View allAll Photos Tagged Backfill
This was taken just after finishing the doors and the jambs with spar urethane. The natural color of the wood really came through just by applying the clear urethane. It's evident when you compare it to the previous photo in this set.
The backfilling is also complete and the cellar is ready for use. We had to add two retaining walls out front on either side in order to hold back the amount of backfill that was necessary. Fortunately, I had some small boulders in the woods nearby that we could use to build the walls. I'll touch up the backfill in spring after it settles and plant some groundcover to keep the erosion to a minimum.
This was a fun project, but I'm glad it's finally finished. Now I can start my woodshed.......
taken @ rodeo palms off 288s.
strobist: triangle lighting. sb800-right, sunshine backfill, sb-600 left
Every o-ring is made seperately by hands and has original shape. The jewellery made of o-ring is mostly minimalist, based on soft, semi-transparent, little pearlescent color combinations and o-rings composition. Some pieces can be more intricated, when o-ring are nested in another one, or has textures or be backfilled.
O-rings jewellery represents clear and modern design.
Every o-ring is made seperately by hands and has original shape. The jewellery made of o-ring is mostly minimalist, based on soft, semi-transparent, little pearlescent color combinations and o-rings composition. Some pieces can be more intricated, when o-ring are nested in another one, or has textures or be backfilled.
O-rings jewellery represents clear and modern design.
Reach 3 restoration area river channel and floodplain looking south from Highway 98 bridge. High flows and water levels are receding, exposing the newly graded spoil mounds and backfill areas.
hollow polymer clay pendant:
imprinted leaves, backfilled with gold clay to get a silhouette rather than a detailed cast. bit of a wonky bead, i must remember to join the gold bands in a less noticable place than front and center and i need to get a stronger print of the leaves as the gold sanded of in a few places but i like this look :)
Based on my beaded pendants. I hammer these shapes and then backfill them with polymer clay. The one on the left has a crackle base and the one on the right I painted with pinata inks.
#dailyconstruction #igdaily #instadaily #picoftheday #machinery #beautiful #happy #instagood #igers #tdotpics #instalike #earthworks #construction #life #mood #backfill #instafollow #vscocam #look #instacool #blog #equipmentphotos #excavation #heavyequipmentlife #mgicorp
Now the Polaris Building has been reduced to a hole in the ground the basement walls are staying in place the hole is being backfilled in layers and being compacted between layers.
Most tunnels are fitted with refuges where rail workers could hide when trains passed through the tunnel. The Neidpath Tunnel doesn't have any. Other than the portals, this odd little side passage is the only hole in the tunnel lining (bar small drainage holes that don't count). The space is full of empty beer cans and used condoms, making it the most romantic place to be in Peebles. The adit also has an odd smell to it, presumably due to the fact that air won't circulate all that well down here.
The question is, what is it for? This photo was taken from the back of the passage, or what is currently the back of the passage. Here's a photo I took a few years ago that shows the chamber from the small doorway that leads back to the main tunnel. As you can see, there's clearly been backfilling, indicating that this passage was once longer.
Essentially, this extra tunnel was built to speed up the construction process. Aided by a vertical shaft, evidence of which can be seen in the main tunnel, spoil from construction could be quickly removed from site and this point would have also provided another working face in which to progress the tunnel. I'm tempted to come down here one day and dig out the backfill...
River Dargle Flood Defence Scheme.
These images were taken during the third week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
This was the day when they started to fill those sunken tubes/casings with liquid cement. At a (rough) guess -- I'd say the foundations are sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
As ever, the first attempt at a process brings it's own unique set of issues.
The tight confines of the riverbed obliges the use of a concrete pumping rig with long-boom capacity.
Would you call this a '4 section' unit'? Built on a 4-axle chassis, I'd suggest that it's reach is approx 40+m.
The remotely-controlled unit siphons and pumps liquid concrete into the sunken wells. Immediately the guys agitate the mixture to remove any air pockets. Final step is to lower in a pre-formed steel skeleton brace, intended to reinforce the foundation.
While we were there, the guys struggled to sink the steel frame into the sunken sleeve. I can't believe it was a problem with alignment -- other similar frames dropped neatly into their appointed sleeve.
Perhaps simply a case that the compressed liquid solution was just inflexible enough to receive the steel skeleton. We left.
Will find out later what the outcome was.
River Dargle Flood Defence Scheme.
These images were taken during the third week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations are sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
Work continues on filling the sunken foundation casings with liquid concrete solution.
