a FREE no-obligation quotation, contact our awesome team today.

[24hrmobiletyrefittinglondon]

Mobile tyre fitting experts train you on tyre fitting on the road

Here is a full list of the things or items you need and it is important to carry these equipments in your car at all times, suggests an expert who provides the service of mobile tyre fitting in east London over the years.

Read more: https://blogstunner.com/2024/03/22/mobile-tyre-fitting-experts-train-you-on-tyre-fitting-on-the-road/

[istanbulboatours]

Bosphorus to Asia

To this incomparable position of security we must add that, whilst one side of the city faces an inland sea of wonderful beauty, which is rather a lake than a sea, another side of the city looks across the Bosphorus to Asia; on the third side of the city is her own secure port of the 1 Busbecq’s Letters, translated by Forster and Daniel, 1881.

Golden Horn, about four miles long and more than half a mile wide. Here a thousand ships can ride in safety, and the channel is so deep that in places the biggest vessels can lie beside the quays. The country round is diversified with hills, valleys, and tableland, broken by bays and gulfs, and crowned with distant mountains. The Propontis and its shores teem with fish, fruit, vines, woods, and marbles, whilst in the far horizon the snowy folds of the Bithynian Olympus float as a dim but radiant vision in the distance.

The extension of modern artillery has reduced and almost destroyed the defensive capacities of the city on the land-ward. But from the time of Xerxes until the present century guided tour ephesus, its power of defence was almost perfect so long as Byzantium could command the sea. She possessed nearly all the advantages of an island; but of an island placed in a sheltered inland sea, an island from which rich districts both of Asia and Europe could be instantly reached in open boats, or by a few hours’ sail in any kind of ship. A city, having magnificent harbours and roadsteads and abundant waterways in every direction, had all the peculiar features which have gone to create the power of Syracuse, Alexandria, Venice, Amsterdam, London, or New York. But Byzantium had this additional security — that, with all the facilities of an island, she could close her marine gates against any hostile fleet and forbid their approach within sight.

Alexandria

Tyre, Carthage, Athens, Syracuse, Alexandria— we may say all famous seaports throughout the Mediterranean (except Venice, which lay safe in her lagoons), were exposed to a hostile fleet; and all of them have been more than once invested by invaders from the sea. But so long as Byzantium had forces enough at sea to close the gate of the Bosphorus and also that of the Hellespont, she was unassailable by any hostile fleet. And so long as she had forces enough on land to man the long wall across the great peninsula, and also to defend her great inner fortifications across the smaller peninsula, she was impregnable to any invading army.

It would be unwise in a civilian to express any opinion of his own on the very important problem of the degree in which modern appliances of war have deprived Constantinople of her peculiar powers of defence. We are told that, so far as the closing of the Bosphorus and the Hellespont extend, the resources of the artillerist and the submarine engineer have greatly increased their defensive capacity. Constantinople is, of course, no longer safe from an enemy posted on the heights, either above Pera, Scutari, or Eyub; and obviously her ancient walls and fortification are useless. But with first-class forts to protect both Scutari and Pera, and also the heights to the west of the city — which together might require some four complete corps d’armies—and with a first-class fleet in the Marmora, Constantinople would, even to-day, be far stronger for defence than any existing capital in Europe, perhaps stronger than any great city in the world.

The peculiar position of Byzantium was alike fitted for offence or for defence. It was essentially a maritime position, the full resources of which could only be used by a power strong at sea. If it issued northwards, through its gate on the Bosphorus, it could send a fleet to any point of the Black Sea—a vast expanse of 172,000 square miles, having one of the greatest drainage areas in the world. Thus, in a few days, armies and munitions could be carried to the mouths either of the Danube, the Dnieper, or the Don, to the shores of the Crimea, or else eastward to the foot of the Caucasus, or to any point on the north coast of Asia Minor.

