Some of my favourite reads of 2013

Tudor: The Family Story by Leanda de Lisle. Leanda's biography of Lady Jane Grey and her sisters Katherine and Mary is my favourite historical biography and I loved this take on the well-trodden story of England's most dysfunctional Royal family. De Lisle's writing style is so delicious that if it were edible, you'd almost certainly end up the size of a house and/or Henry VIII, the porky sovereign who for once is not allowed to stand centre stage in this dynastic tale of wife-changing, religious revolution and palaces more blinged up than an MTV crib. The women and minor members of the family are allowed their day in the metaphorical sun and de Lisle's refusal to play favourites guarantees fair treatment for all. Buy it, read it and I'm sure you'll love it. 

Cloud Atlas by David Mitchell. Originally published in 2004, I half-read it at my friend Colin's suggestion at university but returned to it when the wonderful movie adaptation (below) starring Tom Hanks, Halle Berry, Jim Sturgess, Doona Bae, Susan Sarandon, Jim Broadbent, Hugh Grant, Hugo Weaving, James D'Arcy and Ben Whishaw was released. The story of various reincarnated souls passing through the centuries from pre-abolition America, the inter-war years in Britain, a nightmarish twenty-second century Korea and a dystopian future is haunting, clever, nimble, beautifully written and very moving. If the story of Sonmi-451 doesn't devastate you, see a therapist immediately.

A Place of Greater Safety by Hilary Mantel. Once you can get past the trademark horrors that Hilary Mantel seems to make of all her female characters, this 1992 novel inspired by the biographies of three male revolutionaries - Georges Danton, Camille Desmoulins, and Maximilien Robespierre - is actually a beautiful novel that captures perfectly how even the leaders of the Great Revolution of 1789 began to fear its strength and wonder how it would all end. (Hint - not happily for more or less anybody involved whose surname wasn't Bonaparte.) A Place of Greater Safety even manages to make Desmoulins interesting, charismatic and almost sympathetic - no mean achievement. A wonderful example of historical fiction.

The Night's Dark Shade by Elena Maria Vidal. The festering underbelly of the Cathar movement and the clash between two rival faiths in thirteenth-century France make this novel very interesting, very enjoyable and, reading for pleasure this time, one of the most intriguing takes on religious controversies of the Middle Ages. If you are a fan of medieval stories, then this one is certainly worth picking up.

A Night to Remember by Walter Lord. Famous for inspiring the 1958 movie of the same title (above), I had never actually read this minute-by-minute dramatisation of the Titanic disaster of 1912. Lord interviewed many of the survivors, had previously travelled on the Titanic's nearly-identical sister ship the Olympic, and approached the story of the sinking with a respect that bordered on the reverential. Unlike the 1997 take on the story, there are no fictitious love stories at the centre of Lord's novel. Instead, it's a gripping and almost forensic account of one of the greatest tragedies in maritime history. It also manages to capture the syntax and attitudes of 1912 perfectly. I loved this book and I wish I had read it earlier. 

Shiverton Hall by Emerald Fennell. Released early this year by Bloomsbury, this children's story is, and I kid you not, actually as close as I can come to the horror genre without suffering nightmares and/or dousing my room with water from Walsingham. A glorious return to the Victoriana world of camp macabre and horror, Shiverton Hall is the perfect book for a child who loves to read, anyone who enjoys a good boarding school tale or, for the adults in your life like me, who like to be scared but only within due reason. There'll be no Norman Bates meets Emily-Rose in my nightmares, I can assure you.

The War that Ended Peace: How Europe abandoned Peace for the First World War by Margaret Macmillan. No one but Margaret Macmillan could have approached the story of how "Europe's century" ended in the horrors birthed by 1914 and produced something so compulsively readable. Focusing on both the wider social context of the Gilded Age and the political figures who helped make the terrible decisions which resulted in a global conflict, Macmillan has produced a book that is irreverent, thoughtful and wonderfully written. 

The Creation of Anne Boleyn: In Search of the Tudors' Most Notorious Queen by Susan Bordo is a cultural biography of how Anne Boleyn acquired posthumous immortality, what attracted her legion of modern-day fans and critics, and how her story has been used and abused by subsequent generations. With interviews with two of the actresses most famous for bringing Boleyn to life on screen, this is a fascinating book with its finger kept firmly on the pulse of modern culture. Scholarly, but also funny, wry, sarcastic and emotive. And as the UK cover proves, we always knew Annie B could rock a pair of aviators. Once a fashionista...