They have abandoned the use of the extended boom to pump the liquid, and are simply using low-tech hose system.
Some secondary drilling also taking place into the bedrock.
River Dargle Flood Defence Scheme.
These images were taken during the third week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs are now being used to attach steel rod cradles -- which, in turn, I believe will be filled with poured concrete. Variation on the method they've used elsewhere along this stretch of the river.
At this time of year, it's not a particularly nice place to be working in. The low, late sun never swings around sufficiently to light+warm this stretch. The day we were there, the air was barely above freezing point -- so, gotta be bloody cold down in that recess. No type of construction gear, or footwear, is going to keep the cold from seeping into your bones.
And, on a related point, it is a particularly tough spot for the inhabitants of the 3 traveller community dwellings adjacent to this work. Blood cold, and eternally damp.
Very behind on my 52 weeks project so I'll get up to date first then backfill with the older photos.
I've been in the US on a work trip, thankfully I got some time to myself and so visited the Grand Canyon South Rim. It was well worth the snow and rain on the journey because what a sight. It's hard for any photo to do it justice but here's my attempt.
Comments always welcome, other photos from the trip on my blog at www.chrislovephotgraphy.co.uk/blog
The Forth and Clyde Canal is a canal opened in 1790, crossing central Scotland; it provided a route for the seagoing vessels of the day between the Firth of Forth and the Firth of Clyde at the narrowest part of the Scottish Lowlands. This allowed navigation from Edinburgh on the east coast to the port of Glasgow on the west coast. The canal is 35 miles (56 km) long and it runs from the River Carron at Grangemouth to the River Clyde at Bowling, and had an important basin at Port Dundas in Glasgow.
Successful in its day, it suffered as the seagoing vessels were built larger and could no longer pass through. The railway age further impaired the success of the canal, and in the 1930s decline had ended in dormancy. The final decision to close the canal in the early 1960s was made due to maintenance costs of bridges crossing the canal exceeding the revenues it brought in. However, subsidies to the rail network were also a cause for its decline and the closure ended the movement of the east-coast Forth River fishing fleets across the country to fish the Irish Sea. The lack of political and financial foresight also removed a historical recreational waterway and potential future revenue generator to the town of Grangemouth. Unlike the majority of major canals the route through Grangemouth was drained and backfilled before 1967 to create a new carriageway for port traffic.
The M8 motorway in the eastern approaches to Glasgow took over some of the alignment of the canal, but more recent ideas have regenerated the utility of the canal for leisure use.
The eastern end of the canal is connected to the River Forth by a stretch of the River Carron near Grangemouth. The canal roughly follows the course of the Roman Antonine Wall and was the biggest infrastructure project in Scotland since then. The highest section of the canal passes close to Kilsyth and it is fed there by an aqueduct which gathers water from (the purpose built) Birkenburn Reservoir in the Kilsyth Hills, stored in another purpose-built reservoir called Townhead near Banton, from where it feeds the canal via a feeder from the Shawend Burn near Craigmarloch. The canal continues past Twechar, through Kirkintilloch and Bishopbriggs to the Maryhill area north of Glasgow city centre. A branch to Port Dundas was built to secure the agreement and financial support of Glasgow merchants who feared losing business if the canal bypassed them completely. This branch flows past Murano Street Student Village, halls of residence for the University of Glasgow. The western end of the canal connects to the River Clyde at Bowling.
In 1840, a 1⁄2-mile (800 m) canal, the Forth and Cart Canal, was built to link the Forth and Clyde canal, at Whitecrook, to the River Clyde, opposite the mouth of the River Cart.
At first there were difficulties with securing the capital for the work, but soon, thanks in the main to investment by Sir Lawrence Dundas, 1st Baronet, "the execution of this canal proceeded with such rapidity, under the direction of [the engineer] Mr. Smeaton, that in two years and three quarters from the date of the first act, one half of the work was finished; when, in consequence of some misunderstanding between him and the proprietors, he declined any further connection with the work, which was shortly afterwards let to contractors, who however failed, and the canal was again placed under the direction of its original projector, who brought it to within six miles [10 km] of its proposed junction with the Clyde, when the work was stopped in 1775 for want of funds, and it continued at a stand for several years."
