From about the year 1930 calligraphy writing and lettering had made such progress that it had become a subject in the training of Art Teachers and was taught by the immediate followers of the two who had given their lives to its cause. Lettering of Today, first volume, published in 1937, showed the work of some of these who had taken up the craft and were in their turn passing it on to the new generation.
Under post-war conditions the subject suffered a setback; writing materials had suddenly become scarce and expensive. The supply of quills, which had been so good and plentiful from Russia and Canada, was completely cut off. They were large turkey and Hudson Bay goose.
Indian ink, which had been imported from New York in convenient one-ounce bottles, was no longer in stock, and Chinese "stick" from those who had made it for centuries had been reduced to small end pieces almost too small to hold and grind. England has never produced a thin black ink suitable for both small and large manuscript writing; those made here have either been off-black or too thickly charged with gum to produce a really thin fine quill stroke on vellum.
Various trades had used hematite burnishers in the course of their work, such as the burnishing of gilded edges of books and the brightening of silverware that had been gilt. These burnishers had been found to be the best tools for the work of the manuscript gilder, and a number of scribes bought from trade suppliers or had them cut and polished in Germany. This supply has been cut off for ten years. Vellum could still be bought as it was a product of our own; but the quality was different. The finest raw hides came from Scandinavia and these were denied us by the Government; in consequence modern writing has greatly suffered.
The trend of calligraphy today is that it has fallen away from the idiosyncrasies of Graily Hewitt and mainly follows the general line laid down by Edward Johnston; there are, however, certain exceptions and differences creeping in which are inevitable. This was expected and often encouraged by him when he talked of the future.
He had examined the work of past generations, learned what they had to teach and then based his alphabets and concepts of page design on the whole of the mediaeval movement, from early growth, middle glory and final decay.
A few modern scribes have done the same in some measure, the result of which can be seen in the following pages. The majority have learned and followed what they have been taught by the early followers of Edward Johnston and, as it is to be expected, have lost a certain amount in the process.
Some have clung to the middle period of his work while others have been interested in what he produced in the latter part of his life; some have interpreted, some have misunderstood: but for the most part writers have chosen the alphabets which rely on the swift-stroke of the pen rather than those which were based on early Roman MSS. such as uncials, or the insular half-uncials of the Lindisfarne Gospels.
The result has been that the italic hands are favored and that the Foundational Hand, which Edward Johnston founded on, a tenth-century psalter has sometimes been given an italic bias.
The Post War World
There were a whole host of different and varied sports cars and even motorcycles that arrived in the US after World War II. To this day their very names elucidate a passion among enthusiasts ? be it Triumph, MG, Austin-Cooper, Lotus, Austin-Healey, Mini-Cooper or in the world of British motorcycles ?BSA, Norton, Greeves and Triumph bikes. However in the eyes of many sports cars the original Jaguar roadster was ?it?.
It can be said and noted that the Jaguar Automotive Company had over time and previous to the War (World War II 1939-1945), had built sports roadsters previously. Indeed Jaguar had carved out a name and reputation with these products especially the Jaguar Roadster SS-100. However things being what they were economically after the war , with the home market for such premium vehicles being very small indeed if not non existent , the export market especially to the United States ? the USA as well as the smaller but emerging automotive sports market of Canada.
To this purpose both Jaguar's engineering staff ? with the chief engineer at the helm as well as innovative indeed daring new styling , with one of Jaguar's co-founders being in charge of the styling end.
What resulted was an impressive engine which developed peak power at a then relatively high 5,000 r.p.m. cycle (revolutions per minute). In addition a feature which was at that point in time only found on a limited number of high end racing cars and certainly not production vehicles. This mechanical feature of great merit and power to auto engine performance ? was the introduction of double overhead camshafts. The specs of the post war Jaguar engine itself was a ? liter inline six, with a massive crankshaft, 7 main bearings powering along with a very long engine stroke. At 5200 r.p.m. the engine put out a full 160 nimble yet graceful horsepower.
Although this double overhead cam setup for the engine initially was intended not for the Jaguar Roadster, but the run of the mill production Jaguar Sedan, it was installed without complaint in the Roadster. The interesting quirk of fate that it was only supposed to a temporary stopgap measure while another engine was in the process and testing ? or at least in the planning stages for the Jaguar Roadster. Market and customer approval, especially in the valued export market was so grand that this setup, with the dual cams, stayed on as the standard production model for the Roadster. The Jaguar Sedan with the same engine eventually was released in the year of 1951 as the Jaguar Mark VII model line whereas the Roadster Model ? The Jaguar XK120 was introduced earlier in 1948.
The Jaguar XKE 120 became an instant hit ? both for its innovative and graceful styling, as well its speed, acceleration and agility. It can be said that the Jaguar XKE120 came to symbolize its name ? that of a sleek, fast feline and hunter. Speeds were up to 120 miles per hour, with a then modest price of approximately $ 2,500 US dollars.
To this day of all the post war British sports car and vehicles ? be they cars or even motorcycles it is said among enthusiasts of vintage cars and racing automotive products that nothing comes close or matches the mystique of that early classic Jaguar Roadster the XKE120.
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