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Huntsville, Ontario

Huntsville is a town in Muskoka district, Ontario. It is located 215 km north of Toronto and 130 km south of North Bay. Of the three major Muskoka towns (the others being Gravenhurst and Bracebridge, it is the largest in both population (21,147 per 2021 census) and land area (710.64 km2).

Huntsville is located in the hilly terrain of the Canadian Shield and is dotted with many lakes. Due to its natural environment and natural resources, Huntsville is a tourist destination that draws many people from around the world. The Toronto Star ranked the town the #1 place to take a summer trip in 2011.

Huntsville serves as the western gateway to Algonquin Provincial Park via Ontario Highway 60, and was the host to the 36th G8 summit in June 2010, at Deerhurst Resort.

History
The first European who settled in the area in 1869 was George Hunt, who built a small agricultural centre. In 1870, a post office was built and the area was named Huntsville after Hunt, who became the first postmaster. Huntsville's economic development was stimulated by the engineering of a navigable water route north from Port Sydney to Huntsville which opened in 1877. A railway route from Gravenhurst was built by the Northern and Pacific Junction Railway in 1885, which encouraged development and resulted in Huntsville becoming officially incorporated in 1886.

In the following year, the Muskoka Colonization Road reached this area. The central Ontario community became an important industrial area in the late 19th century and had several saw, planing, and shingle mills, as well as a tannery. Today, the many lakes and hills in the area, combined with the town's proximity to both Algonquin Park and Toronto, make Huntsville and the Muskoka region a major tourist destination.

In June 2010, Deerhurst Resort in Huntsville was host to the 36th G8 summit.

Empire Hotel
On 8 October 2009, Huntsville lost one of its valued landmarks, the Empire Hotel. The first building erected at the site of the Empire Hotel was Jacob's Hotel, built around 1875 by James W. Jacobs. He later renamed it Dominion Hotel. Jacobs died in 1890, leaving behind his wife and eldest daughter, who both were named Emma. It is unknown which of the women married a McLaughlin man, but the McLaughlin family renovated the building after the horrible Main Street fire of 1894. The 26 July 1906 issue of the Huntsville Forester reported the sale of the hotel to Robert T. McNairney and D. Kehoe, who demolished it so as to expand it three stories. By 1922 the Dominion was owned by Bruce Simmons. Organized in 1933, the town's rotary club began to meet at the hotel and would for many years. In 1945, the hotel was bought Louis Mascioli of Timmins. From 1947 to 1948, the Mascioli brothers renovated and expanded the facility, removing the porches, adding street level retail units, and erecting the adjoining four-story red brick building. They also renamed it the Empire Hotel. The first shops were a barbershop, a jewelry store, and a shoe store. Beilhartz shoes remained in business in the Empire Block until 1985.

In the mid-1980s, Jim Tumber, who acquired the building along with Gary Macklaim, obtained a grant from the Government of Ontario to help convert the now-derelict building from a hotel into an apartment building. Dave Keay, the building's last owner, bought the Empire in 1999. Over the next 10 years he refurbished the basement bar and the 52 apartments, doing most of the work personally. The day the fire happened was the day that Keay had just finished the outside painting. The fire was believed to be caused by an electrical problem but the exact determination is still unclear. As of March 2023, the lot is empty.

Huntsville Town Hall
Built in 1926, the Classical Revival administration building was designed by Toronto-based Ellis and Belfry (James Ellis and Franklin Belfry ) and was last renovated in 2006 with an added annex (Algonquin Theatre). Council is exploring options to deal with the aging structure. The clock faces were salvaged on 17 August 1927 from the demolition of the 1873 Union Station in Toronto. The building's land was once used as an early burial ground and Methodist manse for what was the Huntsville Methodist Church next door (c. 1897 and became Huntsville Trinity United Church in 1926). During the construction of the town hall in the 1920s, skeletal remains were unearthed, which showed that not everything had been moved to the new Locks Cemetery site. The building involved two decades of planning.

Council and administration
The town's council is made up of nine members. The members include the mayor, three town and district councillors who represent the town at the municipality of Muskoka council, and ward councillors who represent the wards of Huntsville (Ward 1), Chaffey (Ward 2), Stephenson-Stisted-Port Sydney (Wards 3, 4, 5), and Brunel (Ward 6). A regular council meeting is held once a month in the Council Chambers in the Huntsville Civic Centre. From December 2019 until November 2022, the mayor of Huntsville was Karin Terziano. She previously served as the acting mayor between 12 November 2019 and 17 December 2019. On 17 December 2019, Terziano was appointed to fill the vacancy of the mayor's office due to Scott Aitchison's resignation to become a federal MP for Parry Sound-Muskoka.

On 11 February 2019, Bob Stone was appointed to fill the vacant Ward One seat vacated when Mayor Terziano was appointed mayor.

On 24 February 2019, the council appointed Councillor Nancy Alcock to serve as Deputy Mayor. Alcock had previously served as the alternate deputy mayor. Councillor Jason FitzGerald was appointed alternate deputy mayor.

Members of the 2018–2022 council term were:
 * Deputy Mayor Nancy Alcock (Town and District Councillor)
 * Brian Thompson (Town and District Councillor)
 * Tim Withey (Town and District Councillor)
 * Bob Stone (Huntsville Ward Councillor, Ward 1)
 * Jonathan Wiebe (Chaffey Ward Councillor, Ward 2)
 * Dione Schumacher (Stephenson-Stisted-Port Sydney, Ward 3, 4, 5)
 * Jason FitzGerald (Stephenson-Stisted-Port Sydney, Ward 3, 4, 5)
 * Dan Armour (Brunel Ward Councillor, Ward 6)
 * Mayor Terziano

In early 2022, Mayor Terziano announced her intention to retire at the end of the term. Four individuals announced their bids to become Mayor. Former Fire Chief Steve Hernen, incumbent Town and District Councillor Tim Withey, taxi stand owner Ruben Bullion and incumbent Deputy Mayor Nancy Alcock ran for the office. Deputy Mayor Alcock won the election. Hernen, Withey, and Bullion placed second, third, and fourth, respectively. Nancy Alcock was sworn in as the second female mayor of Huntsville and the first elected female on 21 November 2022.

 * Mayor Nancy Alcock
 * Deputy Mayor and Town and District Councillor Dan Armour
 * Town and District Councillor Scott Morrison
 * Town and District Councillor Bob Stone
 * Helena Renwick (Huntsville Ward Councillor, Ward 1)
 * Cory Clarke (Chaffey Ward Councillor, Ward 2)
 * Dione Schumacher (Stephenson-Stisted-Port Sydney, Ward 3, 4, 5)
 * Jason FitzGerald (Stephenson-Stisted-Port Sydney, Ward 3, 4, 5)
 * Monty Clouthier (Brunel Ward Councillor, Ward 6)

Geography
There are three large lakes within the township boundary: Mary Lake, Lake Vernon, and Fairy Lake, as well as countless smaller lakes. Peninsula Lake, Skeleton Lake, and Lake of Bays lie directly outside the town. The Muskoka River winds its way through the city's downtown, while the Big East River empties into Lake Vernon. The Arrowhead Provincial Park is also located within city limits.

The Canadian Shield causes many scenic hills and sweeping landscapes throughout the region. The city centre is made up of hills and steep roadways. While there are some flat, low-lying areas, much of the city lies on uneven terrain.

Climate
Huntsville experiences a humid continental climate (Köppen Dfb), with warm, humid summers, and cold winters. The town has four distinct seasons. Particularly during the colder weather season, there is considerable variance in day-to-day temperatures. Huntsville is located in the snowbelt region of Central Ontario, near the Great Lakes, causing snowy winters and lake-effect snow. The town has comfortable summer temperatures and occasional heatwaves accompanied by high humidity and active thunderstorm weather. Huntsville and the Muskoka region have the highest annual precipitation of any region in Ontario.

Communities
In addition to the city centre, the communities of Allensville, Ashworth, Aspdin, Britannia Road, Canal, Centurion, Etwell, Grassmere, Hidden Valley, Hoodstown, Ilfracombe, Lancelot, Martins, Melissa, Muskoka Lodge, Newholm, Norvern Shores, Parkersville, Port Sydney, Ravenscliffe, Stanleydale, Utterson, Vernon Shores, Williamsport, and Yearley are located within the municipal boundaries.

The ghost town of Emberson was a rural postal village from 1874 to 1924 serving near by bush farms and logging camps. Today, the area is covered over and reached by foot from the northern terminus of Brunel Sideroad 1.

Demographics
In the 2021 Census of Population conducted by Statistics Canada, Huntsville had a population of $21,147$ living in $8,817$ of its $11,214$ total private dwellings. This is a change of NaN% from its 2016 population of $19,816$. With a land area of 705.18 km2, it had a population density of in 2021.

Culture
Huntsville is a home to many acclaimed visual artists. Famed Canadian artists such as Tom Thomson and his successors, the Group of Seven, painted frequently in Huntsville. The Group of Seven Outdoor Gallery has over 40 outdoor murals celebrating the work of these Canadian heroes. Local community visual arts group, The Huntsville Art Society, hosts many annual shows, exhibits, and skills-sharing workshops throughout the year.

Many summer camps for children such as Ontario Pioneer Camp, Camp Wabanaki, Camp Mini-Yo-We, Muskoka Woods, Camp Nagiwa, Camp Tawingo, and Olympia Sports Camp are within a few kilometers of Huntsville. Resorts such as Deerhurst Resort, where Shania Twain was discovered in 1988–1989, Hidden Valley Resort and Cedar Grove Lodge are located within the town's boundaries.

Huntsville supports a number of arts festivals. The Huntsville Festival of the Arts provided a seed grant which funded a book of poetry entitled Fringe Festival Poetry, Poems from the Poetry Cafe, edited by June Salmon and Marta Mirecki-de Roode. Other local arts activities include the annual Muskoka Novel Marathon, started by Canadian authors Martin Avery and Mel Malton in 2001, the Film North – Huntsville International Film Festival which had its inaugural year in 2010, and most recently Nuit Blanche North, produced by the Huntsville Festival of the Arts and Edge of the Woods Theatre.

There are also many new arts organizations and associations. The Huntsville Art Society is a not-for-profit membership of local visual artists who opened an art gallery called The Art Space. Edge of the Woods Theatre presents artistic works by the community in Huntsville. They hold an annual traveling outdoor theatre event, as well as facilitate many different arts education projects for local seniors and youth within the community.