Numerous supplementary Acts of Parliament preceded this period and more followed, but the key to unlocking the problem was some creativity, in which "the Barons of the Court of Exchequer in Scotland, are, out of the money arising from the sale of forfeited estates, directed to lend the Forth and Clyde Navigation Company the sum of £50,000, by which they were enabled to resume their labours, under the direction of Mr. Robert Whitworth, an engineer possessing a well earned reputation". The work was completed on 28 July 1790.
The Forth and Clyde Navigation Committee was set up in Glasgow in (or before_) 1787 and had several notable members: John Riddel (Lord Provost of Glasgow); John Campbell of Clathick; Patrick Colquhoun (Convenor and Superintendent); Robert Whitworth (engineer); Archibald Spiers; John Cumine (as collector of fees at east end) and James Loudon (as collector of fees at west end)
Contemporary description
Priestley wrote in 1831,
Besides the fine rivers above-mentioned [the Forth and Clyde, the canal], is joined by the Edinburgh and Glasgow Union Canal, near Falkirk; with the Monkland and Kirkintilloch Railway at its summit, near the last-mentioned village; and with the Monkland Canal and the Garnkirk and Glasgow Railway, at Port Dundas, near the city of Glasgow.
This magnificent canal commences in the River Forth, in Grangemouth Harbour, and near to where the Carron empties itself into that river. Its course is parallel with the Carron, and in nearly a westwardly direction, passing to the north of the town of Falkirk, and thence to Red Bridge, where it quits the county of Stirling, and enters a detached portion of the shire of Dumbarton. Hence it passes to the south of Kilsyth, and runs along the south bank of the River Kelvin, and over the Luggie Water, by a fine stone aqueduct, at Kirkintilloch; it then approaches within little more than two miles [3 km] of the north-west quarter of the city of Glasgow, to which there is a branch communicating with the Monkland Canal at Port Dundas, near that city. The remaining part of the line is in a westwardly direction, crossing the Kelvin River by a noble aqueduct, and thence to the Clyde, into which, after running parallel with it for some distance, it locks down at Bowling's Bay, near Dalmuir Burnfoot.
The canal is thirty-five miles [56 km] in length, viz, from Grangemouth to the east end of the summit pool, is ten miles and three quarters [17 km], with a rise, from low water in the Forth, of 155 feet [47 m], by twenty locks. The summit level is sixteen miles [26 km] in length, and in the remainder of its course, there is a fall to low water, in the Clyde, at Bowling's Bay, of 156 feet [48 m], by nineteen locks.
The branch to the Monkland Canal at Glasgow is two miles and three quarters [4.4 km]; and there is another cut into the Carron River, at Carron Shore, in order to communicate with the Carron Iron Works.
Though this canal was originally constructed for vessels drawing 7 feet [2.1 m], yet by recent improvements, sea-borne craft of 10 feet [3.0 m] draught may now pass through it, from the Irish Sea to the German Ocean. The locks are 74 feet long and 20 wide [23 m × 6 m]; and upon its course are thirty-three draw-bridges, ten large aqueducts and thirty-three smaller ones; that over the Kelvin being 429 feet [131 m] long and 65 feet [20 m] above the surface of the stream. It is supplied with water from reservoirs; one of which, at Kilmananmuir, is seventy acres [28 ha], and 22 feet [6.7 m] deep at the sluice; and that at Kilsyth is fifty acres [20 ha] in extent, with 24 feet [7.3 m] water at its head.
Passenger traffic
Between 1789 and 1803 the canal was used for trials of William Symington's steamboats, culminating in the Charlotte Dundas, the "first practical steamboat" built at the shipyard in Grangemouth by Alexander Hart.
Passenger boats ran on the canal from 1783, and in 1809 fast boats were introduced, running from Edinburgh to Falkirk in 3 hours 30 minutes, providing such comforts as food, drink and newspapers. By 1812 they carried 44,000 passengers, taking receipts of more than £3,450.
From 1828 there was a steamboat service, operated by Thomas Grahame's boat Cupid.
Construction
The canal was designed by John Smeaton. Construction started in 1768 and after delays due to funding problems was completed in 1790. To mark the opening a hogshead of water taken from the Forth was emptied into the Clyde at Bowling to symbolise the union of the eastern and western seas.[4] The geologist James Hutton became very involved in the canal between 1767 and 1774; he contributed his geological knowledge, made extended site inspections, and acted both as a shareholder and as a member of the management committee. The Union Canal was then constructed to link the eastern end of the canal to Edinburgh.
Changes of ownership
In 1842 an Act of Parliament was obtained authorising the Caledonian Railway to take over the Forth and Clyde Canal along with the Forth and Cart Canal, although this did not take effect until 1867.
