1.
Mineola, New York
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Mineola is a village in Nassau County, Long Island, New York, USA. The population was 18,799 at the 2010 census, the name is derived from an Algonquin word meaning a pleasant place. Most of the Incorporated Village of Mineola is in the Town of North Hempstead, Old Country Road runs along the villages southern border. The area serviced by the Mineola Post Office extends farther south into the adjacent village of Garden City, New York, offices of many Nassau County agencies are in both Mineola and Garden City. The central, flat, grassy part of Long Island was originally named Hempstead Plains, in the 19th century various communities were started. One of them was called Hempstead Branch, and finally, Mineola, Long Island was part of Henry Hudsons original claim in the name of the Dutch East India Company dating as far back as 1609. In the 18th century the Dutch and English settlers worked to clear farmland to start their life on the Hempstead Plains and it was in 1858 when this land was named after an Algonquin Indian Chief, Miniolagamika meaning, Pleasant Village. The name was shortened and altered to Mineola. From about 1787 until the 1870s, the area was the county seat for Queens County, in a section known as Clowesville. The western portion of Queens became a borough of New York City in 1898, voters selected Mineola to be the county seat for the new county of Nassau in November 1898, winning out over Hicksville and Hempstead. The Garden City Company donated four acres of land for the county buildings just south of the Mineola train station, Mineola officially became the County Seat on July 13,1900, as Governor Theodore Roosevelt laid the cornerstone of the Nassau County Court House. A celebration was held to commemorate the occasion on the barren 5-acre site at the corner of Old Country Road, many dignitaries were present to witness this event such as Frederick Hicks, Congressman Townsend Scudder, Colonel William Youngs and Supervisors William Jones and Edwin Willits. Mineola was legally incorporated in 1906 and run by a president, the land on which the County buildings sat was not included as part of the village. The land and the buildings have a Mineola postal address, but are within the present day Village of Garden City, winthrop-University Hospital, founded in 1896 by local physicians and residents as Nassau Hospital, was Long Islands first voluntary hospital. In 1897, it admitted 91 patients, performed 27 operations, the original hospital was constructed in 1900. Renamed Winthrop in the 1980s, it is now a nationally recognized award-winning hospital, Mineola was also a familiar place to many of the most famous pilots in history. The Aero Club of America chose the area for the level plains, glenn Curtiss brought the area to national attention in July 1909 with his second Scientific American Award flight of over 23 minutes and 15 miles. He also made some of the first public flights in America in his Golden Flyer and it was the Guards first genuine aviation unit
2.
Armstrong Whitworth
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Sir W G Armstrong Whitworth & Co Ltd was a major British manufacturing company of the early years of the 20th century. With headquarters in Elswick, Newcastle upon Tyne, Armstrong Whitworth engaged in the construction of armaments, ships, locomotives, automobiles and aircraft. In 1882, it merged with the firm of Charles Mitchell to form Armstrong Mitchell & Company. Armstrong Mitchell merged again with the firm of Joseph Whitworth in 1897. The company expanded into the manufacture of cars and trucks in 1902, and created a department in 1913. In 1927, it merged with Vickers Limited to form Vickers-Armstrongs. the Wilson-Pilcher was an advanced car, originally with a 2. 4-litre engine, that had been made in London from 1901 until 1904 when production moved to Newcastle. When Armstrong-Whitworth took over production two models were made, a 2. 7-litre flat four and a 4. 1-litre flat six, the engines had the flywheel at the front of the engine, and the crankshaft had intermediate bearings between each pair of cylinders. Drive was to the wheels via a preselector gearbox and helical bevel axle. The cars were listed at £735 for the four and £900 for the six and they were still theoretically available until 1907. The first Armstrong-Whitworth car was the 28/36 of 1906 with a water-cooled, drive was via a four-speed gearbox and shaft to the rear wheels. A larger car was listed for 1908 with a choice of either 5-litre 30 or 7. 6-litre 40 models sharing a 127 mm bore, the 40 was listed at £798 in bare chassis form for supplying to coachbuilders. These large cars were joined in 1909 by the 4. 3-litre 18/22 and in 1910 by the 3. 7-litre 25, which seems to have shared the same chassis as the 30 and 40. In 1911, a new car appeared in the shape of the 2. 4-litre 12/14, called the 15.9 in 1911. This model had an 88-inch wheelbase compared with the 120 inches of the 40 range and this was joined by four larger cars ranging from the 2. 7-litre 15/20 to the 3. 7-litre 25.5. The first six-cylinder model, the 30/50 with 5. 1-litre 90 mm bore by 135 mm stroke engine came in 1912 with the option of electric lighting and this grew to 5.7 litres in 1913. At the outbreak of war, as well as the 30/50, the range consisted of the 3-litre 17/25, the cars were usually if not always bodied by external coach builders and had a reputation for reliability and solid workmanship. The company maintained a London sales outlet at New Bond Street, when Armstrong Whitworth and Vickers merged, Armstrong Whitworths automotive interests were purchased by J. D. Siddeley as Armstrong Siddeley. An Armstrong Whitworth car is displayed in the Discovery Museum, Newcastle upon Tyne, in the bibliography heading links are given to the museums information sheet as available through Wiki Commons
3.