The Algonquin Theatre is a performing arts theatre, located within Huntsville's municipal centre. The theatre provides space for local dance, music, and school activities. For profit venues are also scheduled, and most of the labour is provided by local volunteers.

Keith Bellows, editor in chief of National Geographic Traveler and vice-president of the National Geographic Society, has included Huntsville and the Muskoka region in his book 100 Places That Can Change Your Child's Life.

Education
Public education for students from kindergarten through high school is administered through the Trillium Lakelands District School Board. It oversees the town's single high school, Huntsville High School, and six elementary schools. A Primary Catholic school (Saint Mary Catholic Elementary School) is administered by the Simcoe Muskoka Catholic District School Board. There are several private schools that serve students through elementary and high school ages.

The Waterloo Summit Centre for the Environment, established with funding provided by the 2010 G8 Summit Legacy Fund as a partnership between the Town of Huntsville and the University of Waterloo. This facility was utilized by researchers and students of the University of Waterloo and the Northern Ontario School of Medicine. In 2017, the University of Waterloo terminated its lease with the Town of Huntsville, due to the distance between the centre and the university. The centre is permanently closed.

The Huntsville District Memorial Hospital is a community teaching hospital affiliated with the Northern Ontario School of Medicine (Lakehead University and Laurentian University).

Economy
Due to the influx of tourists during the summer months and the abundance of seasonal residents, Huntsville's economy is primarily service based. There are also many people employed in construction trades. Although there is progress being made, Huntsville's unemployment rate has long been above the provincial average. This is largely due to the seasonal nature of its tourism industry.

Major employers in Huntsville include Deerhurst Resort, Trillium Lakelands District School Board, and Kimberly Clark.

Main Street is home to various business and services for Huntsville. Reflections of Muskoka at 49E Main Street East was originally a Simpson-Sears retail location.

Huntsville Place Mall, on Main Street East, features retailers including The Source, Winners, Hallmark, Metro, Northern Reflections, Anthony's Hair Design, Becker Shoes, Maurices, Scotiabank, Ron Henry Jewellers, Pearle Vision, Huntsville Place Mall Pharmacy, Sport Chek, Dollarama and the Habitat for Humanity Restore. The mall also has ten Tesla superchargers. Next door to the mall is a Canadian Tire Gas Plus and a Starbucks Coffee.

Transportation
Huntsville is accessible through a variety of roadways, including Highway 60, Highway 11, and Muskoka (Regional) Road 3. Buses to and from Toronto come into the city daily.

Main Street is the key in town road that connects with Highway 11 to the west and Highway 60 to the north.

Passenger train service to the city from Toronto was provided daily by the Northlander at the Huntsville railway station, until Northlander discontinued train services in September 2012. Today the tracks are used by CN Rail and Ontario Northland for freight service. The station is now home to a music school.

Huntsville Transit provides local bus service in the town on a single east–west route. Service is provided Monday to Saturday.

Sports
Hockey and lacrosse are popular sports in Huntsville. Within the Canada Summit Centre, there are two skating arenas. The Don Lough Arena is named after the beloved Huntsville citizen who was a key advocate for opening the rink. In the off season, the floor of the arena is used for lacrosse. The Summit Centre's second arena, the Jack Bionda, is named after a local sports icon.

Huntsville is home to one of the largest running Girls Hockey Associations. This association has been in existence since 1971/72, and is home to Huntsville Honeys Senior C Team, and the Huntsville Sting Bantam BB team.

The town has a lacrosse team, the Huntsville Hawks of the OLA Junior C Lacrosse League as well as a full complement of Minor Lacrosse, from Paperweight to Midget age players.

The town also had an Ontario Provincial Junior A Hockey League team called the Huntsville Otters, which has had players move on to major junior A in the Ontario Hockey League. There has been a new Junior C Hockey team reintroduced to the town as of 2012 season.

Huntsville is one of three Canadian towns hosting Ironman 70.3 triathlons.

Huntsville also has a large soccer community, run by the Huntsville Soccer Club with over 1,000 participants in total. Over 800 kids between the ages of 2 and 19 play. The club also has many adult players.

Golf courses in Huntsville area include Deerhurst Highlands, the Mark O'Meara Course at Grandview Golf Club, and Bigwin Island Golf Club.

In film

 * Most of the 1995 film It Takes Two, starring Kirstie Alley, Steve Guttenberg and Mary-Kate and Ashley Olsen, was filmed at Camp Mini-Yo-We, which is located within the city's boundaries.
 * The opening sequence of the Walt Disney film The Incredible Journey showcases the village of Aspdin from the air. In this scene, Muskoka's oldest stone church, St. Mary's Anglican, can clearly be seen. Lake Vernon also appears.
 * A part of the 1989 film Welcome Home, starring Kris Kristofferson, was shot at Lion's Lookout.
 * Much of the 2018 Hallmark Film, A Veteran's Christmas, starring Eloise Mumford and Sean Faris was filmed in downtown Huntsville in the fall of 2018.

Television
Huntsville is served by a TVCogeco community channel for Cogeco cable subscribers.

The town was previously served by repeaters for CBC Television and TVO: CBLT-TV-2 and CICO-TV-13, respectively. Both repeaters were shut down following the 2012 closing of all CBC analogue transmitters, several of which were also used by TVO.

Newspaper

 * Huntsville Forester (published by Metroland Media Group)

Notable residents

 * Jack Bionda, professional hockey and lacrosse athlete was born in Huntsville. Bionda was best known as a lacrosse player. He later owned a local restaurant.
 * James Carroll, actor (Wind at My Back) and community radio personality (Hunters Bay Radio), resided here in his later years.
 * Dara Howell, freestyle skier, 2014 Winter Olympics gold medalist in ski slopestyle.
 * Sidney D. Kirkpatrick, award-winning American documentary filmmaker and a bestselling historical author.
 * Ethan Moreau, a former NHL hockey player and current scout for the Montreal Canadiens.
 * Kyle Nelson, mixed martial artist who competes in the UFC Featherweight division.
 * Jason Reso, retired WWE Wrestler. Former World Heavyweight and WWE Tag Team Champion. Resided in Huntsville during his early years.
 * George Selkirk (1908–1987), major league baseball player born in Huntsville. Selkirk succeeded the legendary Babe Ruth as the right fielder for the New York Yankees.
 * Normand Shay, a former NHL hockey player.
 * Les Stroud, survival expert and host of the television program Survivorman. Toronto born and now based in Huntsville.
 * Hawksley Workman, musician and songwriter. Former student at Huntsville High School.

title: Huntsville, Ontario


text:
Talk:Miles M.52

Comments
It's hardly fair to remove the "anti-labour" bias. I'm a canuck who could care less for UK politics. More to the point, it is absolutely the case that the labour govornments of the immediate post-war and then late 1950's are responsible for the cancellation of the vast majority of the UK's aerospace projects. Most notable is Duncan Sandys 1957 decision to cancel _all_ manned aircraft, sparing only the TSR.2 (for a few years). — Preceding unsigned comment added by Maury Markowitz (talk • contribs) 02:59, 18 June 2003 (UTC)

 * Eh? In 1957 the Tories were in power.  Also how accurate would it be to suggest that both TSR-2 and Avro Arrow were cancelled due to US bullying of the respective governments? - User:gcarty —Preceding undated comment added 14:29, 26 June 2003 (UTC)

 * At the time of the M.52's cancellation the Cold War had not yet begun and I suspect that the people involved in the cancellation simply did not see the significance of what the aeroplane was intended for. In addition, the Second World War had just ended and I suspect that many in the then-new government had simply had enough of such things and all that they stood for. — Preceding unsigned comment added by 80.4.57.101 (talk) 11:18, 20 February 2012 (UTC)

In the second paragraph of the "Early Development" section there is the statement "A major impediment to early transonic flight was control reversal, the phenomenon which caused flight inputs (stick, rudder) to switch direction at high speed" which I feel is at best misleading if not wholly inaccurate. The phenomenon of control reversal certainly exists - it is the aeroelastic effect where movement of a control surface (aileron, elevator, rudder etc) twists the main surface (wing, tail, fin etc) such that its angle of attack changes in the opposite direction. Essentially the control surface acts like a control tab. This can be observed in many aircraft over a range of speeds and is not an issue specific to transonic/supersonic flight (it is the reason for the use of spoiler-based roll control and the inboard ailerons of the F-100 Super Sabre for example). Sadly a myth emerged, perpetuated by the 1952 film "Breaking the Sound Barrier, that the control problems experienced in transonic dives were literally due to the controls reversing direction - this was not true. Some control reversal may have been experienced, but the actual problem was the high control forces (caused by the shocks generated by the control surface hinge gaps) rendering the controls immovable. This occurred at the same time as the aeroplane passed through Mcrit, causing a large nose-down trim change. So the pilot would pull back to oppose the trim change but observe an increasing nose-down response.

So I feel we should either remove the reference to control reversal completely or replace it with a more detailed discussion of the effects of transonic CP shift and shocks increasing the control forces.Peter Rieden (talk) 11:16, 3 February 2022 (UTC)

Sources and missing data
I'd like to remove the template at the bottom of the page, for having zero data. Additionally, some of the points mentioned in the article ("the US reneged on the agreement...", "obtained a speed of Mach 1.5...") have no sources attributed. I would like to change the "obtained speed" to "observed speed" as this was unmanned flight, and the aircraft was not recovered. The former I would like to eliminate, stating only that data was not provided by the Americans, as nothing shows a "reneg"ing of the agreement. Avriette 20:23, 7 January 2006 (UTC)

 * I suggest you do a little research into the subject using non US sources - there is little doubt that Renege is the correct term to use. That there was a technology sharing agreement, and that  after recieving British research the US government declined to share are matters of record...  Sounds like reneging on a deal to me.  84.92.80.169 17:17, 14 November 2006 (UTC)

 * The co-operation involved visits between teams on both sides of the Atlantic. The US team visited the UK team and received the data on the M.52, but when the UK team was due to visit the US, the US for whatever reason cancelled the visit.

 * Even if the M.52 had flown just after the Bell X-1 it would have still been the first jet powered aircraft to exceed Mach 1, as the Bell machine was rocket-powered, the US at the time not being able to develop a jet engine of the necessary power.