In the meantime the canal company itself had built a railway branch line to Grangemouth Dock, which it owned.
The canal was nationalised in 1948, along with the railway companies, and control passed to the British Transport Commission. In 1962, the British Transport Commission was wound up, and control passed to the British Waterways Board; subsequently Scottish Canals took control.
Run down and revival
In 1963 the canal was closed rather than construct a motorway crossing, and so it became disused and semi-derelict. Canal locks in the Falkirk area on the Union Canal near the connection to the Forth and Clyde canal had been filled in and built over in the 1930s.
As part of the millennium celebrations in 2000, National Lottery funds were used to regenerate both canals. A boatlifting device, the Falkirk Wheel, was built to connect the two canals and once more allow boats to travel from the Clyde or Glasgow to Edinburgh, with a new canal connection to the River Carron and hence the River Forth. The Falkirk Wheel opened on 27 May 2002 and is now a tourist attraction.
When the canal was reopened, the Port Dundas branch was reinstated from Stockingfield Junction, where it leaves the main line, to Speirs Wharf, where further progress was blocked by culverts created as part of the M8 Motorway construction and the abortive Maryhill Motorway. A connection from there to Pinkston Basin, which once formed the terminus of the Monkland Canal, was later achieved by the construction of 330 yards (300 m) of new canal and two locks, lowering the level of the canal to enable it to pass beneath existing structures. The project cost £5.6 million, and the first lock and intermediate basin were opened on 29 September 2006. The lock was named Speaker Martin's Lock, after Michael Martin MP, the speaker in the House of Commons who performed the opening ceremony. Opening of the second lock was delayed by a dispute over land ownership.
Forth and Clyde Canal Society
The Forth and Clyde Canal Society is a waterway society on the Forth and Clyde Canal in the central lowlands of Scotland. It was formed in 1980 to "campaign for the Forth and Clyde's preservation, restoration and development"
According to the Forth and Clyde Canal Society's website, their current aim is "To promote the canal and to ensure its success".
The Society's campaigning included a petition of over 30,000 signatures for the reopening of the canal, which was then put in place under the Millennium Link project which commenced work in 1999.
The society currently has three boats which are used as trip-boats, charter vessels and for members cruises along the canal.
There are 39 locks on the Forth & Clyde Canal, as follows:
1 – New River Carron Sea Lock (The Helix Canal Extension – beyond The Kelpies)
2 – Basin Moorings (Sea Lock)
3 – Carron Cut Lock
4 – Abbotshaugh Lock
5 – Bainsford Lock
6 – Grahamston Iron Works Lock
7 – Merchiston Lock
8 – Merers Lock
9 – Camelon Railway Lock
10 – Camelon Lock
11 – Rosebank Lock
12 – Camelon Lock No. 12
13 – Camelon Lock No. 13
14 – Camelon Lock No. 14
15 – Falkirk Wheel
16 – Falkirk Bottom Lock No. 16
17 – Underwood Lock No. 17
18 – Allandale Lock No. 18
19 – Castlecary Lock No. 19
20 – Wyndford Lock No. 20 (summit level)
21 – Maryhill Top Lock No. 21 (summit level)
22 – Maryhill Lock
23 – Maryhill Lock
24 – Maryhill Lock
25 – Maryhill Bottom Lock No. 25
26 – Kelvindale (Temple Lock No. 26)
27 – Temple Lock No. 27
28 – Cloberhill Top Lock No. 28
29 – Cloberhill Middle Lock No. 29
30 – Cloberhill Bottom Lock No. 30
31 – Cloberhill Lock No. 31
Maryhill Locks at sunset
32 – Cloberhill Lock No. 32
33 – Boghouse Top Lock No. 33
34 – Boghouse Middle Lock No. 34
35 – Boghouse Lower Lock. 35
36 – No. 36
Drop Lock – Dalmuir Drop Lock (constructed recently to take navigation below bridge)
37 – Old Kilpatrick
38 – Dalnottar Lock No. 37
39 – Bowling Lock No. 38
The overall ruling dimensions are length: 68 feet 7 inches (20.90 m); beam: 19 feet 9 inches (6.02 m); draught: 6 feet 0 inches (1.83 m); headroom: 9 feet 1 inch (2.77 m), but at the western end larger vessels may use the Bowling basin.
i love the simplicity of stamped images but i prefer the durability of solid clay. in this case i reached a happy compromise : )
the image was stamped into the clay, then cut to shape and baked. once cool i back filled the image with softened blue clay, removed the excess and baked again. and quick sand reveals crisp lines.
i put a full tutorial here : www.craftster.org/forum/index.php?topic=402195.0
inspired by last years work of Claire Wallis (www.flickr.com/photos/51136446@N06/8314340714/) - polymer, backfilled and glas - project 12/13
Many thanks to Trusien, Lillian, Ilse and Elvira for organising the group "12 polymer projects in 2013" !