[candy-floss-crazy]

Over the years I have owned some crap cars. I remember a little Nissan Cherry, it wasn't actually mine, my dad bought it as a second car, but it was that clapped out that my mam wouldn't travel in it, so I sort of got left to use it at will. It ended up being in a 6 car pile up near the Metro Centre in the North East, so that was that. Gradually over time, as business got better I ended up with a Jaguar X-type estate. I loved that car, but Ian, one of our event managers blew the engine up when I lent him it to go to London to see his girlfriend. Funnily enough he also blew the engine up in our mini camper van, and one of the London taxi cabs. Dream Car Over the years I always had a hankering for a Maserati Quattroporte. I think it is one of the most beautiful saloon cars ever made. The fact that it is a true four door 5 seater makes it an ideal family car, and the 440HP engine, limited slip diff and active suspension means it can hold its head up with many a performance car. Eventually my wife got sick of me nagging about wanting one, and I convinced her we could also hire it out as a wedding car, so eventually she gave in and we acquired a gun metal grey version with black and cream leather interior. It was the executive version, with massaging, heated, cooled rear seats that also reclined. A nice touch, but to be honest one I never took advantage of as I always drove. Maserati Quattroporte I owned that car for three years and loved it as much at the end of them as I did at the beginning. Now, my wife isn't one to swap a car in that is running OK, so imagine my surprise when she announced one day, "I think you should go and look for a new Maserati". I was worried she had suffered an unnoticed anurism or was having a breakdown but she seemed fine. Looking back I had just received my pilots licence, so I think now, it was me mentioning I fancied a share in a small Cessna aeroplane, that got her thinking once I swapped my car in, it was an excuse to put me off an aeroplane for a few years. Quattroporte 2 I ended up speccing the new model Quattroporte in Nero black with full black leather interior. It seemed a good idea at the time. The colour is absolutely fabulous, deep black, with large flecks of colour. When the sun hits it, it looks sublime. Unfortunately you would need to be cleaning it 24/7 to keep it looking that way. I have spent hours washing and polishing it to a gleam. Withing 30 seconds of hitting the road it looks like its been neglected for months. For anyone thinking of buying their dream car all I can say is do it. Mine is totally impractical. I have had it as low as 3 m.p.g. on twisty roads with my foot down. Heck it will pass anything on the road except a fuel station. Things like tyres and consumables are an arm and a leg. And last about half as long as any other car I have owned. It is so big it doesn't fit in parking bays. My wife hates it. But I don't care, once I get in, fire it up and push the sports mode button, the engine roars. Sounding like a symphony of angels, floor the accelerator and it pushes you back in your seat, and all is right with the world. Maserati Quattroporte Wiki Read the full article

[foodistanbul]

Bosphorus to Asia

To this incomparable position of security we must add that, whilst one side of the city faces an inland sea of wonderful beauty, which is rather a lake than a sea, another side of the city looks across the Bosphorus to Asia; on the third side of the city is her own secure port of the 1 Busbecq’s Letters, translated by Forster and Daniel, 1881.

Golden Horn, about four miles long and more than half a mile wide. Here a thousand ships can ride in safety, and the channel is so deep that in places the biggest vessels can lie beside the quays. The country round is diversified with hills, valleys, and tableland, broken by bays and gulfs, and crowned with distant mountains. The Propontis and its shores teem with fish, fruit, vines, woods, and marbles, whilst in the far horizon the snowy folds of the Bithynian Olympus float as a dim but radiant vision in the distance.

The extension of modern artillery has reduced and almost destroyed the defensive capacities of the city on the land-ward. But from the time of Xerxes until the present century guided tour ephesus, its power of defence was almost perfect so long as Byzantium could command the sea. She possessed nearly all the advantages of an island; but of an island placed in a sheltered inland sea, an island from which rich districts both of Asia and Europe could be instantly reached in open boats, or by a few hours’ sail in any kind of ship. A city, having magnificent harbours and roadsteads and abundant waterways in every direction, had all the peculiar features which have gone to create the power of Syracuse, Alexandria, Venice, Amsterdam, London, or New York. But Byzantium had this additional security — that, with all the facilities of an island, she could close her marine gates against any hostile fleet and forbid their approach within sight.