 * Incidently, the 'all-flying' tailplane wasn't actually new, some WW I aircraft such as IIRC the Fokker Eindekker and Morane-Saulnier N had used them, as did aircraft such as the Avro 504 and Fokker Triplane use the equivalent all-flying rudder, however the Miles M.52 was the first design to feature such a tailplane to nullify the effects of the shock wave as it moved aft during transonic flight. —Preceding unsigned comment added by 213.40.250.73 (talk) 20:05, 23 October 2009 (UTC)

 * According to this: one M.52 was completed and used for static tests where it was tested to destruction. The cancellation came when the second aircraft was almost complete.  — Preceding unsigned comment added by 95.150.100.255 (talk) 20:17, 16 April 2016 (UTC)

Subsequent work
"..instead of diving into the sea as planned, the model ignored radio commands and was last observed (on radar) heading out into the Atlantic." Surely this implies that the rocket took a conscious decision to 'ignore' radio commands? A better wording might be "...the model failed to respond to radio commands.."

 * I don't have a solid source on this, but my understanding from previous documentaries is slightly different - that it was commanded to perform a very sharp turn that was intended to cause it to break up. However, the airframe unexpectedly survived the turn and was last seen heading out to sea. Eftpotrm 11:06, 19 March 2007 (UTC)

Faster than Sound
Here is a quote. It may be controversial, it still represents a valid reference source. STACY KEACH: For 50 years, the cancellation of the M-52 has been the subject of argument and secrecy. Ben Lockspieser was the civil servant who abandoned the project. He said it was too dangerous. The reasons why he came to this decision are only now becoming clear. At the end of the war, Lockspieser accompanied a number of British and American scientists who visited a secret aircraft research laboratory near Munich in Germany. All that remains today is the blocked-up entrance. But some of Germany's most talented aircraft designers once worked here—on designs that convinced Lockspieser the M-52 would never break the sound barrier. Bzuk 03:45 7 February 2007 (UTC).

 * Actually television documentaries are not reliable reference sources on anything. The actual reason for the cancellation of the Miles M.52 were made clear in "Project Cancelled" by Derek Woods. They were that Britain was utterly bankrupt post WW2 and couldn't afford the program, and Barnes Wallis convinced the Government that the research could be acrried out better and less expensively using unmanned, rocket-powered scale models. Unfortunately, all the available research money was spend trying to get the models to work and none was left for research.  The comment about German swept wing research is purely speculative and has been deleted.
 * Please note that television and motion picture documentaries are veted and go through a thorough "author and title" search conducted by not only researchers but also by legal authorities. Your "broad" statement on documentaries is simply your point of view and should be substantiated if you wish it to be taken seriously. Also, unsigned comments or comments placed under an anonymous userid do not lead credence to your arguments. Bzuk 14:45 23 April 2007 (UTC).

Bzuk 13:45 23 April 2007 (UTC).

The above is a deliberate lie and a libel. I did not remove any part of anybody elses posting.

I demand an immediate and unconditonal apology

Again I come across a post by this anonymous user calling a wikipedia author a liar. This is personal attack #2, and I'm only on the second or third link of this editor's contributions list. To make matters worse, it then goes on to make a legal comment, which is another violation of official policy.

To this user, whoever you are: adding material to the wikipedia is important, especially if, as you claim, the existing material is wrong. However you are unlikely to convince anyone of this if you go around insulting everyone and threatening them or making demands. In this case you will likely find your additional unceremoniously removed, and your ability to edit blocks.

If you have something to add, try doing so without calling us liars simply because we disagree with you.

Maury 16:32, 23 April 2007 (UTC)

 * On the contrary, this is a rather different case. You and I have a specific disagreement over sources of data which I am sure we can thresh out in time. However, Bzuk accused me of deleting comments made on this page; an accusation which is completely untrue. I did delete a small section in the article and replaced it with information from "Project Cancelled" but I have deleted nothing on the discussion page nor would I consider doing so. His accusation is, therefore, false. —The preceding unsigned comment was added by 69.37.62.194 (talk) 17:12, 23 April 2007 (UTC).

 * Well if the two cases are so completely different, how is it that your response in both cases was to start calling people liars? Really, do you think we're going successfully "thresh out in time" some sort of agreeable position after you called me a liar? No really, I'm astonished by your behavior. And then to go around demanding an apology.... where's your apology to me? Maury 18:12, 23 April 2007 (UTC)

Apology
The above editor 69.37.62.194 is entirely correct and I attribute the lost section to an editing error on my part. I was going to reference the quote from the earlier comment and had moved my editing to an off-site MS Word document which I then edited and then proceeded to erase my own comment in editing. I then saw his note that "The comment about German swept wing research is purely speculative and has been deleted." and mistakingly assumed that he had made the deletion. In reviewing my own stupidity, I found the MS Word file and then compared it to the history file to see where I had made the mistake. The only thing I can say in my defence is that I had actually been commenting about a "Fokker" discussion page as well and had somehow transposed the commentary to this page. Again, my apologies. IMHO, I am a dunce at times and need a dose of humility which I accept. Comment also posted on affected editor's talk page.Bzuk 18:14, 23 2007 (UTC).

Your gracious and kindly apology is gratefully accepted. In turn, I apologize for jumping at you and my excessive unpleasantness over a relatively minor issue. Might I respectfully suggest that we put this unfortunate misunderstanding behind us and continue to trade information for the benefit of all the readers. With sincere thanks for your quick response.

Origin of 1000 mph requirement
It is amazing the effect that a single character typographical error can have. I understand that:

The 1000 mph requirement resulted from an intercepted Enigma transmission about the Me 262 quoting its maximum speed as 1000 kph i.e. subsonic, that was typo'd or mistranslated as 1000 mph i.e. supersonic. Faced with this amazing requirement, the Miles designers realised that they would have to throw away everything they knew about aircraft design and start from scratch, beginning with information about the stability of supersonic bullets and shells, hence the pointed nose and sharp wing leadind edges. In addition to the all-moving tailplane, already mentioned, the Miles experiments included fitting the wings on a Miles trainer back-to-front to test the effect of sharp leading edges on take off and landing.

Should this info be worked into the article? GilesW 14:08, 5 August 2007 (UTC)

 * Wow! If you can get some external reference for this, YES, please add it. I think it's a wonderful little bit of history. Maury 22:07, 7 August 2007 (UTC)

 * I just have found a source for the 1000kph/mph typo, see . The first speaker was a test pilot who could have flown the M.52. GilesW (talk) 13:26, 27 April 2009 (UTC)

 * That would have been Eric "Winkle" Brown —Preceding unsigned comment added by 213.40.254.30 (talk) 19:02, 5 September 2009 (UTC)

IT WASN'T IN RESPONSE to the ME 262's specification, apparently, British intelligence found out that a German aircraft was being developed to meet the German 3 x 1,000 requirement (1,000 kilometer range, at 1,000 kph carrying a 1,000 lb bomb). The date and timing would suggest that the M.52 was supposed to compete with the Ho. 229 (mistranslating "kph" into "mph" of course). The likely reason the program was cancelled was that it was simply too expensive and no longer required, so, rather than waste the data, the information was given to the Americans to help with the Bell X-1. —Preceding unsigned comment added by 90.215.172.21 (talk) 09:17, 26 August 2010 (UTC)

Reasons for Cancellation...
I don't pretend any expertise in this, but my own bit of research turned up this page, which mentions a report by Dennis Bancroft, Chief Aerodynamicist at Miles Aircraft, theorising about the reasons for cancellation. --Ndaisley (talk) 21:02, 29 December 2008 (UTC)

 * IIRC, the cancellation was influenced by the death of Geoffrey de Havilland, Jr. in the DH 108, and Ben Lockspeiser, the civil servant responsible for the cancellation, was regarded as a decent and humane man who thought that breaking the sound barrier and the M.52 project itself simply wasn't worth any further risk to a pilot's life. The war had just ended with millions dead, and IIARC, Lockspeiser said that 'he hadn't the heart to ask any pilot to fly it'. — Preceding unsigned comment added by 80.7.147.13 (talk) 19:01, 27 April 2014 (UTC)

The M.52 was cancelled in February 1946. But the project and its cancellation were only made public in September, around the time of Geoffrey de Havilland's death, which may be why people connect the two. In reality it seems to have been simply an ill-informed cost-cutting decision: Lockspeiser and government ministers over-estimated the difficulty of breaking the sound barrier and under-estimated the investment value of the M.52, since it would have given the British aircraft industry an important technical lead -- the Americans were nowhere near a turbojet aircraft that could break Mach 1 in level flight, and the M.52 would probably have done this well before Chuck Yeager's rocket stunt. Khamba Tendal (talk) 18:11, 22 January 2018 (UTC)

 * The above statement / comment is pure speculation, and quite insulting at that. "May be" and "seems to have been" and "probably" and ...  come on.  "Chuck Yeager's rocket stunt".  Really?  The fact is this:  The British had a partially complete prototype.  That is all that was built.  It never flew.  The program was cancelled for unknown reason(s).  We will never know why.  And no one will ever know if it could or would have broken the "sound barrier".  What we DO know is that Chuck Yeager was the first man to fly an aircraft beyond the speed of sound - and live to tell about it - in the Bell X1.  Those are facts.  They are beyond dispute, and they are not dependent on hearsay, conjecture or any other wishful thinking.  Wikipedia is not the place for speculation.  It is a place for facts that can be proven.  Could have, should have, might have been...  those terms are fine for novels.  The Miles M.52 was never built, and therefore, did not set any records.  Again, just a fact.  Thank you and Good Night. 73.6.96.168 (talk) 16:29, 21 August 2020 (UTC)

Revision
I have rationalised the info about the Gillette Falcon, putting it into the new "testing" section. I have edited the info to bring it (mostly) into line with info in the Don Brown Miles book (ist edition) and the Aeroplane Spotter (AS) article (both cited in the article).

My library cannot get me a copy of the Peter Amos 2nd edition of the Miles book. Is it significantly better on the M.52 than the 1st edition?

Neither of those sources support the assertion that standard wings were fitted to the Falcon back to front to test sharp leading edges, so I have omitted this. Can it be substantiated from a reliable source?