Anillo de arcilla polimérica, imitación de hueso con incrustaciones.
Polymer clay ring, faux bone and backfilling
River Dargle Flood Defence Scheme.
These images were taken during the third week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs are now being used to attach steel rod cradles -- which, in turn, I believe will be filled with poured concrete. Variation on the method they've used elsewhere along this stretch of the river.
At this time of year, it's not a particularly nice place to be working in. The low, late sun never swings around sufficiently to light+warm this stretch. The day we were there, the air was barely above freezing point -- so, gotta be bloody cold down in that recess. No type of construction gear, or footwear, is going to keep the cold from seeping into your bones.
And, on a related point, it is a particularly tough spot for the inhabitants of the 3 traveller community dwellings adjacent to this work. Blood cold, and eternally damp.
Backfill from 2007 Smithsonian Kite Festival on the Washington DC Mall. I put the sun behind the Washington Monument to get this effect.
Explore Feb 12 #441
(after) Looking northwest at the Reach 3 backfill Reach 3 C-38 backfill and MacArthur Ditch backfill construction progress.
Our colors were navy and orange with the third a free choice. I chose magenta. Hollow-form beads drilled and backfilled
River Dargle Flood Defence Scheme.
These images were taken in the first week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs are now being used to attach steel rod cradles -- which, in turn, I believe will be filled with poured concrete. Variation on the method they've used elsewhere along this stretch of the river.
At this time of year, it's not a particularly nice place to be working in. The low, late sun never swings around sufficiently to light+warm this stretch. The day we were there, the air was barely above freezing point -- so, gotta be bloody cold down in that recess. No type of construction gear, or footwear, is going to keep the cold from seeping into your bones.
And, on a related point, it is a particularly tough spot for the inhabitants of the 3 traveller community dwellings adjacent to this work. Blood cold, and eternally damp.
River Dargle Flood Defence Scheme.
These images were taken during the third week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
This was the day when they started to fill those sunken tubes/casings with liquid cement. At a (rough) guess -- I'd say the foundations are sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
As ever, the first attempt at a process brings it's own unique set of issues.
The tight confines of the riverbed obliges the use of a concrete pumping rig with long-boom capacity.
Would you call this a '4 section' unit'? Built on a 4-axle chassis, I'd suggest that it's reach is approx 40+m.
The remotely-controlled unit siphons and pumps liquid concrete into the sunken wells. Immediately the guys agitate the mixture to remove any air pockets. Final step is to lower in a pre-formed steel skeleton brace, intended to reinforce the foundation.
While we were there, the guys struggled to sink the steel frame into the sunken sleeve. I can't believe it was a problem with alignment -- other similar frames dropped neatly into their appointed sleeve.
Perhaps simply a case that the compressed liquid solution was just inflexible enough to receive the steel skeleton. We left.
Will find out later what the outcome was.
Harriet was a recustom is did for bubblegumponys
What I did ~
Backfilled faceplate w/apoxie because there was a hole and it was very thin
Recarved faceplate w/new faceup
Boggled & gaze corrected
New lashes & new pullstring
Switched to a licca body
Sanded edges of eyechips and partially carved sockets to make chips sit flush
Reach 3 restoration area backfill where broadleaf marsh species such as Pontederia cordata are pushing up through the newly graded spoil.
This is NOT an image transfer. no liquid clay, no acrylic paint. just polymer clay : )
scrap clay armature. carved, backfilled, sanded and buffed.
River Dargle Flood Defence Scheme.
These images were taken during the third week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
This was the day when they started to fill those sunken tubes/casings with liquid cement. At a (rough) guess -- I'd say the foundations are sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
As ever, the first attempt at a process brings it's own unique set of issues.
The tight confines of the riverbed obliges the use of a concrete pumping rig with long-boom capacity.
Would you call this a '4 section' unit'? Built on a 4-axle chassis, I'd suggest that it's reach is approx 40+m.