William Beardmore and Company
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William Beardmore and Company was a Scottish engineering and shipbuilding conglomerate based in Glasgow and the surrounding Clydeside area. It was active from 1886 to the mid-1930s and at its peak employed about 40,000 people and it was founded and owned by William Beardmore, later Lord Invernairn, after whom the Beardmore Glacier was named. The Parkhead Forge, in the east end of Glasgow, would become the core of the company and it was established by Reoch Brothers & Co in 1837 and was later acquired by Robert Napier in 1841 to make forgings and iron plates for his new shipyard in Govan. Napier was given the contract to build HMS Black Prince, sister ship to the Royal Navys first true ironclad warship, Beardmore became a partner in the business and, moving to Glasgow was joined by his brother Isaac and son, William Jr. On the premature death of William Snr, Isaac retired and William Jnr became sole partner and he founded William Beardmore & Co in 1886. By 1896 the works covered an area of 25 acres and was the largest steelworks in Scotland, specialising in the manufacture of steel forgings for the shipbuilding industry of the River Clyde. By this time they had begun the manufacture of armour plate and later diversified into the manufacture of heavy naval guns, such as the BL9.2 inch gun Mk IX–X. In 1900, Beardmore took over the shipyard of Robert Napier and Sons in Govan, in 1900, Beardmore also began construction of what would become The Naval Construction Yard, at Dalmuir in west Clydebank, the largest and most advanced shipyard in the United Kingdom at the time. HMS Agamemnon was the yards first order to complete, in 1906, Beardmore eventually sold the companys Govan shipyard to Harland and Wolff in 1912. Other notable warships produced by Beardmores at Dalmuir include the dreadnoughts HMS Conqueror, HMS Benbow, in 1917 Beardmore completed the aircraft carrier HMS Argus, the first carrier to have a full-length flight deck. Beardmore expanded the activities at Dalmuir to include the manufacture of all sorts or arms and armaments, the post war recession hit the firm hard, and the shipyard was forced to close in 1930. Part of the site and some of the buildings later became incorporated into ROF Dalmuir. Twenty 4-6-0 tender locomotives were built for the Great Eastern Railway as part of their class S69 and they also built 90 ‘Jinty’ tank engine for the LMS between 1928 and 1929. Beardmores locomotive production was compared with the established competition. In concert with US and Canadian Westinghouse, diesel engines were developed and installed for railway self-propelled car use, Canadian National Railways had two articulated cars powered with Beardmore 320 hp engines, eight cars with 185 hp engines, and seven cars with 300 hp engines. Several American railroads had self-propelled cars fitted with Westinghouse engines derived from Beardmore designs, the company first became involved in aviation in 1913, when it acquired British manufacturing rights for Austro-Daimler aero-engines and later those for D. F. W. It later built Sopwith Pup aircraft at Dalmuir under licence, later, a shipborne version of the Pup, the Beardmore W. B. III, was designed by the company. A hundred of these aircraft were produced and delivered to the Royal Naval Air Service, the company built and ran the Inchinnan Airship Constructional Station at Inchinnan in Renfrewshire
4.