Can anyone substantiate the info about stainless steel? This contradicts the AS article, which says "high tensile steel structure covered with high-duty alloy plating" (meaning aluminium alloy). GilesW (talk) 22:55, 10 October 2009 (UTC)

Specification
In modern terminology, I think that "|type of jet=turbojet (fitted with augmentor and afterburner)"

should read "|type of jet=turbofan with afterburner." See "Design and Development" section of article. Any comments? GilesW (talk) 23:11, 12 October 2009 (UTC)

 * Nowadays it would technically probably be called an afterburning turbofan. —Preceding unsigned comment added by 213.40.250.73 (talk) 20:07, 23 October 2009 (UTC)

 * Looking at the sectional drawings of M.52 in the 1946 Flight article, it does not look as if a compressor stage or anything else was to be added to the basic engine, so it would not have been a turbofan. It shows air ducts from the intake past the engine to the reheat, the additional air being driven by ram effect not a compressor, making it a hybrid turbojet-ramjet - not a turbofan with reheat. GilesW (talk) 00:48, 11 November 2009 (UTC)

 * The W.2/700 was trialled with both reheat (on a Meteor) and with an aft-ducted fan, although I don't know if the latter was flown or just run on a test-bed, presumably both trials being intended for the M.52 project. — Preceding unsigned comment added by 95.150.100.255 (talk) 10:10, 21 April 2016 (UTC)

Me 163A or Me 262?
The specified climb performance 36,000 ft/1.5 mins is compatible with the rate of climb of the Me 163 rocket, but very much quicker than the Me 262 jet. Therefore it appears that the intercepted report concerned (only) the Me 163A as mentioned by Eric Brown in the Discussion video. Can anyone verify this? GilesW (talk) 22:12, 13 October 2009 (UTC)

Construction
In the absence of a reliable citation I propose to replace this: "Supersonic heating was not completely understood at the time, so the M.52 was built using stainless steel rather than the more common duraluminum." With something like this: "To provide sufficient strength the M.52 design featured a high tensile steel structure covered with high-duty aluminium alloy plating ".GilesW (talk) 22:45, 28 October 2009 (UTC)

Power operated stabilator
I read somewhere (I do not know where) that a key feature of the M.52 was that its stabilator or 'flying tail' was to be power operated, so that aerodynamic forces could not be fed back to the pilot and override the pilot's control inputs as happened with conventional tails. AFAIK this feature was incorporated into the specification of the M.52 (and thence the X-1). Has anyone access to the M.52 spec itself, or coroborating info? GilesW (talk) 17:30, 12 September 2010 (UTC)
 * Reference found and article edited. GilesW (talk) 01:20, 21 December 2010 (UTC)
 * What's the page number? of the book you are using that has the information. FWiW Bzuk (talk) 02:53, 21 December 2010 (UTC)
 * This info is given in the M.52 chapter of Miles Aircraft since 1925 by Don Brown, on pages 274 - 276. GilesW (talk) 00:28, 9 January 2011 (UTC)

 * I still find the X-1 connection a bit dubious, as the X-1 didn't originally have a "flying tail". A trimmable stabilizer was added to the X-1 later, but this was not unique to the M.52 at that time, as US designs had them before that time. We need a reliable source that directly says that the idea for the X-1's trimmable stabilizer as a solution to the came from the M.52, otherwise its synthesis/OR. - BilCat (talk) 03:18, 21 December 2010 (UTC)
 * As stated by Don Brown, the power operated flying tail that could not override the pilot's control input was a key feature of the M.52 design that was used in the X-1, and that "Bell engineers and designers, at the insistence of the Ministry, had access to all the drawings, calculations and design data relating to the M.52." Elsewhere it is explained in more detail that this capability was incorporated into the X-1 structure, but at first a conventional elevator was used, with the usual loss of control at high speeds. A Bell engineer remembered that Miles had emphasised the importance of the all moving tail during their meetings, so they reconfigured the X-1 tail sucessfully. GilesW (talk) 00:28, 9 January 2011 (UTC)
 * I'm not sure exactly when this occurred, but the XP-42 at one point was fitted with a stabilator — Preceding unsigned comment added by 69.124.226.76 (talk • contribs) 06:12, 13 March 2017 (UTC)

Re Bell X-1
Captain Brown RN was the pilot designate for the M.52 and wrote a book, Miles M.52, Gateway To Supersonic Flight. He makes a number of claims in his book regarding the X-1.

To wit, quote #1: The X-1 had a tailplane adjustable in incidence for trim purposes, with a conventional trailing edge elevator.

My comment: Correct. The specification supplied to Bell specified that the XS-1 be equipped with a movable horizontal stabilizer to provide pitch (nose up or down) control when shock waves made the elevators ineffective and spelled out also the rate of movement (one degree/second). Captain Brown also notes the X-1 as built "incorporated none of the design features of the Miles M.52."

Quote #2: Yeager lost control when flying at Mach 0.94 ... . Both he and the engineers thought that was the end of the road. Magically a solution was provided by Bell almost instantaneously, in the form of a "field fix" variation of the "flying tail" encountered on the U.K. visit to Miles. Bell's control solution was to use the pre-existing tailplane trimmer to modify the incidence of the tailplane in flight, by means of a switch in the cockpit. Two flights after evaluating their ad hoc "flying tail," Yeager attained supersonic flight.

My comment: Not so. Bell did not change anything; see comment to quote #1. Yeager has always given the project flight engineer Jack Ridley the credit with coming up with the idea to use the tailplane trim as a means of pitch control during the period when the elevator lost effectiveness. Ridley, however, just had his finger on the pulse with respect to the papers crossing his desk, IMHO. The ability to control pitch with stabilizer in the transonic regime was investigated by Axel T. Mattson in his paper NACA RM No. L7A03 "FORCE AND LONGITUDINAL CONTROL CHARACTERJSTICS OF A 1/16-SCALE MODEL OF THE BELL XS-1 TRANSONIC RESEARCH AIRPLANE AT HIGH MACH NUMBERS" (May 21, 1947).

Quote #3: When the X-1 ran into compressibility problems in 1947 it was rescued by fitment of the "flying tail."

Quote #4: The British aviation fraternity is firmly convinced that the Bell X-1 owed its success to what the Americans gleaned from their visit to the Miles factory in Autumn 1944, and in particular what Bell learned from the M.52's "flying tail." Certainly, in spite of American protestations that they had their own original ideas on a "flying tail," there does not appear to be any solid evidence of its appearance on test before the X-1 ran into transonic trouble in 1947.

Quote #5: On seventh flight, after "flying tail" has been fitted to the X-1, Yeager attains controlled supersonic level flight, Mach 1.02.

Quote #6 (From the “Guild News”, June 2009): The Americans will not admit that the flying tail which was on the M.52 was what let the Bell X-1 break the sound barrier. Chuck Yeager had run into severe compressibility trouble at Mach .94. In fact, General Albert Boyd, head of the Flight Test Division at Wright Patterson AFB, had said, "Well, fellers, this is the end of the road." Then three days later Bell came charging down with this all-flying tail, designed by a guy who had been to Woodley and had seen the tail on the M.52. He'd done some work on it, but basically it was the M.52's tail, which he admitted more or less on his deathbed. They popped it straight onto the X-1 there and then, and it did the trick.

My comment: It's interesting how Captain Brown's narrative changes from that given in #2 to that in #6.

Yeager's flight test report following the first supersonic flight:

Date: 14 October 1947 Pilot: Capt. Charles E. Yeager Time: 14 Minutes 9th Powered Flight

1. After normal pilot entry and the subsequent climb, the XS-1 was dropped from the B-29 at 20,000' and at 250 mph IAS. This was slower than desired.

2. Immediately after drop, all four cylinders were turned on in rapid sequence, their operation stabilizing at the chamber and line pressures reported in the last flight. The ensuing climb was made at .85 - .88 Mach, and, as usual, it was necessary to change the stabilizer setting to 2 degrees nose down from its pre-drop setting of 1 degree nose down. Two cylinders were turned off between 35,000' and 40,000', but speed had increased to .92 Mach as the airplane was levelled off at 42,000'. Incidentally, during the slight pushover at this altitude, the lox line pressure dropped perhaps 40 psi, and the resultant rich mixture caused the chamber pressures to decrease slightly. The effect was only momentary, occurring at 0.6 Gs, and all pressures returned to normal at 1 G.

3. ln anticipation of the decrease in elevator effectiveness at speeds above .93 Mach, longitudinal control by means of the stabilizer was tried during the climb at .83, .88, and .92 Mach. The stabilizer was moved in increments of 1/4 - 1/3 degree and proved to be very effective; also, no change in effectiveness was noticed at the different speeds.

4. At 42,000' in approximately level flight, a third cylinder was turned on. Acceleration was rapid, and speed increased to .98 Mach. The needle of the machmeter fluctuated at this reading momentarily, then passed off the scale. Assuming that the off-scale reading remained linear, it is estimated that 1.05 Mach was attained at this time. Approximately 30% of fuel and lox remained when this speed was reached and the motor was turned off.

5. While the usual light buffet and instability characteristics were encountered in the .88 - .90 Mach range and elevator effectiveness was very greatly decreased at .94 Mach, stability about all three axes was good as speed increased and elevator effectiveness was regained above .97 Mach. As speed decreased after turning off the motor, the various phenomena occurred in reverse sequence at the usual speeds, and in addition, a slight longitudinal porpoising was noticed from .98 - .96 Mach which (was) controllable by the elevators alone. Incidentally, the stabilizer setting was not changed from its two-degree nose-down position after trial at .92 Mach.

6. After jettisoning the remaining fuel and lox, a 1 G stall was performed at 45,000'. The flight was concluded by the subsequent glide and a normal landing on the lake bed.

Yeager's presentation at the first XS-1 conference, 9 January 1948:

As the Mach number was increased from .87, the buffeting became more severe, and a nose down trim change was noted. The forces were quite light, and the movement of the control column remained the best means of indicating the trim change. At approximately .90 Mach number trim change previously mentioned reversed, and the tendency was for the nose to rise and, in the range of approximately .92 Mach number, the buffeting became quite severe.

At this point in the program it was decided from a correlation of model test data that the one degree per second actuator for the stabilizer might prove to be too slow for proper control during subsequent flights, and an interruption in the program was made to install a faster motor. In the first flight after the new stabilizer actuator was installed, the Mach number was increased to .94. At this point, the trim change again reversed to a nose-down tendency, but it was still easily controllable and approximately 3degree of up elevator provided level flight. From .94 to .96. the elevators and rudder became increasingly ineffective until, at the latter figure, they could be moved throughout their range of displacement with very slight response from the aircraft. At approximately .95, the buffeting decreased rapidly and became non existent at .96.