Alexandria

Tyre, Carthage, Athens, Syracuse, Alexandria— we may say all famous seaports throughout the Mediterranean (except Venice, which lay safe in her lagoons), were exposed to a hostile fleet; and all of them have been more than once invested by invaders from the sea. But so long as Byzantium had forces enough at sea to close the gate of the Bosphorus and also that of the Hellespont, she was unassailable by any hostile fleet. And so long as she had forces enough on land to man the long wall across the great peninsula, and also to defend her great inner fortifications across the smaller peninsula, she was impregnable to any invading army.

It would be unwise in a civilian to express any opinion of his own on the very important problem of the degree in which modern appliances of war have deprived Constantinople of her peculiar powers of defence. We are told that, so far as the closing of the Bosphorus and the Hellespont extend, the resources of the artillerist and the submarine engineer have greatly increased their defensive capacity. Constantinople is, of course, no longer safe from an enemy posted on the heights, either above Pera, Scutari, or Eyub; and obviously her ancient walls and fortification are useless. But with first-class forts to protect both Scutari and Pera, and also the heights to the west of the city — which together might require some four complete corps d’armies—and with a first-class fleet in the Marmora, Constantinople would, even to-day, be far stronger for defence than any existing capital in Europe, perhaps stronger than any great city in the world.

The peculiar position of Byzantium was alike fitted for offence or for defence. It was essentially a maritime position, the full resources of which could only be used by a power strong at sea. If it issued northwards, through its gate on the Bosphorus, it could send a fleet to any point of the Black Sea—a vast expanse of 172,000 square miles, having one of the greatest drainage areas in the world. Thus, in a few days, armies and munitions could be carried to the mouths either of the Danube, the Dnieper, or the Don, to the shores of the Crimea, or else eastward to the foot of the Caucasus, or to any point on the north coast of Asia Minor.

[istanbuldaybg]

Bosphorus to Asia

To this incomparable position of security we must add that, whilst one side of the city faces an inland sea of wonderful beauty, which is rather a lake than a sea, another side of the city looks across the Bosphorus to Asia; on the third side of the city is her own secure port of the 1 Busbecq’s Letters, translated by Forster and Daniel, 1881.

Golden Horn, about four miles long and more than half a mile wide. Here a thousand ships can ride in safety, and the channel is so deep that in places the biggest vessels can lie beside the quays. The country round is diversified with hills, valleys, and tableland, broken by bays and gulfs, and crowned with distant mountains. The Propontis and its shores teem with fish, fruit, vines, woods, and marbles, whilst in the far horizon the snowy folds of the Bithynian Olympus float as a dim but radiant vision in the distance.

The extension of modern artillery has reduced and almost destroyed the defensive capacities of the city on the land-ward. But from the time of Xerxes until the present century guided tour ephesus, its power of defence was almost perfect so long as Byzantium could command the sea. She possessed nearly all the advantages of an island; but of an island placed in a sheltered inland sea, an island from which rich districts both of Asia and Europe could be instantly reached in open boats, or by a few hours’ sail in any kind of ship. A city, having magnificent harbours and roadsteads and abundant waterways in every direction, had all the peculiar features which have gone to create the power of Syracuse, Alexandria, Venice, Amsterdam, London, or New York. But Byzantium had this additional security — that, with all the facilities of an island, she could close her marine gates against any hostile fleet and forbid their approach within sight.

Alexandria

Tyre, Carthage, Athens, Syracuse, Alexandria— we may say all famous seaports throughout the Mediterranean (except Venice, which lay safe in her lagoons), were exposed to a hostile fleet; and all of them have been more than once invested by invaders from the sea. But so long as Byzantium had forces enough at sea to close the gate of the Bosphorus and also that of the Hellespont, she was unassailable by any hostile fleet. And so long as she had forces enough on land to man the long wall across the great peninsula, and also to defend her great inner fortifications across the smaller peninsula, she was impregnable to any invading army.

It would be unwise in a civilian to express any opinion of his own on the very important problem of the degree in which modern appliances of war have deprived Constantinople of her peculiar powers of defence. We are told that, so far as the closing of the Bosphorus and the Hellespont extend, the resources of the artillerist and the submarine engineer have greatly increased their defensive capacity. Constantinople is, of course, no longer safe from an enemy posted on the heights, either above Pera, Scutari, or Eyub; and obviously her ancient walls and fortification are useless. But with first-class forts to protect both Scutari and Pera, and also the heights to the west of the city — which together might require some four complete corps d’armies—and with a first-class fleet in the Marmora, Constantinople would, even to-day, be far stronger for defence than any existing capital in Europe, perhaps stronger than any great city in the world.