Royal Naval Air Service
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In 1908, the British government had recognised that the use of aircraft for military and naval purposes should be investigated. To this end the Prime Minister, H. H. Asquith, approved the formation of an Advisory Committee for Aeronautics, both committees were composed of politicians, army officers and Royal Navy officers. After much discussion on the Committee of Imperial Defence the suggestion was approved on 7 May 1909, the airship, named Mayfly, never flew and broke in half on 24 September 1911. The then First Sea Lord, Sir Arthur Wilson, recommended that rigid airship construction be abandoned, on June 21st,1910, Lt. George Cyril Colmore became the first qualified pilot in the Royal Navy. After completing training, which Colmore paid for out of his own pocket, in November 1910, the Royal Aero Club, thanks to one of its members, Francis McClean, offered the Royal Navy two aircraft with which to train its first pilots. The Club also offered its members as instructors and the use of its airfield at Eastchurch on the Isle of Sheppey, the airfield became the Naval Flying School, Eastchurch. Two hundred applications were received, and four were accepted, Lieutenant C. R. Samson, Lieutenant A. M. Longmore, Lieutenant A. Gregory and Captain E. L. Gerrard, RMLI. After prolonged discussion on the Committee of Imperial Defence, the Royal Flying Corps was constituted by Royal Warrant on 13 April 1912 and it absorbed the nascent naval air detachment and also the Air Battalion of the Royal Engineers. It consisted of two wings with the Military Wing making up the Army element and Naval Wing, under Commander C. R. Samson, the naval wing, by the terms of its inception was permitted to carry out experimentation at its flying school at Eastchurch. In the summer of 1912, in recognition of the air branchs expansion, sueters remit as outlined in September 1912 stated that he was responsible to the Admiralty for all matters connected with the Naval Air Service. In the same month as the Air Department was set up, in 1913 a seaplane base on the Isle of Grain and an airship base at Kingsnorth were approved for construction. On 16 April ten officers of the Navy Service graduated from the Central Flying School, as of 7 June 44 officers and 105 other ranks had been trained at the Central Flying School and at Eastchurch, and 35 officers and men had been trained in airship work. Three non-rigid airships built for the army, the Willows, Astra-Torres, on 1 July 1914, the Admiralty made the Royal Naval Air Service, forming the Naval Wing of the Royal Flying Corps, part of the Military Branch of the Royal Navy. By the outbreak of the First World War in August 1914, the Navy maintained twelve airship stations around the coast of Britain from Longside, Aberdeenshire in the northeast to Anglesey in the west. On 1 August 1915 the Royal Naval Air Service officially came under the control of the Royal Navy, inter-service rivalry even affected aircraft procurement. This situation continued, although most of Sopwiths post-1915 products were not designed specifically as naval aircraft, on 23 June 1917, after the Second Battle of Gaza, RNAS aircraft attacked Tulkarm in the Judean Hills. On 1 April 1918, the RNAS was merged with the RFC to form the Royal Air Force, at the time of the merger, the Navys air service had 55,066 officers and men,2,949 aircraft,103 airships and 126 coastal stations. The RNAS squadrons were absorbed into the new structure, individual squadrons receiving new squadron numbers by effectively adding 200 to the number so No.1 Squadron RNAS became No.201 Squadron RAF
5.
Royal Air Force
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The Royal Air Force is the United Kingdoms aerial warfare force. Formed towards the end of the First World War on 1 April 1918, following victory over the Central Powers in 1918 the RAF emerged as, at the time, the largest air force in the world. The RAF describe its mission statement as, an agile, adaptable and capable Air Force that, person for person, is second to none, and that makes a decisive air power contribution in support of the UK Defence Mission. The mission statement is supported by the RAFs definition of air power, Air power is defined as the ability to project power from the air and space to influence the behaviour of people or the course of events. Today the Royal Air Force maintains a fleet of various types of aircraft. The majority of the RAFs rotary-wing aircraft form part of the tri-service Joint Helicopter Command in support of ground forces, most of the RAFs aircraft and personnel are based in the UK, with many others serving on operations or at long-established overseas bases. It was founded on 1 April 1918, with headquarters located in the former Hotel Cecil, during the First World War, by the amalgamation of the Royal Flying Corps, at that time it was the largest air force in the world. The RAFs naval aviation branch, the Fleet Air Arm, was founded in 1924, the RAF developed the doctrine of strategic bombing which led to the