The Assassination of the Archduke: Sarajevo 1914 and the Murder the Changed the World by Greg King and Susan Woolmans. Any suspect story about Archduke Franz Ferdinand is perhaps rightly declared as something to be treated with caution and scepticism in this book, while similarly improbable and damning anecdotes about any of his blood relatives are repeated as fact. Thus, the title figure emerges as a devoted family man, while his elderly uncle is described as a border-line autistic syphilitic and Franz Ferdinand's brother, Otto, was apparently a sadomasochistic pervert if Viennese gossip was to be believed. It's one standard for Ferdy and another for the rest of the Hapsburgs, which is a shame because otherwise this was a fascinating and wonderful biography of a man who is probably the most important assassination victim in history. Greg King and Susan Woolmans deserve great praise for rescuing his personality and his tragic love story with Sophie Chotek from obscurity. Fast moving, sympathetic and engagingly written, The Assassination of the Archduke was a truly gripping biography of the first victim of the First World War. Highly recommended.

Counting One's Blessings: The Selected Letters of Queen Elizabeth the Queen Mother by William Shawcross. The late Queen Elizabeth's biographer returns with a volume of her selected letters, chosen from across the remarkable century of her life and eight decades in the public eye. The late Queen's wit, impish sense of humour and inimitably effervescent mode of expression come across alongside her steely determination, quick intelligence and pathological ability to avoid anything too unpleasant until the last possible moment. A beautiful book from the pen of a celebrated and popular Royal, Counting One's Blessing was a joy to read. And made me hanker for a gin in the Highlands.

The White Star sisters

By 1907, Britain's White Star Line had an impressive fleet of liners that enabled the company to connect Britain with both its imperial colonies and with the rest of the world. Advertising maps alerted the public to the vast geographical remit of the White Star company and its corresponding ability to move passengers across the globe in comfort, speed and security. The most prestigious of all routes was the transatlantic passenger lane between England and America. Like their rivals at the Cunard Line, some White Star ships left from Liverpool and some connected to American ports like Boston, but the flagships of the line left from the southern port of Southampton, with stop-overs at Cherbourg in France and Queenstown in Ireland, before heading across the ocean to New York. White Star vessels were known for the comfort of their accommodation and the company's impressive safety record - its only major sinking had been the loss of the Republic in 1909, which had taken over a day to sink, enabling a full evacuation. There were five prestigious ships that operated the transatlantic route in 1907 for White Star - the Oceanic and the four sisters known as "the Big Four," the Cedric, Celtic, Baltic and Adriatic. The Oceanic had been nicknamed the "Queen of the Ocean" when she was launched in Belfast in 1899, at a ceremony watched by the cream of the Irish Protestant Ascendancy - including the Duke of Abercorn, the Marquess of Londonderry and the Marquess of Dufferin. 

But by 1907, the arrival of Cunard's awe-inspiring Lusitania and Mauretania had removed the sparkle from White Star's commercial crown. Not only were the new Cunarders the largest ships afloat, but they were also the fastest and the most luxurious, as well as using the famous four funnel design previously reserved for German ships. With the funding of their new de facto owner, the wealthy American financier J.P. Morgan, White Star Line's chairman, J. Bruce Ismay, met with the former Lord Mayor of Belfast, Lord Pirrie, one of the controlling partners of the world-famous Belfast shipyards, Harland and Wolff. They agreed to combat the Cunard threat by building two new ships in quick succession that would dwarf the Cunard sisters in terms of size and in the comfort offered to its passengers. In order to do that, both Ismay and Lord Pirrie realised that speed would have to be sacrificed. Deciding to make a virtue out of a necessity, they later marketed that the White Star's journey across the Atlantic - which usually took a full day longer than the Mauretania's - could be done so in much greater comfort and stability. A third sister was planned for a later date, which would have re-established White Star's monopoly of the British transatlantic trade - had the plan worked. As with the building of the Oceanic, Ismay's directive was summed up in the phrase, "Nothing but the best."