The remotely-controlled unit siphons and pumps liquid concrete into the sunken wells. Immediately the guys agitate the mixture to remove any air pockets. Final step is to lower in a pre-formed steel skeleton brace, intended to reinforce the foundation.
While we were there, the guys struggled to sink the steel frame into the sunken sleeve. I can't believe it was a problem with alignment -- other similar frames dropped neatly into their appointed sleeve.
Perhaps simply a case that the compressed liquid solution was just inflexible enough to receive the steel skeleton. We left.
Will find out later what the outcome was.
Close up progress of a generic 501st trooper; perfect for MOCs and backfill bodies in was scenes. The red triangle on the helmet is a separate decal that can or cannot be added; it's up to the customizer! Let us know what you think!
(before) Looking northwest at the Reach 3 C-38 backfill and MacArthur Ditch backfill construction progress.
Backfilling continues along a section of the Caribou Wall. The Mechanically Stabilized Earth (MSE) wall is built up in layers of compacted soil reinforced by strapping as seen in the foreground.
River Dargle Flood Defence Scheme.
These images were taken during the third week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
This was the day when they started to fill those sunken tubes/casings with liquid cement. At a (rough) guess -- I'd say the foundations are sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
As ever, the first attempt at a process brings it's own unique set of issues.
The tight confines of the riverbed obliges the use of a concrete pumping rig with long-boom capacity.
Would you call this a '4 section' unit'? Built on a 4-axle chassis, I'd suggest that it's reach is approx 40+m.
The remotely-controlled unit siphons and pumps liquid concrete into the sunken wells. Immediately the guys agitate the mixture to remove any air pockets. Final step is to lower in a pre-formed steel skeleton brace, intended to reinforce the foundation.
While we were there, the guys struggled to sink the steel frame into the sunken sleeve. I can't believe it was a problem with alignment -- other similar frames dropped neatly into their appointed sleeve.
Perhaps simply a case that the compressed liquid solution was just inflexible enough to receive the steel skeleton. We left.
Will find out later what the outcome was.
(after) Looking north at the north section of the Reach 3 C-38 canal backfill, which was completed by the end of August and shortly after was inundated with high flows. Water levels have come down since October, and some erosion has occurred.
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The movie follows the...
fullbollywoodmovieshd.com/ms-dhoni-the-untold-story-2016-...
River Dargle Flood Defence Scheme.
These images were taken during the third week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs are now being used to attach steel rod cradles -- which, in turn, I believe will be filled with poured concrete. Variation on the method they've used elsewhere along this stretch of the river.
At this time of year, it's not a particularly nice place to be working in. The low, late sun never swings around sufficiently to light+warm this stretch. The day we were there, the air was barely above freezing point -- so, gotta be bloody cold down in that recess. No type of construction gear, or footwear, is going to keep the cold from seeping into your bones.
And, on a related point, it is a particularly tough spot for the inhabitants of the 3 traveller community dwellings adjacent to this work. Blood cold, and eternally damp.
River Dargle Flood Defence Scheme.
These images were taken during the third week of November 2016.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ has to be done to protect the integrity of the riverbank. At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
This was the day when they started to fill those sunken tubes/casings with liquid cement. At a (rough) guess -- I'd say the foundations are sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
As ever, the first attempt at a process brings it's own unique set of issues.
The tight confines of the riverbed obliges the use of a concrete pumping rig with long-boom capacity.
Would you call this a '4 section' unit'? Built on a 4-axle chassis, I'd suggest that it's reach is approx 40+m.
The remotely-controlled unit siphons and pumps liquid concrete into the sunken wells. Immediately the guys agitate the mixture to remove any air pockets. Final step is to lower in a pre-formed steel skeleton brace, intended to reinforce the foundation.
While we were there, the guys struggled to sink the steel frame into the sunken sleeve. I can't believe it was a problem with alignment -- other similar frames dropped neatly into their appointed sleeve.
Perhaps simply a case that the compressed liquid solution was just inflexible enough to receive the steel skeleton. We left.
Will find out later what the outcome was.
August Bank Holiday weekend - Saturday afternoon crossing the Millennium Bridge in London (on my way to see Blue Stockings at the Globe)
I have been taking pictures, just didn't get time to upload them and follow people, so haven't been posting - now I have three and a half months of gaps which is a lot to backfill.
MacArthur Ditch backfill has resumed operations now that water levels have receded on the floodplain. Looking north at the northern extent of the backfill where contractors are now leveling and spreading the haul road to fill the ditch.