construction of long-range bombers and became its main bombing strategy in the Second World War. The RAF underwent rapid expansion prior to and during the Second World War, under the British Commonwealth Air Training Plan of December 1939, the air forces of British Commonwealth countries trained and formed Article XV squadrons for service with RAF formations. Many individual personnel from countries, and exiles from occupied Europe. By the end of the war the Royal Canadian Air Force had contributed more than 30 squadrons to serve in RAF formations, additionally, the Royal Australian Air Force represented around nine percent of all RAF personnel who served in the European and Mediterranean theatres. In the Battle of Britain in 1940, the RAF defended the skies over Britain against the numerically superior German Luftwaffe, the largest RAF effort during the war was the strategic bombing campaign against Germany by Bomber Command. Following victory in the Second World War, the RAF underwent significant re-organisation, during the early stages of the Cold War, one of the first major operations undertaken by the Royal Air Force was in 1948 and the Berlin Airlift, codenamed Operation Plainfire. Before Britain developed its own nuclear weapons the RAF was provided with American nuclear weapons under Project E and these were initially armed with nuclear gravity bombs, later being equipped with the Blue Steel missile. Following the development of the Royal Navys Polaris submarines, the nuclear deterrent passed to the navys submarines on 30 June 1969. With the introduction of Polaris, the RAFs strategic nuclear role was reduced to a tactical one and this tactical role was continued by the V bombers into the 1980s and until 1998 by Tornado GR1s. For much of the Cold War the primary role of the RAF was the defence of Western Europe against potential attack by the Soviet Union, with many squadrons based in West Germany. With the decline of the British Empire, global operations were scaled back, despite this, the RAF fought in many battles in the Cold War period
6.
Mooring mast
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A mooring mast, or mooring tower, is a structure designed to allow for the docking of an airship outside of an airship hangar or similar structure. More specifically, a mooring mast is a mast or tower that contains a fitting on its top that allows for the bow of the airship to attach its mooring line to the structure. After their development mooring masts became the standard approach to mooring airships as considerable manhandling was avoided, Airship mooring masts can be broadly divided into fixed high masts and fixed or mobile low masts. In the 1920s and 1930s masts were built in many countries, at least two were mounted on ships. The first airship known to have been moored to a mast was HMA No.1, named the ‘Mayfly’, the 38 ft mast was mounted on a pontoon, and a windbreak of cross-yards with strips of canvas were attached to it. However, the windbreak caused the ship to yaw badly, and she became more stable when it was removed, further experiments in mooring blimps to cable-stayed lattice masts were carried out during 1918. Mooring masts were developed to act as an open harbour to which airships could be moored or unmoored in any weather. Above the passenger platform was the 30 feet of the housing for the mooring gear. A lower platform 142 feet above the ground accommodated searchlights and signalling gear in a gallery 4 feet wide. The top platform, at the height of 170 feet, from which passengers embarked and disembarked to and from the airships, was 40 feet in diameter and encircled by a heavy parapet. The top rail of the parapet formed a track on which a gangway, let down from the airship, an electric passenger lift ran up the centre of the tower, encircled by a stairway to provide foot access. The upper portion of the tower, from the passenger platform upwards, was a steel turret surmounted by a truncated cone with its top 23 feet above the passenger platform. A three-part telescopic arm, mounted on gimbals, projected through an opening at the top, the top of the arm consisted of a bell-shaped cup mounted to rotate on ball bearings. The telescopic arm was then centred, locked in the vertical position, in the machinery house at the base of the tower three steam-driven winches operated the hauling gear through drums 5 feet in diameter to give cable hauling speeds of 50 feet a minute. The cable was then wound in with the airship riding about 600 feet above the mast and down wind. All three cables were wound in together, the main pull being taken on the mooring cable while the yaw guys steadied the ship. When all the cable had been wound, an articulated mooring cone on the nose of the airship locked home into the cup on the mast, the mast fitting was made free to rotate as the airship swung with the wind with freedom also for pitch and roll. A gangway, like a drawbridge, which could be drawn up flush with the nose of the airship, was let down with its free end resting on the parapet of the platform running round the mast
7.