Thousands of workers toiled for three years to build the first of the Olympic-class liners. Most of the men came from the Protestant-dominated working-class districts of east Belfast, where the Harland and Wolff yards were (and are.) The Olympic was launched in 1910 and sailed on her maiden voyage, to great media ballyhoo, in May 1911 (above). Nearly half again as large as the Mauretania, she was also much more attractive in terms of her outward appearance and she was deliberately designed to have the sleek, elegant exterior favoured by European royalty when it came to designing their enormous private yachts. White Star's hopes that their new queen would corner the lucrative upper-class transatlantic market was shown by the fact that there was room for over one thousand first class passengers. They had access to the ship's grand staircase (now legendary because of the number of times it's featured in movies about the Titanic), lounges and restaurants based on the royal apartments at the Palace of Versailles, a smoking room that rivaled the best gentlemen's clubs in London with its fireplace, leather armchairs, mahogany walls and stained glass windows. There were verandas that were based on the winter gardens made popular on German ships, wide promenade decks, an enormous dining saloon that could sit five hundred people at one sitting, reception rooms based on Jacobean country houses, Turkish baths inspired by the decadence of the Ottoman sultans, a gymnasium, a squash court and the world's first ever swimming pool onboard a luxury liner. The first class staterooms were decorated in a variety of historical styles and there was a huge range of prices, moving from the fairly basic cabins on A-Deck to the lavish parlour suites on B-Deck. Second class accommodation was sombre, comfortable and very obviously Edwardian (below) and third class was spacious, clean and comfortable. The prices, of course, for all three classes were correspondingly quite a bit higher than they were for other ships. It added to the Olympic's intentional sense of distinctive superiority over her rivals.

All of this positive publicity - and, some would say, the White Star Line itself - was dealt a death blow eleven months later, when the slightly larger Titanic sailed on her maiden voyage. She was practically identical to the Olympic and only ocean liner buffs can recognise the difference between the two from photographs (the Titanic enclosed part of its promenade deck, expanded the Louis XVI restaurant, added in an extra cafe for first class passengers and added an extra layer of exclusive luxury suites on B-Deck, hence why she was just over a thousand tons heavier than her sister.) Four days into her first voyage, the Titanic sustained a side-on collision with an iceberg and sank just under three hours later, with the loss of over fifteen hundred lives. It was, at that point, the worst maritime disaster in history and it caused a media sensation, that has never quite gone away. The White Star sustained a huge financial loss, but what was arguably even more damaging was the image the Titanic created of a company that was either callous or incompetent. Perhaps both.

With the benefit of hindsight, it does seem as if White Star was doomed from the moment its flagship became the most famous disaster in history. The shadow of the Titanic was a long one that would cast a darkness over the company for the rest of its existence, but it seems slightly simplistic to assume that from the moment Titanic hit the iceberg, White Star's own demise was also inevitable. 

The third of the White Star sisters, the patriotically-named Britannic, was launched in 1914. Larger than the Titanic and kitted-up with enough lifeboats and the latest safety provisions, Britannic might have helped restore the White Star's reputation, had she had the chance. But when the First World came, the Olympic was pulled out of service and turned into a troop transport for the Royal Navy and the incomplete Britannic became a hospital ship. The Olympic had a stellar war-time service record and she was nicknamed "Old Reliable." But the Britannic sank in 1916 after hitting a German mine in the Mediterranean. Until 1936, she was the largest ship built on British soil; she is still the largest British passenger liner to actually have sunk at sea in a shipwreck.

When the war ended in 1918, White Star had lost a great number of its ships to the Allied war effort, and with only the Olympic left out of its three super-ships, the company was facing a bleak feature until the British government decided to honour its promise to reward the firms that had served it so faithfully during the war. Ocean liners were being taken from Germany under the terms of the peace treaties as a form of reparations and public feeling in Germany, like everything to do with the Versailles peace settlement, was outraged by it. A medium-sized liner called Columbus, which had been built in 1913 for the Nordeutscher Lloyd company, was seized and given to the White Star Line, who re-named her Homeric. With two funnels and a gross tonnage of just over 35,000, Homeric (above) was a pleasing ship, with a conservative aesthetic and comfortable accommodation (below - one of the first class corridors). A renovation was ordered in Belfast shortly after, when it was decided that her 18 knots sailing speed was too slow for White Star to maintain its weekly schedule of Atlantic sailings, but apart from that the Homeric proved a very popular running mate to the Olympic when she entered service for White Star in 1922.