Up to this time a stabilizer setting of 2degree leading edge up was used in all of the high-speed test runs. The next flight was therefore initiated to investigate the effectiveness of control by the stabilizer at the higher speeds above .96 since the setting had only been varied in climbs up to this time. As the speed was increased on this flight, the stabilizer was changed to 1degree leading edge up and returned to 2degree leading edge up successively at .84, .88, and .95 Mach numbers. The acceleration experienced in the cockpit was approximately the same for all speeds, and it was decided that the stabilizer was still effective, even though the elevator and rudder had lost their effectiveness. The ailerons remained effective throughout the range. With the stabilizer setting of 2degree, the speed was allowed to increase to approximately .98 to .99 Mach number, where elevator and rudder effectiveness were regained and the airplane seemed to smooth out to normal flying characteristics. This development lent added confidence, and the airplane was allowed to continue to accelerate until an indication of 1.02 on the cockpit Mach meter was obtained. At this indication, the meter momentarily stopped and then jumped to 1.06, and this hesitation was assumed to be caused by the effect of shock waves on the static source. At this time the power units were cut and the airplane allowed to decelerate back to the subsonic flight condition.

My comment: Of particular note is that the program was interrupted in order to install a faster trim motor, not to install a "flying tail," as insisted by Captain Brown. The X-1 retained the stabilizer/elevator system as spelled out by Captain Brown in quote #1 throughout its life and was never modified for the supersonic flight, as a reading of Yeager's reports above confirms.

Captain Brown, in his book, calls the M.52 tail a "flying tail," and it was what would be called a "slab" today, a unitary piece with no separate stabilizer/elevator. Here is where I feel the problem lies. NASA and Yeager, even to this day, refer to the X-1 trimmable stabilizer and elevator setup as a, you guessed it, "flying tail." Two contemporaneous aircraft, the D558 and the F-86A, both had the same setup as the X-1 (trimmable tailplane with elevator). It seems to me to be a case of two countries separated by a common language. Has Captain Brown merely misunderstood the U.S.A.'s use of terminology? I can think of no other explanation, because the plain fact is, the X-1 tail never underwent modification from the day it was built, other than the trim motor.

It would be interesting to have interviewed Captain Brown to gain an insight into why he had the idea that the X-1 tail was modified. babraham AT netspace.net.au — Preceding unsigned comment added by 203.7.51.96 (talk) 19:22, 26 March 2016 (UTC)

Bell and Miles
There is no evidence that Bell used Miles powered tail. As a matter of fact Lockheed and other US companies had filed numerous patents had patents on moving tails powered tails dating back to the early forty. Please also keep in mind that the wright brother had a movable tail. This whole page is nothing more than a POV.. The M.52 never flew. 8 models and only 3 were successful. I suggest you go to you tube and listen to Gen Yeager described how they solved the problem. I can also tell you it wasn't Mr Miles models.. Also the comments about the USA not sharing the technology, might be true, but please also add to this page the WHY.... Britain had some major spy defections latde 40 early 50's and they had just sold Jet technology to the USSR.... Klimov VK-1 version of the British Nene jet engine, this design became the mass-produced MiG-15, which first flew on December 31, 1948, Jacob805 19:54, 4 June 2016 (UTC)

 * FYI the Cold War had not yet started when Britain sold the Rolls-Royce Derwent and Rolls-Royce Nene to the Soviet Union and what Britain did with their technology was none of the US' business. BTW, the British also sold the Nene to the US where it was produced by P&W as the "J42".

 * What the RAE and Miles did was to prove that the powered all-moving tail was the solution to the control problem at, and around, Mach 1.

 * Prior to this time there were no supersonic wind tunnels outside Germany and so the only way to gain data on high speed flight was to fly a full-size aeroplane as fast as one could. The RAE had an advantage in having the Spitfire, which could be controlled safely in dives up to Mach 0.89, far faster than any other aeroplane flying.
 * That's not entirely true, there were various small supersonic tunnels developed but problems usually persisted in being able to determine data downstream of the shockwave (they'd bounce off the walls) and invalidate everything downstream. These devices were used to measure the aerodynamics of bodies of revolution.  This was even used for testing the Miles M.52. — Preceding unsigned comment added by 69.124.226.76 (talk • contribs) 06:12, 13 March 2017 (UTC)

 * FYI, the fastest speed recorded in a dive for a Spitfire was 609 mph, faster than any of the first generation straight-wing jets. Table of data for Spitfire RAE high speed dives in which a TAS of 606 mph, and Mach M = 0.891 was measured, in Report No. Aero 1906 here: The dive angle was 46.2 degrees at this speed. 609 mph TAS was reached slightly after this at 25,520 ft, albeit at a lower Mach number - M = 0.880.

 * A powered all-moving tail was also flown on a modified Spitfire.
 * It was dived to Mach 0.92 by S/Ldr. Tony Martindale. Interestingly, there was one flight in 1952 where a Spitfire PR.XIX clocked Mach 0.94 (presumably without a stabilator) during atmospheric testing that went awry as the pilot was flying at very high altitude and got a stall warning and pitched over, at which point the aircraft was kept in the dive a little too long (no idea how fast it would accelerate in such thin air) and it soon was in trans-sonic effects and once the pilot realized it, he started frantically trying to pull out and succeeded fortunately.  After everything was done, they analyzed the data, as well as the atmospheric data and confirmed Mach 0.94.  For a plane built in WWII, it might very well have had the highest dive speed (though supposedly an Me-262 managed to go supersonic in 1945)

 * Oh, BTW, the Soviets copied the Derwent and Nene without UK permission. One of the conditions by which the UK supplied the engines to the Soviets was that the Soviets not copy them. The Soviets went back on that agreement.

 * I don't quite know why the all-moving tail is spoken-of in relation to the Bell X-1, as mentioned above the aircraft actually had a trimm-able conventional tailplane operated by an electric screw jack. The all-moving tail was however later used in US aircraft such as the F-86G and F-100 and others before UK aircraft such as the Swift and Hunter had them, the English Electric P.1 design of 1949-1950 however had one before all of the others. — Preceding unsigned comment added by 95.150.18.150 (talk) 11:21, 21 November 2016 (UTC)

In my opinion, the majority of this article is based on the memories and recollections of one man who wrote a book. This man, a captain Brown I believe, is not a reliable source for an entire article without some 3rd party confirmation - since he was quite obviously an interested party in this Miles vs Bell / X1 controversy. I am doubtful of many of the claims as currently written in this article, and I would like to see an independent reviewer who has expertise in this subject go over this article and do some real fact-checking. Far too much sole-source anecdotal story telling here. 73.6.96.168 (talk) 16:43, 21 August 2020 (UTC) Eric Brown is rather more than "some man who wrote a book2 Maybe he does have skin in the game but he is a reliable primary source.TheLongTone (talk) 15:40, 14 February 2023 (UTC)

Augmentor Fan & Inlet Performance
In Captain Eric Brown's book on the Miles M.52, he did make several mentions of a modified Whittle W.2/700 with high-temperature alloy turbine-blades as well as a "No.4 Augmentor" which appeared to be a type of aft-driven fan coupled to an afterburner that was either single or twin-staged. It was stated that the design produced substantial amounts of thrust, and while thrust/drag was such that it would need a shallow dive to get through Mach 1.0 - 1.2, once up to Mach 1.3 the thrust of the engine would actually increase out of proportion with the aircraft's drag due to the effects of ram compression. From what appeared to be the case, he stated that the aircraft would basically accelerate to destruction of either the engine, aircraft, or both if the pilot didn't throttle back (or climb).

The basic shape of the plane was based on that of a 0.50 BMG bullet, and the inlet might have initially been based on a shape that was as close to a bullet as possible instead of a pitot-type inlet: Regardless, it would have provided a substantial ram-compression effect and plans were made for a movable-spike, variable geometry air-passages in the engine or inlet duct, as well as a modified fixed-spike aimed at better pressure recovery. Brown speculated that design probably would have settled on a fixed-spike of proper aerodynamic design if I recall.

What I am fascinated by is that while there are aircraft who's inlets produce greater thrust with speed than the drag produced at the same speed, allowing for acceleration, often the inlet shock-recovery falls off with increasing mach-number, and that usually results in reduction in net-thrust until eventually thrust/drag equal each other after a few tenths of a mach number.

I'm curious if anybody has further data or a diagram of the No.4 augmenter. I'm mostly curious how it would compare to a gas-turbine of the 1950's or 1960's (i.e. cutaways of these engines are available)

— Preceding unsigned comment added by 69.124.226.76 (talk • contribs) 06:12, 13 March 2017 (UTC)

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Reheat or turbofan?
It is not "simpler" to replace the correct description of an early reheat system with some sort of 'turbofan'! Any explanation? Andy Dingley (talk) 22:55, 23 November 2023 (UTC)

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Talk:Miles M.52


text:
Li Yu (Southern Tang)

Li Yu (c. 937 – 15 August 978 ), before 961 known as Li Congjia (李從嘉), also known as Li Houzhu (李後主; literally "Last Ruler Li" or "Last Lord Li") or Last Lord of Southern Tang (南唐後主), was the third ruler of the Southern Tang dynasty of China during the Five Dynasties and Ten Kingdoms period. He reigned from 961 until 976, when he was captured by the invading Northern Song dynasty armies which annexed his state.

Li Yu was sentenced to death by poisoning by Emperor Taizong of Song after 2 years as an exiled prisoner.

Li Yu was an incompetent ruler and poisoned Lin Renzhao and Pan You (潘佑) to death.

Family
Parents Consort and their respective issue(s)
 * Father: Li Jing
 * Mother: Empress Guangmu (光穆皇后; d.965) of the Zhong clan (鍾氏)
 * Queen Zhaohui (昭惠國后), of the Zhou clan (周氏), personal name Ehuang (娥皇)
 * Li Zhongyu (李仲寓; 958–994), Duke Qingyuan (清源郡公), first son
 * Li Zhongxuan (李仲宣; 961–964), Prince Huaixian (岐懷獻王), second son
 * Queen Zhou the Younger (小周后), of the Zhou clan (周氏)
 * Baoyi, of the Huang clan (保儀黃氏)
 * Gongren, of the Bao clan (宮人喬氏)
 * Gongren, of the Zang clan (宮人臧氏)

Early life
In the same Chinese year Li Congjia was born, his grandfather Xu Zhigao, also known as Xu Gao (Li Bian) founded the state Qi (齊), renaming it Tang (known as the Southern Tang) 2 years later. When Li Congjia was 6, his father Li Jing became the next Southern Tang emperor. With Li Jing naming his younger brother Li Jingsui his heir apparent, his sixth eldest son Li Congjia seemed unlikely to ever succeed the throne. However, many of Li Congjia's brothers died very young, and after the death of the second eldest brother Li Hongmao (李弘茂) in 951, Li Congjia all of a sudden found himself right behind Li Hongji — the eldest brother — and uncle Li Jingsui in the succession line.