Blimp
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A blimp, or non-rigid airship, is an airship without an internal structural framework or a keel. Unlike semi-rigid and rigid airships, blimps rely on the pressure of the gas inside the envelope. The term is also used to refer to the tethered craft properly known as moored balloons. While often very similar in shape, moored balloons have no propulsion and are tethered to the ground, since blimps keep their shape with internal overpressure, typically the only solid parts are the passenger car and the tail fins. A non-rigid airship that uses heated air instead of a gas as a lifting medium is called a hot-air airship. Volume changes of the gas due to temperature changes or to changes of altitude are compensated for by pumping air into internal ballonets to maintain the overpressure. Without sufficient overpressure, the blimp loses its ability to be steered and is slowed due to increased drag, the propeller air stream can be used to inflate the ballonets and so the hull. In some models, such as the Skyship 600, differential ballonet inflation can provide a measure of pitch trim control, the engines driving the propellers are usually directly attached to the gondola, and in some models are partly steerable. Blimps are the most commonly built airships because they are easy to build. However, because of their hull, their size is limited. A blimp with too long a hull may kink in the middle when the overpressure is insufficient or when maneuvered too fast and this led to the development of semi-rigids and rigid airships. Modern blimps are launched somewhat heavier than air, in contrast to historic blimps, the missing lift is provided by lifting the nose and using engine power, or by angling the engine thrust. Some types also use steerable propellers or ducted fans, operating in a state heavier than air avoids the need to dump ballast at lift-off and also avoids the need to lose costly helium lifting gas on landing. The origin of the word blimp has been the subject of some confusion, ege notes two possible derivations, Colloquially always were referred to as Blimps. Over the years several explanations have been advanced about the origin of this word, the most common is that in the military vernacular the Type B was referred to as limp bag, which was simply abbreviated to blimp. The onomatopoeic derivation, as the sound the airship makes when one taps the envelope with a finger, has recorded in the British Aeronautical Journal. A1943 etymology published in the New York Times supports the British origin during the First World War when the British were experimenting with lighter-than-air craft. Topping researched the origins of the word and concluded that the British had never had a Type B, limp designation, the B-class blimps were patrol airships operated by the United States Navy during and shortly after World War I
8.
Village sign
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In many parts of southern England an ornamental village sign is erected to announce the village name to those entering the village. They are typically placed on the road entrance or in a prominent location such as a village green. The design often depicts a particularly characteristic feature of the village or a scene from its history, heritage and they are typically made of wood or metal or a combination of both, the designs are often made by the local community. Ornamental timber and iron signs were common historically to identify buildings of such as inns or town halls. The spread of interest beyond Norfolk can be attributed to Prince Albert and this prompted the Daily Mail to run a nationwide village sign competition. The prize fund exceeded £2,000 and ten awards were made, the winning schemes were exhibited at Australia House, London in October 1920. The village sign at Biddenden, Kent, featuring the two Biddenden Maids, was one of the successful Daily Mail competition entries, so too was the sign at Bromley, Kent. In 1924, King George VI recommended that the old custom of identifying villages with carved or painted name signs could be revived, in some places village signs have been surveyed and recorded. In Kent signs have been erected in more than half of the county villages have been identified, in 1929, Harry Carter, an art and woodwork master at Hamonds Grammar School, carved a sign for his home town. By the time of his death in 1983 he had carved over 200 town, while the practice is now widespread, decorative village signs are still common in Norfolk and in the neighbouring county of Suffolk as well as Essex and other East Anglian counties. Some village signs take the form of sculptures, such as the sign at Capel St Andrew in Suffolk, Village Sign Society Village signs on NorfolkCoast. co. uk Norfolk Village Signs Geograph article and photo-record of the Village Signs in Kent
9.