But the Homeric, although pretty and popular, was not enough to replace the mighty Britannic, which would have been White Star's pride and joy if she hadn't been lost in Britain's campaign against the Germans and Ottoman Empire. The chosen replacement was the largest ship built in German history, so far, which would ameliorate the sting of having lost the largest ship built in British history, so far - at least, for the British. She was the 56,000-ton Bismarck, named after the statesman who had helped unite Germany in the 1870s. Her smaller sisters, the Imperator and Vaterland, had already been seized. Imperator had become Cunard's Berengaria and Vaterland had gone to become the United States's first major transatlantic luxury liner, Leviathan. Bismarck had never been finished and now she was finished for the White Star Line, under her new name, Majestic (below). She entered service in 1922 as the largest ship in the world and immediately helped re-solidify White Star's former reputation for size, luxury and security. 

With the Majestic, Olympic and Homeric now in service as running mates, White Star was able to start operating one of the most financially successful routes on the north Atlantic. Having three ships  meant that one ship would always be at sea or being re-provisioned, whilst the others were leaving New York and Southampton on a weekly basis to complete in-tandem crossings of the Atlantic. The Olympic remained one of the most consistently popular ships of the decade, which rather dispels the myth that the Titanic continued to haunt the ocean-going public's mind. The Majestic, with her cavernous first class rooms (below), also helped attract a loyal clientele in the economically-prosperous 1920s. However, when the Great Depression hit in the early 1930s, the transatlantic market temporarily imploded and ships that had been designed for point-to-point travel across the often-rough Atlantic, like the Majestic or Olympic, struggled to adjust to the indignity of short hot-weather cruises, desperately designed to turn some kind of profit.

By 1934, it was clear that White Star's days were financially numbered. Its fleet was made up of ships that were either too old, too big or both. There were a number of collisions, power-cuts, a huge drop in booking numbers and a new spate of edgy-chic superships were emerging from Germany, France and Italy which made British ships seem antiquated and fusty. The Olympic, alone, managed to keep up respectable (if not exactly healthy) booking numbers - a testament to the affection she was still held in - but her days were numbered and White Star began to look on her enormous running costs, frequent technological difficulties and occasional collisions as a headache. In 1934, the company merged with their old enemies, Cunard, to form the Cunard-White Star Line - all their resources would now be pooled into creating a glamorous new liner to modernise Britain's transatlantic image and counter the humiliation posed by Germany's Bremen, Italy's Rex or France's forthcoming Normandie.

There were clear signs from the beginning that Cunard was the dominant force in the new "partnership." Of the six prestigious ships the new company now had at its disposal for the premier run across the Atlantic - the Majestic, Olympic, Homeric, Berengaria, Mauretania and Aquitania - three would have to go, immediately. Two more would be kept around to run alongside the Queen Mary, until her new sister-ship, Queen Elizabeth, was completed in 1939/1940. Both the Mauretania and Olympic, as the oldest of the set and the ones most in trouble, were quickly agreed upon as the first two that had to go. There was a public campaign to keep one, or both, as floating hotels or museums and it's difficult not to groan at the financial and historical mistake that was made in not preserving the Olympic. In the age of Titanic mania that began in the 1950s and has continued ever since, it would surely have been a goldmine to whoever owned it. As well as a fascinating one for subsequent generations.

Signs of the pro-Cunard bias of the new merger came when a decision had to be reached about which of the two companies' flagships - the 52,000-ton Berengaria or 56,000-ton Majestic - should be kept on to serve until the Queen Elizabeth was ready. Despite the fact that the Majestic was larger, younger and safer than the Berengaria, it was Majestic who was sold for scrap and the Berengaria which was kept on. The Homeric survived long enough to participate in the festivities to mark King George V's Silver Jubilee in 1935, but as the slowest and smallest of the six ships, it did make sense that she should be scrapped too.

With its three former ships having completely vanished into scrap metal and scattered pieces of furnishing, the White Star's last two surviving ships were the motor ships Georgic and a new Britannic. They continued to sail under the White Star colours until their careers ended in 1956 and 1960, respectively. Cunard, however, dropped the White Star name in 1949 and today the company's name survives in a commercial sense solely as a kind of white-gloved service exclusively reserved for those occupying the most expensive suites on the current Cunard ships, Queen Mary 2, Queen Victoria and Queen Elizabeth. Once a year, on the anniversary of the sinking of the Titanic, those three ships hoist the White Star flag for the day.

Famous Shipping Disasters: The Loss of the "Republic" (1909)

This month, there was the tragic news of the sinking of the Italian cruise ship Costa Concordia, after it ran aground off the Isola del Giglio. Costa Concordia was, to date, the largest ship built on Italian soil and, at the time of writing, the sinking has claimed sixteen confirmed lives, so far.