Li Hongji, a withdrawn and troubled young man, resented his crown prince uncle, whom he saw as a political enemy standing in his way. He also disliked his younger brother Li Congjia, even though they shared the same biological mother, Empress Zhong. Fearing the possible results of this family enmity, Li Congjia tried hard to be inconspicuous and focused on the arts, including poetry, painting and music. He loved reading, a passion encouraged by his father, also an acclaimed poet. At the age of 17, Li Congjia married Zhou Ehuang, chancellor Zhou Zong's daughter and a year his senior. Lady Zhou was not only highly educated but also multi-talented in music and the arts and the young couple enjoyed a very intimate relationship.

Accession to the throne
In 955, a year after Li Congjia's marriage, Southern Tang was invaded by Later Zhou. The resistance war did not end until spring 958, after Li Jing ceded all prefectures north of the Yangtze River to his powerful northern neighbor. Li Jing also relinquished all imperial trappings, degrading his own title from emperor to king (國主). The national humiliation was soon followed by familial tragedy: later that year Li Hongji poisoned uncle Li Jingsui to death, which was followed by his own death a few months later, allegedly hastened by many encounters with Li Jingsui's vengeful ghost.

Not long after Li Hongji's death in 959, Li Congjia was given the post of royal secretary (尚書令) so that he could familiarize himself of governmental affairs. However, despite being the king's eldest surviving son, a few ministers considered him too dissolute and weak for the crown prince position, including Zhong Mo, who pleaded to have Li Congjia's younger brother Li Congshan chosen instead. Li Jing found Zhong's suggestion offensive and demoted him.

Suffering from poor health, Li Jing decided to transfer all responsibilities to his successor. He named Li Congjia the crown prince in spring 961 to take over in the capital Jinling (金陵; modern Nanjing, Jiangsu) while he retired to the southern city of Hongzhou (洪州; modern Nanchang, Jiangxi). A few months later he died, and Li Congjia officially succeeded the throne, not without a last-second effort by Li Congshan to challenge him. By then Zhong Mo had also died, so Li Congshan asked chancellor Xu You to bring Li Jing's last will to him. Xu refused and confided in Li Congjia of Li Congshan's intentions. Li Congjia — changing his name to Li Yu — did not punish his younger brother other than a slight demotion.

Appeasing the Song Dynasty
A year before Li Yu ascended the throne, Southern Tang's nominal overlord Later Zhou had been replaced by the Song dynasty established by former Later Zhou general Zhao Kuangyin, who had earlier participated in several campaigns against Southern Tang. Knowing the limit of Southern Tang's military strength and trying hard to be subservient to the northern court, Li Yu immediately sent a high official Feng Yanlu with a letter — whose language was of extreme humility — to inform Song of his succession. Things got to a rocky start: during his accession to the throne Li Yu built a golden rooster, a symbol of imperial power, the news of which infuriated Zhao Kuangyin. In the end, the Southern Tang ambassador in the Song capital of Bianliang (汴梁; modern Kaifeng, Henan) had to give the explanation that the golden rooster was actually a "weird bird" to satisfy the Song emperor.

Such an embarrassing relationship would define Li's entire reign, as tribute payments, both regular and irregular, drained the Southern Tang treasury. Essentially Li was ready to fulfill Emperor Taizu of Song's every demand except go to Bianliang himself. In 963, Li Congshan who accompanied a tributary mission was held hostage in Bianliang and had to write letters on behalf of the Song emperor asking his elder brother also join him at the Song court. Li Yu, naturally, did not heed the request.

Successive deaths in the family
Li Yu remained close to his wife Zhou Ehuang — Queen Zhou — so close that he sometimes canceled government meetings to enjoy her performances. The absences continued until a censor (監察御史) spoke out against it.

In around 964, the second of the couple's two sons, a three-year-old still called by his milk name Ruibao (瑞保), died unexpectedly. Li would mourn his son by himself so as not to sadden his wife more than necessary, but Queen Zhou was completely devastated and quickly deteriorated in health. During her illness, Li attended her and did not disrobe for days. When the queen finally succumbed to illness, Li mourned so bitterly until "his bones stuck out and he could stand up only with the aid of a staff." In addition to several grieving poems, he chiseled the roughly 2000 characters of his "Dirge for the Zhaohui Queen Zhou" (昭惠周后誄) — "Zhaohui" being her posthumous name — to her headstone himself. Part of the dirge read (as translated by Daniel Bryant):

Li Yu cheated on his wife while she was dying. During her last days he also engaged in a secret sexual relationship with Queen Zhou the Younger, the queen's younger sister, who was only around 14 at that time. Worst of all, the queen discovered the "affair" which probably hastened her demise and multiplied Li Yu's regret. A few months later, in late 965, disaster stroke again: Queen Dowager Zhong died after several months of attentive care-taking by Li. The subsequent mourning period delayed Li's marriage to the younger Lady Zhou until 968.

Deaths of Lin Renzhao and Pan You
After conquering Jingnan, the Hunan region and Later Shu, the Song Dynasty army set off to invade Southern Han in 971, Southern Tang's southwestern neighbor. Lin Renzhao, the Southern Tang military governor of Zhenhai Command (鎮海軍) centering in Wuchang (in modern Hubei), believed the opportunity golden to attack the Song cities around Yangzhou (in modern Jiangsu) as the main Song army would be a long distance away and already severely fatigued. Li Yu immediately rejected Lin's request: "Stop the nonsense talks, (stop) destroying (our) country!"

What Li was perhaps unaware was a year before, the Song military had gotten hold of an important chart with detailed measurements of Yangtze River crossing points, provided by a Southern Tang defector named Fan Ruoshui. After the conquest of Southern Han, their next step was to eliminate Lin Renzhao. In 974, Emperor Taizu of Song got hold of a Lin portrait through agents working in Southern Tang, and Li Congshan, the hostage kept in Bianliang, was then made to believe that Lin's loyalty was with Song. When Li Yu was told of this, he without a thorough investigation secretly poisoned Lin to death. Chancellor Chen Qiao angrily reacted to Lin's death: "Seeing loyal ministers killed, I don't know where I will die!"

Li Yu also murdered Pan You (潘佑) by poisoning him.

Fall of Southern Tang
Li was an incompetent ruler who spent more time on literature and art, with little regard to the Song dynasty that was eyeing its weaker neighbor. In 971, Houzhu dropped the name of Tang from its Kingdom's name, in a desperate move to please the mighty Emperor Taizu of Song.

Of the many other kingdoms surrounding the Southern Tang, only Wuyue to the east had yet to fall. The Southern Tang's turn came in 974, when, after several refusals to summons to the Song court, on the excuse of illness, Song dynasty armies invaded. After a year long siege of the Southern Tang capital, modern Nanjing, Li Houzhu surrendered in 975. He and his family were taken as captives to the Song capital at present-day Kaifeng. In a later poem, Li wrote about the shame and regret he had on the day he was taken away from Jinling (as translated by Hsiung Ting ):

Death
He was poisoned by the Song emperor Taizong in 978, after he had written a poem that, in a veiled manner, lamented the destruction of his empire and the rape of his second wife Empress Zhou the Younger by the Song emperor. After his death, he was posthumously created the Prince of Wu (吳王).

Writing
Li was interested in cí poetry, which sometimes seems to characterize poetry of the Song Dynasty. However, he is not a Song poet: the Southern Tang is more a successor of Tang and precursor of the Song side that existed during the Tang-Song transition, also known as the Five Dynasties and Ten Kingdoms period. Li Yu represents both a continuation of the Tang poetry tradition, as well as representing the cí poetic style associated with the poetry of Song.

Li Houzhu devoted much of his time to pleasure-making and literature, and this is reflected in his early poems. A second phase of Li's cí poems seems to have been the development of an even sadder style after the death of his wife, in 964. His saddest, poems were composed during the years of his captivity, after he formally abdicated his reign to the Song, in 975. He was created the Marquess of Disobeyed Edicts (違命侯), a token title only. Actually, he was a prisoner, though with the outward accoutrements of a prince. Li's works from this period dwell on his regret for the lost kingdom and the pleasures it had brought him.

He developed the ci by broadening its scope from love to history and philosophy, particularly in his later works. He also introduced the two stanza form, and made use of contrasts between longer lines of nine characters and shorter ones of three and five. Only 45 of his ci poems survive, thirty of which have been verified to be his authentic works, the other of which are possibly composed by other writers. Also, seventeen shi style poems remain to his credit. His story is the subject of Cantonese operas.

Cí poetry
The roughly 40 (some of which incomplete owing to damaged manuscripts) cí poems possibly written by Li Yu are summarized in the table below. The cí as a poetic form follows set patterns or tunes (詞牌).

A few poems have been set to music in modern times, most notably the three songs in Teresa Teng's 1983 album Light Exquisite Feelings. Some of the songs are mentioned below.

Poetry Examples
Poems like these are often invoked in later periods of strife and confusion by literary figures.

Alone Up the Western Tower (獨上西樓)

"Alone Up the Western Tower" was written after his capture. Here the poem is translated by Chan Hong-mo:

This was also rendered into a song by Teresa Teng.

Jiangnan Remembrance (望江南), second stanza

Shi poetry
Li Yu's poems in the form of shi include:
 * "Bìng Qǐ Tí Shān Shě Bì" (病起題山舍壁; "Getting up while Ill: Written Upon the Wall of My Mountain Lodge")
 * "Bìng Zhōng Gǎn Huái" (病中感懷; "Feelings while Ill")
 * "Bìng Zhōng Shū Shì" (病中書事; "Written while Ill")
 * "Dào Shī" (悼詩; "Poem of Mourning")
 * "Dù Zhōng Jiāng Wàng Shí Chéng Qì Xià" (渡中江望石城泣下; "Gazing at Stone City from Mid-River and Weeping")
 * "Gǎn Huái" (感懷; "My Feelings") — 2 poems
 * "Jiǔ Yuè Shí Rì Ǒu Shū" (九月十日偶書; "Jotted Down on the Tenth Day of the Ninth Month")
 * "Méi Huā" (梅花; "Plum Blossoms") — 2 poems
 * "Qiū Yīng" (秋鶯; "Autumn Warbler")
 * "Shū Líng Yán Shǒu Jīn" (書靈筵手巾; "Written on the Napkin for a Sacrificial Banquet")
 * "Shū Pí Pá Bèi" (書琵琶背; "Written on the Back of a Pipa")
 * "Sòng Dèng Wáng Èr Shí Dì Cóng Yì Mù Xuān Chéng" (送鄧王二十弟從益牧宣城; "On Saying Farewell to My Younger Brother Chongyi, the Prince of Deng, Who is Going Away to Govern Xuancheng") — including a long letter
 * "Tí jīn lóu zi hòu" (題金樓子後; "Written at the end of the Jinlouzi") — including a preface
 * "Wǎn Chí" (輓辭; "Poem of Mourning") — 2 poems

"To the Tune of Liǔ Zhī" mentioned in the cí section may also be classified as a shi.