The peculiar position of Byzantium was alike fitted for offence or for defence. It was essentially a maritime position, the full resources of which could only be used by a power strong at sea. If it issued northwards, through its gate on the Bosphorus, it could send a fleet to any point of the Black Sea—a vast expanse of 172,000 square miles, having one of the greatest drainage areas in the world. Thus, in a few days, armies and munitions could be carried to the mouths either of the Danube, the Dnieper, or the Don, to the shores of the Crimea, or else eastward to the foot of the Caucasus, or to any point on the north coast of Asia Minor.

[turkishhamam]

Bosphorus to Asia

To this incomparable position of security we must add that, whilst one side of the city faces an inland sea of wonderful beauty, which is rather a lake than a sea, another side of the city looks across the Bosphorus to Asia; on the third side of the city is her own secure port of the 1 Busbecq’s Letters, translated by Forster and Daniel, 1881.

Golden Horn, about four miles long and more than half a mile wide. Here a thousand ships can ride in safety, and the channel is so deep that in places the biggest vessels can lie beside the quays. The country round is diversified with hills, valleys, and tableland, broken by bays and gulfs, and crowned with distant mountains. The Propontis and its shores teem with fish, fruit, vines, woods, and marbles, whilst in the far horizon the snowy folds of the Bithynian Olympus float as a dim but radiant vision in the distance.

The extension of modern artillery has reduced and almost destroyed the defensive capacities of the city on the land-ward. But from the time of Xerxes until the present century guided tour ephesus, its power of defence was almost perfect so long as Byzantium could command the sea. She possessed nearly all the advantages of an island; but of an island placed in a sheltered inland sea, an island from which rich districts both of Asia and Europe could be instantly reached in open boats, or by a few hours’ sail in any kind of ship. A city, having magnificent harbours and roadsteads and abundant waterways in every direction, had all the peculiar features which have gone to create the power of Syracuse, Alexandria, Venice, Amsterdam, London, or New York. But Byzantium had this additional security — that, with all the facilities of an island, she could close her marine gates against any hostile fleet and forbid their approach within sight.

Alexandria

Tyre, Carthage, Athens, Syracuse, Alexandria— we may say all famous seaports throughout the Mediterranean (except Venice, which lay safe in her lagoons), were exposed to a hostile fleet; and all of them have been more than once invested by invaders from the sea. But so long as Byzantium had forces enough at sea to close the gate of the Bosphorus and also that of the Hellespont, she was unassailable by any hostile fleet. And so long as she had forces enough on land to man the long wall across the great peninsula, and also to defend her great inner fortifications across the smaller peninsula, she was impregnable to any invading army.

It would be unwise in a civilian to express any opinion of his own on the very important problem of the degree in which modern appliances of war have deprived Constantinople of her peculiar powers of defence. We are told that, so far as the closing of the Bosphorus and the Hellespont extend, the resources of the artillerist and the submarine engineer have greatly increased their defensive capacity. Constantinople is, of course, no longer safe from an enemy posted on the heights, either above Pera, Scutari, or Eyub; and obviously her ancient walls and fortification are useless. But with first-class forts to protect both Scutari and Pera, and also the heights to the west of the city — which together might require some four complete corps d’armies—and with a first-class fleet in the Marmora, Constantinople would, even to-day, be far stronger for defence than any existing capital in Europe, perhaps stronger than any great city in the world.

The peculiar position of Byzantium was alike fitted for offence or for defence. It was essentially a maritime position, the full resources of which could only be used by a power strong at sea. If it issued northwards, through its gate on the Bosphorus, it could send a fleet to any point of the Black Sea—a vast expanse of 172,000 square miles, having one of the greatest drainage areas in the world. Thus, in a few days, armies and munitions could be carried to the mouths either of the Danube, the Dnieper, or the Don, to the shores of the Crimea, or else eastward to the foot of the Caucasus, or to any point on the north coast of Asia Minor.