Transatlantic flight
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A transatlantic flight is the flight of an aircraft across the Atlantic Ocean, from Europe, Africa or the Middle East to North America, Central America, South America, or vice versa. Such flights have been made by fixed-wing aircraft, airships, balloons, early aircraft engines did not have the reliability needed for the crossing, nor the power to lift the required fuel. There are difficulties navigating over featureless expanses of water for thousands of miles, since the middle of the 20th century, however, transatlantic flight has been routine, for commercial, military, diplomatic, and other purposes. Experimental flights still present challenges for transatlantic fliers, the idea of transatlantic flight came about with the advent of the balloon. The balloons of the period were inflated with gas, a moderate lifting medium compared to hydrogen or helium. In 1859, John Wise built an enormous aerostat named the Atlantic, the flight lasted less than a day, crash-landing in Henderson, New York. Lowe prepared a massive balloon of 725,000 cubic feet called the City of New York to take off from Philadelphia in 1860, the possibility of transatlantic flight by aircraft emerged after the First World War, which had seen tremendous advances in aerial capabilities. In April 1913 the London newspaper The Daily Mail offered a prize of £10,000 to The competition was suspended with the outbreak of war in 1914 but reopened after Armistice was declared in 1918. Between 8 and 31 May 1919, the Curtiss seaplane NC-4 made a crossing of the Atlantic flying from the U. S. to Newfoundland, then to the Azores and on to mainland Portugal, the whole journey took 23 days, with six stops along the way. A trail of 53 station ships across the Atlantic gave the points to navigate by. This flight was not eligible for the Daily Mail prize since it more than 72 consecutive hours. With the war over, there were four teams competing to be the first non-stop across the Atlantic and they were Australian pilot Harry Hawker with observer Kenneth Mackenzie-Grieve in a single engine Sopwith Atlantic, Frederick Raynham and C. W. F. Morgan in a Martinsyde, the Handley Page Group, led by Mark Kerr, each group had to ship its aircraft to Newfoundland and make a rough field for the take off. Hawker and Mackenzie-Grieve made the first attempt on 18 May, Raynham and Morgan also made an attempt on 18 May but crashed on take off due to the high fuel load. The Handley Page team was in the stages of testing its aircraft for the flight in June. During 14–15 June 1919, the British aviators Alcock and Brown made the first non-stop transatlantic flight, Alcocks enthusiasm impressed Vickerss team, and he was appointed as its pilot. Work began on converting the Vimy for the flight, replacing its bomb racks with extra petrol tanks. Shortly afterwards Brown, who was unemployed, approached Vickers seeking a post, Alcock and Brown flew the modified Vickers Vimy, powered by two Rolls-Royce Eagle 360 hp engines
10.
North Yorkshire
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North Yorkshire is a non-metropolitan county and larger ceremonial county in England. It is located primarily in the region of Yorkshire and the Humber, created by the Local Government Act 1972, it covers an area of 8,654 square kilometres, making it the largest county in England. The majority of the Yorkshire Dales and the North York Moors lie within North Yorkshires boundaries, the largest settlements are York, Middlesbrough, Harrogate and Scarborough, the county town, Northallerton, has a population of 16,832. The area under the control of the county council, or shire county, is divided into a number of local government districts, Craven, Hambleton, Harrogate, Richmondshire, Ryedale, Scarborough, the changes were planned to be implemented no later than 1 April 2009. This was rejected on 25 July 2007 so the County Council, the largest settlement in the administrative county is Harrogate, the second largest is Scarborough, while in the ceremonial county, the largest is York. The largest urban area within the county is the Middlesbrough built-up area sub-division of Teesside. Uniquely for a district in England, Stockton-on-Tees is split between North Yorkshire and County Durham for this purpose, Middlesbrough, Stockton-on-Tees, and Redcar and Cleveland boroughs form part of the North East England region. The ceremonial county area, including the authorities, borders East Riding of Yorkshire, South Yorkshire, West Yorkshire, Lancashire, Cumbria. The geology of North Yorkshire is closely reflected in its landscape, within the county are the North York Moors and most of the Yorkshire Dales, two of eleven areas of countryside within England and Wales to be officially designated as national parks. Between the North York Moors in the east and the Pennine Hills in the west lie the Vales of Mowbray, the Tees Lowlands lie to the north of the North York Moors and the Vale of Pickering lies to the south. Its eastern border is the North sea coast, the highest point is Whernside, on the Cumbrian border, at 736 metres. The two major rivers in the county are the River Swale and the River Ure, the Swale and the Ure form the River Ouse which flows through York and into the Humber estuary. The River Tees forms part of the border between North Yorkshire and County Durham and flows from upper Teesdale to Middlesbrough and Stockton and to the coast, North Yorkshire is a non-metropolitan county that operates a cabinet-style council, North Yorkshire County Council. The full council of 72 elects a council leader, who in turn appoints up to 9 more councillors to form the executive cabinet, the cabinet is responsible for making decisions in the County. The county council have their offices in the County Hall in Northallerton, the county is affluent and has above average house prices. Unemployment is below average for the UK and claimants of Job Seekers Allowance is also very low compared to the rest of the UK at 2. 7%, agriculture is an important industry, as are mineral extraction and power generation. The county also has high technology, service and tourism sectors. This is a chart of trend of gross value added for North Yorkshire at current basic prices with figures in millions of British Pounds Sterling