Prose writing
Li's surviving prose are miscellaneous in character. For example, "Dirge for the Zhaohui Queen Zhou" is rhymed and almost entirely in regular four-character metre, resembling the fu form a millennium before.

Calligraphy
Li Yu's calligraphy style has been dubbed "Golden Inlaid Dagger" (金錯刀) for its perceived force. As one Song Dynasty writer noted: "The large characters are like split bamboo, the small ones like clusters of needles; altogether unlike anything done with a brush!"

Television series
Three independent television series focused on the complex relationships between Li Yu (Li Houzhu), Emperor Taizu of Song (Zhao Kuangyin) and the various women in their lives. They are:
 * The Sword and the Song (絕代雙雄), a 1986 Singaporean series starring Li Wenhai as Li Yu.
 * Love, Sword, Mountain & River (情劍山河), a 1996 Taiwanese series starring Chin Feng as Li Yu.
 * Li Houzhu and Zhao Kuangyin (李後主與趙匡胤), a 2006 Chinese series starring Nicky Wu as Li Yu.

title: Li Yu (Southern Tang)


text:
Minister of State

Minister of state is a designation for a government minister, with varying meanings in different jurisdictions. In a number of European countries, the title is given as an honorific conferring a higher rank, often bestowed upon senior ministers. In the United Kingdom and several other Commonwealth countries, "minister of state" is a junior rank subordinate to ministers of higher rank. In Brazil and Japan, all ministers of cabinet rank hold the title, while in Australia "minister of state" is the designation applied to all government ministers regardless of rank.

High government ranks
In several national traditions, the title "Minister of State" is reserved for government members of cabinet rank, often a formal distinction within it, or even its chief.
 * Brazil: Minister of State (Ministro de Estado) is the title borne by all members of the Federal Cabinet.
 * Chile: Minister of State (Spanish: Ministro de Estado) is the title borne by all heads of the Ministries.
 * France: Under the Fifth Republic, Minister of State (Ministre d'État in French) is an honorific title bestowed upon nomination as a Minister. Ministres d'État, in the protocol, rank after the Prime Minister and before the other Ministers but enjoy no other specific prerogatives. Initially, the title of Ministres d'État didn't explicitly include a portfolio (a practice common under previous regimes), although in time both the title and a specific portfolio have since normally been conferred together. As under previous regimes, a series of Ministres d'État in the same cabinet may also reflect a balance between the different political trends in the ruling party (or within the ruling coalition). A Ministre d'État is not to be confused with a Secretary of State (Secrétaire d'État), a Junior minister assisting a Minister and who may only attend cabinet meeting if the topic discussed touches his responsibilities. Former Ministres d'État include former French President Nicolas Sarkozy.
 * Japan: Minister of State is the title borne by all members of the Japanese Cabinet.
 * Kenya: A Minister of State generically refers to a more senior minister by virtue of the revenue power, or security implications of their ministry. For instance, ministries housed under the Office of the President, Office of the Deputy President and Office of the Prime Minister are titled as "Ministries of State for". Actual examples include Ministry of State for Internal Security and Provincial Administration; Ministry of State for Immigration; and Ministry of State for Public Service.
 * Luxembourg: Minister of State (French: Ministre d'État; Luxembourgish and German: Staatsminister) is an additional title borne by the Prime Minister. Unlike the title 'Prime Minister' (French: Premier ministre; Luxembourgish: Premier; German: Premierminister), which was instituted only in 1989, that of Minister of State has been held by the head of government since 1848. As Minister of State, his role is to control and coordinate the activities of the other Ministers.
 * Monaco: The Minister of State of Monaco is the Principality's head of government, appointed by and subordinate to the Prince of Monaco and responsible for enforcing its laws.
 * Palau: The Minister of State of Palau is the minister responsible for foreign affairs and international trade.
 * Portugal: Minister of State (Ministro de Estado) is a member of the Council of Ministers who holds a more distinct position within the cabinet, roughly equivalent to Deputy prime minister.
 * Spain: When Adolfo Suárez was Prime Minister, Ministers of State were created who held a more distinct position within the Government. However, this initiative did not last since his successors did not follow this path.
 * Scandinavian states + Finland: The equivalent title statsminister is used for the head of government (i.e. the prime minister), and compound titles of which -minister is a part may be used for major-portfolio Ministers. For details on statsminister, see Prime Minister of Sweden, Prime Minister of Denmark, Prime Minister of Norway, and Prime Minister of Finland.
 * Turkey: A Minister of State (Devlet Bakanı) was a post in Turkish cabinets between 1946 and 2011. It was possible to have more than one Minister of State in a single cabinet, responsible for different policy areas.
 * United Kingdom: Normally a mid-level government role (see next section) but Lord Beaverbrook was nominally Minister of State from 1 May 1941 to 29 June 1941 while a member of the war cabinet. It has become regular practice for senior Ministers of State to be invited to attend cabinet on a regular basis at the Prime Minister's discretion, though they are not technically full members. However, more recently, some Ministers of State have been made full members of the Cabinet, such as Jacob Rees-Mogg when he served as Minister of State for Government Efficiency.

Minor government ranks
In various nations, especially in former members of the British Empire, "Minister of State" is a junior ministerial rank, often subordinated to a cabinet member.
 * Canada: A Minister of State is senior to a Secretary of State but junior to a Minister of the Crown (ordinary portfolio minister).

 * Germany: Minister of State (Staatsminister in German) is the title given to a parliamentary state secretary (a member of parliament serving as a political aide to a cabinet minister) serving in the Foreign Office or the Chancellor's Office. Accordingly, Minister of State ranks between a State Secretary and a Federal Minister. It is also used as the title of cabinet ministers of certain German states. Historically, the same title was used (sometimes alternating with other styles), notably as head of government in certain of the many constituent monarchies of pre-reunion Germany, e.g. in Hesse-Darmstadt, Hesse-Kassel (or Hesse-Cassel), Lippe, Schaumburg-Lippe, in Hannover, Mecklenburg-Strelitz, Reuss-Schleiz-Gera and Principality of Reuss-Greiz, Kingdom of Saxony, Saxe-Altenburg, Saxe-Coburg-Gotha, Saxe-Meiningen, Saxe-Weimar-Eisenach, Schwarzburg-Rudolstadt and Schwarzburg-Sondershausen.
 * India: A Minister of State is a junior minister in the Council of Ministers in the Union Government who may assist a cabinet minister or have independent charge of a ministry. The Constitution of India restricts the number of ministers of state in the federal government. A Minister of State with independent charge is a minister without an overseeing Cabinet Minister in the State or Union Government of India. He himself is in charge of his ministry, unlike Minister of State who is also a Minister but assists a cabinet minister. Moreover, such ministers can take part in cabinet meetings on important issues unlike Ministers of state who does not take any part in any cabinet meetings.
 * Ireland: A Minister of State is junior to a Minister of a Department of State (portfolio minister) and of similar standing to a Parliamentary Secretary.
 * Nigeria: A Minister of State is a junior Minister in the Nigerian Cabinet and is normally the principal deputy or one of the deputies to the Minister in a Federal Ministry. The Minister of State may in some cases be the head of a special department in the President's Office. By law, both senior Ministers and Ministers of State are regarded as Ministers of the Government of the Federation.
 * Pakistan: Like in other former British colonies, a Minister of State in Pakistan is a junior Minister in the national Government who may assist a cabinet minister or have independent charge of a ministry.
 * Sri Lanka: A Minister of State (or State Minister) is a non-cabinet minister of the executive branch of the Government of Sri Lanka, as such is junior to a Cabinet Minister but senior to a Deputy Minister.
 * Singapore: Ministers of State and Senior Ministers of State are members of the executive branch of the Government of Singapore, senior in rank to Parliamentary Secretaries and Senior Parliamentary Secretaries, but junior to full Cabinet Ministers.
 * Turkmenistan: The chairperson of the government-owned national natural gas company, Turkmengas, holds the rank of Minister of State, and is included in the Cabinet of Ministers.

 * United Kingdom: A Minister of State is a member of His Majesty's Government, junior only to a Secretary of State but senior to a Parliamentary Under-Secretary of State and Parliamentary Private Secretaries (PPSs). Ministers of State are responsible to their Secretaries of State. The role in this context has existed only since 1945 (see above for exception in the case of Beaverbrook) – previously, each parliamentary under-secretary was directly beneath a secretary of state. There can be more than one Minister of State at any government Department. Ministers of State may have departmental PPSs, or a PPS might be assigned to them. Of a similar standing to Ministers of State are positions such as the Solicitor General, the Deputy Leader of the House of Commons, Treasurer of the Household, Captain of the Yeomen of the Guard, Paymaster General, Financial Secretary to the Treasury and Economic Secretary to the Treasury. Ministers of State are bound by the Ministerial Code.

Subnational office
In the republic of Burma, the title was used for the Chief ministers of the following autonomous states, from 1947/48 till the abolition of that autonomy in 1962: Arakan State (Rakhine), Chin State, Kayin State (Kayin), Kayah State (Karenni), Kachin State and Shan State

Australia

 * Australia: Section 64 of the Commonwealth constitution empowers the Governor-General to appoint "the Queen's Ministers of State for the Commonwealth [of Australia]" as "officers to administer such departments of State of the Commonwealth as the Governor‑General in Council may establish". The Ministers of State Act 1952 defines the number of ministers only distinguishes between ministers and parliamentary secretaries (now known as assistant ministers). However, in practice ministers of state are divided into the Cabinet and the outer ministry. The only ministerial portfolio to have the term "minister of state" in the title is Special Minister of State.