The Costa Concordia's sinking is one of the first maritime losses of a luxury liner in the twenty-first century. Over the next few days, I'll take a brief look at some of the previous century's most famous disasters at sea.

The sinking of the RMS Republic (1909)

Ironically, given its name, the White Star liner Republic was actually built in Ulster, the most vociferously monarchist of the four provinces of Ireland. At the time, Belfast's Harland and Wolff shipyards were the largest and the best in the world; the east Belfast workforce produced ships for companies all over the globe, but their closest working relationship was with the British firm, White Star Line, one of the main British commercial bodies operating the lucrative transatlantic trade. Built in Belfast in 1903, she was originally christened Columbus and sailed under the livery of the Dominion Line, a sister-company of White Star's, before being transferred to the White Star and re-named, after only two voyages. Although Republic was praised in shipbuilding industry journals at the time for the comfort offered onboard, she was originally built with an eye to incorporating all of the latest safety techniques. In 1909, six years into her commercial life, these features were put to the test when Republic departed New York for the British colony at Gibraltar, and other Mediterannean ports. In thick fog, she was hit by the Italian liner Florida. Two of the Republic's passengers were killed on impact, as they slept in their cabins, and three of the Florida's crew men also died. Part of the rescue was carried out by the Florida and the U.S. coastguard's Gresham; the passengers were then transferred back to New York by another White Star steamer, the Baltic. In many ways, the tragedy of the Republic ironically gave the shipping industry, and White Star in particular, a false sense of security. The Republic took a full thirty-nine hours to sink. At nearly 16,000 tons, Republic was the largest ship to be lost to the sea, at that point in history. The slow speed at which she sank, the effectiveness of Marconi in securing multiple rescue ships and the low loss of life all helped persuade many industry insiders, like Captain E.J. Smith, that terrible, swift maritime disasters were a thing of the past - a view which the tragedy of the Titanic would brutally dispel three years later. Today, the Republic is most well-known for the rumour that at the time of her sinking, she was carrying $3 million in coins for the Imperial government of Russia. If that were true, the coins, if still onboard, could be worth nearly $5 billion in 2012. However, if these stories are true, to my mind, it's improbable that they would not have been evacuated along with all of Republic's passengers and crews during the lengthy rescue operation.

The return of the Ascendancy

Ever wondered what it would be like to spend a week, an evening or a weekend living like a member of the Irish Ascendancy? Well, The Irish Times has just profiled one of my favourite places in the country - the absolutely beautiful Montalto estate, a few miles from where I live, and currently administered by my childhood Sunday school teacher, David Anderson MVO MBE. The estate, which dates from the early eighteenth century, was originally the home of the earls and countesses of Moira and it represents one of the triumphs of Italianate architecture amongst the homes of the Irish aristocracy. During the rebellion of 1798, there was considerable fighting on the estate between those who supported the rebellion and those who were loyal to the Crown. At that time it was the home of the 2nd earl of Moira, who later became Marquess of Hastings, a hero of the British army during the American War of Independence and later British Governor-General of India. The marquess sold the estate in 1802, four years after the rebellion, whereupon it passed into the hands of the Ker family and later the earls and countesses of Clanwilliam in 1912. In his amusing history of the estate, Lord Belmont in Northern Ireland reports that one countess of Clanwilliam refused to live in the house "because of the regrettable infestation of ghosts."

The house and estate has now lovingly been restored and, believe me, it's absolutely beautiful. With all the modern conveniences, it somehow still manages to feel as if someone magically stopped the clock in 1910.

For The Irish Times article on its restoration, click HERE.

And many congratulations to David, the Wilsons and everyone at Montalto. It's a magnificent place and beautifully restored.

Review of the new "Queen Elizabeth"

After travelling on her for a five day European cruise, the blog Tips for travellers reviews the new 92,000-tonne Cunard vessel Queen Elizabeth (above.) For ocean liner enthusiasts, the ship is the successor to the famous Queen Elizabeth 2, which was retired in 2008 and which was herself the successor to the original Queen Elizabeth, which was launched in 1938. With the maiden voyage of the new Queen Elizabeth, Cunard is once again operating three major luxury liners, along with her sister-ship Queen Victoria and the company's flagship, Queen Mary 2. This is the first time Cunard has run this service since the early 1930s, when they operated a transatlantic service with the 52,000-ton Berengaria, the speed queen Mauretania and the slightly larger Aquitania, nicknamed "the Ship Beautiful." When the former two liners were retired due to the Great Depression, they were replaced by a single vessel, the original Queen Mary, which served for thirty years and which is today a floating hotel in Long Beach, California.