Netherlands and Belgium
In the Netherlands (Minister van Staat in Dutch) and Belgium (also Ministre d'État in French), Ministers of State is a title of honour awarded formally by the Monarch, but on the initiative of the government. It is given on a personal basis, for life rather than for a specified period. The title is granted for exceptional merits, generally to senior politicians at the end of their party career. Ministers of state are often former cabinet members or party leaders. Ministers of State advise the Sovereign in delicate situations, with moral authority but without formal competence.

In Belgium they are entitled to a seat, alongside the members of the government in power, in the Crown Council; to date the Crown Council has been convened on only five occasions, the first being in 1870 for the Franco-Prussian War, and the latest in 1960 in connection with the independence of the Belgian Congo. Apart from that, the only privileges of being a "minister of state" are precedence according to protocol on state occasions and a ministerial car registration number. De facto, appointments tend to respect the almost obsessional balances between the Flemish and French-speaking communities as well as between the 'ministeriable' political families: mainly Christian-democrats, Socialists, Liberals, also (moderate) Nationalists, occasionally an Ecologist). Other former careers include those of Étienne Davignon (European Commissioner) and Luc Coene (prime-ministerial Kabinetschef, roughly Chief of staff). In January 2006 the number of ministers of state reached 51 with Johan Vande Lanotte, shortly after he laid down his portfolio and title of Vice-Prime Minister to head the Flemish Socialist SP.A party. After formateur Yves Leterme returned his commission in August 2007, King Albert II consulted 13 Ministers of State individually, without convening the crown council as such.

In both countries, junior ministers are called State Secretary (staatssecretaris or secrétaire d'état), similarly to France. Some State Secretaries may, in specific circumstances, style themselves as Minister (not Minister of State) when visiting a foreign country.

New Zealand

 * To bestow a sinecure — the role has been given to senior figures who did not occupy positions of leadership, but who were held in high esteem or who were wanted in Cabinet. For example, a former Prime Minister might be appointed Minister of State as an "elder statesman" — this was the purpose for which New Zealand Prime Minister Rob Muldoon originally created the position in 1975.
 * To create a sort of junior minister — using this office, politicians can be appointed to associate roles without having a substantive ministerial role of their own. There is no formal rank of "assistant minister" or "deputy minister" in New Zealand, but if someone is a full minister, they can be assigned to an associate role helping a different full minister. Someone appointed Minister of State is technically a full minister and can thus be assigned associate roles, thereby creating a type of minister whose only effective authority is as an associate minister.

The first Minister of State in New Zealand was Keith Holyoake, a former Prime Minister. Other prominent people to have held the office include Jim Bolger and Robin Gray (a former Prime Minister and a former Speaker, respectively). Examples of people who held the office simply in order that they might be appointed as associate ministers include Mita Ririnui, Damien O'Connor, and Dover Samuels.

Ancien Régime France
In France during the Ancien Régime and Bourbon Restoration, the title "Ministre d'État" had a specific designation. The title first appeared under Louis XIII. The "ministres d'État", appointed by lettres patentes, attended meetings of the Conseil du Roi (which would later become the Conseil d'État). From 1661 on — at the start of Louis XIV's "personal reign" — the king called whomever he wished to his Council; invitations were only good for one session and needed to be renewed as long as the individual retained the king's confidence. However, having attended one session of the Council gave the person the right to be called "ministre d'État" for life, and also gave him the right to an annual life pension of roughly 20,000 livres. There were few "ministres d'État" at Council meetings (between three or four during the reign of Louis XIV); they also attended the "Conseil des Dépêches" (the "Council of Messages", concerning notices and administrative reports from the provinces).

Suppressed during the French Revolution, the title "ministre d'État" reappeared during the Bourbon Restoration as essentially an honorary title given (not systematically) to Ministers after their demission or their departure from office; refusal on behalf of the King to award this title to a demissioned Minister was seen as an affront.

British diplomacy
From 28 January 1944, the last two British Ministers Resident in the Middle East, concerned with former British protectorate Egypt, were styled Ministers of State in the Middle East.

title: Minister of State


text:
Bracebridge, Ontario

Bracebridge is a town and the seat of the Muskoka District Municipality in Ontario, Canada.

The town was built around a waterfall on the Muskoka River in the centre of town, and is known for its other nearby waterfalls (Wilson's Falls, High Falls, etc.). It was first incorporated in 1875.

The town is the seat of the district government, a centre of tourism for the Muskoka area, and home to several historical sites, such as the Clock Tower, Woodchester Villa, and the Silver Bridge, which joins Manitoba Street with Ecclestone Drive. The Silver Bridge was repaired in 2002.

History
The character of the town of Bracebridge is shaped by its proximity to Lake Muskoka to which it is connected by 10 km of the Muskoka River, and by the promise of abundant water power afforded by the great waterfall at the foot of the downtown. Early growth of the town occurred in proximity to the falls which powered the first factory. The arrival of the Grand Trunk Railway cemented the town's role as a transportation hub for the area.

Modern settlement of the town began in the 1860s, beginning at first with a few log huts. The Muskoka colonization road had been completed to the first falls on the north branch of the Muskoka River by 1862. Entrepreneurs began to take advantage of the area's water power. With the advent of steamship service on Lake Muskoka a few years later, Bracebridge prospered as the main distribution centre for the region.

By 1869, Bracebridge was a village with a population of 160 in the Township of Macaulay, Victoria County. (In 1868 Macauley and six additional townships had been detached from the County and transferred to the new District of Muskoka, but were not withdrawn for municipal purposes until 1877.) The village was established on the Muskoka River. There were stages in winter and boats in summer from Barrie to Washago. The average price of wild land was $2 to $5 an acre while improved land was $10 per acre. By 1870 the village had a population of about 400, growing to reach a total of about 2,000 by the turn of the 20th century. The village was incorporated in 1875 and became a town under an Act of Parliament in 1889. In 1894 Bracebridge became the first town in Ontario to have its own hydro generating station. In 1971 Macaulay Township was merged into Bracebridge.

The municipal boundaries of Bracebridge also encompass the smaller communities of Clear Lake, Falkenburg (ghost town), Falkenburg Station, Fraserburg, Germania, Lakewood, Matthiasville, Monsell (ghost town), Purbrook, Rocksborough, Springdale Park, Stoneleigh, Uffington and Vankoughnet.

Transportation

Bracebridge is immediately adjacent to Highway 11, a major provincial highway that connects the community to Greater Toronto in under 2 hours, as well as to markets in Northern Ontario. Muskoka Airport, which serves general aviation and scheduled flights from Billy Bishop Toronto City Airport, is located 5 km south of Bracebridge.

While rail service to Bracebridge has been discontinued, the community is serviced by coach bus line Ontario Northland Motor Coach Services that departs from the Bracebridge Quality Inn and takes passengers south to Toronto and north to North Bay. In 2016 the municipality launched Bracebridge Transit, a one-hour, single-route schedule that gets residents around the urban core. Bracebridge Mobility also offers door-to-door service to individuals who are unable to access the regular transit service due to mobility issues. The site of the Bracebridge station with wait building remains.

Education
Bracebridge is served by several elementary schools and two high schools: Bracebridge and Muskoka Lakes Secondary School, and Saint Dominic Catholic Secondary School. Public education is administered by the Trillium Lakelands District School Board, and Catholic education is administered by the Simcoe Muskoka Catholic District School Board.

Georgian College operates a satellite campus in the town with programming that supports the local labour market. Nipissing University operated in Bracebridge for over 21 years but chose to consolidate its operations in 2016 resulting in the closure of the local campus. The facility was purchased in 2018 by a private institude.

Demographics
In the 2021 Census of Population conducted by Statistics Canada, Bracebridge had a population of $17,305$ living in $7,233$ of its $9,053$ total private dwellings, a change of NaN% from its 2016 population of $16,010$. With a land area of 615.2 km2, it had a population density of in 2021.

Sports
The Town of Bracebridge built a Sportsplex in 2006 which contains a rock climbing wall, indoor track, eight-lane swimming pool and fitness studio. The town partnered with the Muskoka Limberettes Gymnastics Club to create a gymnastics facility in the same building. The Sportsplex is part of the same complex including the Bracebridge and Muskoka Lakes Secondary School and Rene M. Caisse Memorial Theatre.

Bracebridge also opened a new 3.75 Million dollar softball venue called Peake Fields at Verena Acres. This facility supports a Men's League, Women's League, and Minor Ball, as well as slow pitch. The Men's fastball League has been running for some 35 years, and has produced 4 Ontario Intermediate Fastball Championships, and 3 Canadian Championships, with all local players.

Plans are currently in place for a new Arena/Fieldhouse/Library complex that is now currently under construction with an expected opening of the facility in March 2023

Attractions and venues
Bracebridge is the home of Santa's Village, a Christmas theme park, established in 1955. It was inspired by the town's location at 45 degrees latitude, halfway between the equator and the North Pole. In 2016, Bracebridge held its first annual Fire and Ice Festival.

Newspapers
Local newspapers include Bracebridge Examiner, District Weekender, Muskoka Sun and Muskoka Advance.

The first newspaper in Bracebridge was the Northern Advocate begun in 1870 by Thomas McMurray. It was joined in 1872 by the Free Grant Gazette owned by E.F. Stephenson. The Advocate ceased publication in 1874 and was bought out by Stephenson. Competition resumed, however, in 1878 when Mr Gaffe and Mr Oaten founded the Muskoka Herald.

Radio
Other radio stations from Barrie, Orillia, Huntsville including the surrounding areas can also be heard in the Bracebridge and Gravenhurst areas. (See also: Central Ontario Radio)

Notable residents

 * Irvin "Ace" Bailey, Hockey Hall of Famer
 * Patrick Boyer (born 1945), politician - born in Bracebridge
 * Frank Carson, former NHL player
 * William Joseph James "Doc" Carson, former NHL player, 1929 Stanley Cup
 * Roger Crozier, former NHL player
 * Gary Denniss, writer, teacher, historian, columnist, preacher
 * Marty Gervais, writer, journalist, historian
 * Mary Harron, director of American Psycho
 * Kris King, former NHL player
 * Deric Ruttan, Canadian country music singer/songwriter
 * Liisa Savijarvi, downhill skier who competed at the 1984 Olympics
 * Zander Sherman, writer
 * Graydon Smith, Politician, former Mayor of Bracebridge

title: Bracebridge, Ontario