You can access Tips for travellers full review here, along with some videos and photographs of the new ship. To quote: -

"I had also read very mixed reviews about the Queen Elizabeth, mostly related to the food and the service. It is always exciting though to go on a new ship, and of course even more so when one of the famous Cunard ones. In the end, we loved the ship. It has great looking decor, very stylish and very Cunard. The service was outstanding across all areas of the ship. The food we had in Queens Grill was amazing ... As mentioned, the design and look of the ship is very classy. It has an art deco feel, and is classy and rich looking. It is done with style." 

The Prince of Wales in Belfast

With thanks to Lord Belmont in Northern Ireland for his post on the Prince of Wales's current visit to Belfast.

HRH The Prince of Wales yesterday visited Saint Malachy’s Roman Catholic Church (above), Alfred Street, Belfast, to view the result of a £3.5 million restoration project, where he was greeted by Northern Irish sporting hero, Dame Mary Peters, who is currently serving as Her Majesty's Lord-Lieutenant of the County Borough of Belfast.

Outside the chapel, the Prince listened to a brief talk on the restoration work to the outside of the church, which was given by the Curate of Saint Malachy's, Reverend Father Martin Graham. In 1941, during the German air raids on Belfast, a Luftwaffe bomb resulted in extensive damage to the original stained glass windows of Saint Malachy's. Due to economic circumstances during the war, they had to be temporarily repaired using concrete.

In 2006 the Diocese of Down and Connor embarked on a project to restore and modernise Saint Malachy's simultaneously. The red-brick exterior of the chapel and a full internal restoration of both the interior and the windows, based on historic records and research, was to be accompanied by installing full access for disabled parishioners and visitors throughout the church. The project was funded in part by fundraising initiatives organised by the diocese and by a substantial grant from the Northern Ireland Environment Agency's Historic Buildings Grant.

The lavish interior of Saint Malachy's, which is probably the largest Roman Catholic chapel in Belfast city centre, is known for having based part of its design on the Henry VII Chapel in Westminster Abbey, where King Henry VII and his queen, Elizabeth of York, are buried. 

After giving his talk Father Graham escorted the Prince of Wales inside to see Saint Malachy's interior and invited Ms Elizabeth McLaughlin, Secretary of Saint Malachy’s Pastoral Council, to present His Royal Highness with a gift of a montage of photographs depicting Saint Malachy’s Church before, during and after the restoration. Inside, the Prince of Wales also signed the chapel's visitors' book.

After viewing the church's interior, the Prince of Wales was invited to the nearby Parochial House where he met privately with some of the leading members of the Roman Catholic Church in Northern Ireland, including Bishop Treanor and Bishop Walsh, and key members of the Saint Malachy's parish, including Father Curran, Father McGinnity and Father Graham over light refreshments. At a separate meeting later in the day, Prince Charles chaired a discussion with a number of church representatives and other stakeholders to consider the role of redundant and distressed churches and church estates in the heritage-led regeneration of communities.

"Titanic" gets a sequel

How gloriously awful.

Medical Team Slaughtered by the Taliban in Afghanistan

Above: Dr. Karen Woo, a British national, who was murdered today in Afghanistan

"Ten members of the Christian medical team — six Americans, two Afghans, one German and a Briton — were gunned down in a gruesome slaughter that the Taliban said they carried out, alleging the volunteers were spying and trying to convert Muslims to Christianity. The gunmen spared an Afghan driver, who recited verses from the Islamic holy book Quran as he begged for his life."
- A.P. News Report

"The expedition will require a lot of physical and mental resolve and will not be without risk but ultimately, I believe that the provision of medical treatment is of fundamental importance and that the effort is worth it in order to assist those that need it most."
- The late Dr. K. Woo


A medical team was lined up and shot by Taliban terrorists in the Badakhshan provice of Afghanistan, it has been confirmed.

It is a terrible and senseless tragedy, reminding us - as if any was needed - of the sheer, appalling barbarity of the Taliban and of the courage of those, from both Afghanistan and the rest of the world, who go out to try and assist many of those whose lives are still being ruined by the fanaticism and cruelty of the Taliban.

It is also deeply, deeply sad to think of ten families tonight who are grieving and my thoughts and prayers are with them, for whatever they are worth.

The story is being carried by the Associated Press here and The Daily Telegraph here.