View allAll Photos Tagged CONSTRUCTED
There is a proverb in our (Tamil) language
"VEETAI KATTI PAAR KALYANAM PANNI PAAR"
It means build a new home and have a wedding at home...!!
both are an Himalayan task .. and both will be trated as a great achivement in ones life..!!
well since one month i was very busy with my new home.. and its almost nearing completion and my daughter will start going to the college from today.. yes she joined B.ARCH and she will be the first graduate in my family.. and she called me in the lunch break and told she joins in the
"PHOTOGRAPHY CLUB " in the college.
like father...some times ..like daughter!!!!!
i sincerely apoligize to all my friends i could not visit your pages.. i hope from 1st week of september i will be back to FLICKR till then bye.. have a nice day!!!
portico of Via Crucis - Sacred Mountain of Ghiffa - UNESCO World Heritage Site (2003)
Il Sacro Monte di Ghiffa (o Sacro Monte della Santa Trinità) è inserito nel gruppo dei Sacri Monti prealpini inseriti nel 2003 nell'elenco dei "Patrimoni dell'umanità". Tra la fine del XVI e la metà del XVII secolo, fu concepito un piano edilizio per l'ampliamento dell'antico oratorio dedicato alla Santissima Trinità e la costruzione, attorno ad esso, di un Sacro Monte sulla collina fitta di boschi con incantevole vista sul Lago Maggiore. Altri interventi costruttivi ebbero luogo tra la metà del XVII ed il secolo successivo. Nel suo stato attuale il sacro monte comprende, oltre al santuario, tre cappelle dedicate a differenti soggetti biblici e l'elegante porticato della Via Crucis.
The Sacred Mountain of Ghiffa is a Roman Catholic devotional complex in the comune of Ghiffa, (Piedmont, northern Italy), overlooking the Lake Maggiore. It is one of the nine Sacri Monti of Piedmont and Lombardy, included in UNESCO World Heritage list.
The dedication to the mystery of the Trinity was influenced by a pre-existing small oratory on Mount Cariago. The panoramic view over the Piedmont side of Lake Maggiore displays a high level of compositional architecture and landscape research. The monumental complex is not homogeneous but remains incomplete and the authors and founders are anonymous. The Chapel of the Blessed Virgin Mary Crowned was the first to be constructed in 1647. The portico of Via Crucis, erected in the 17th century, underlines the shift from the themes of the Counter Reformation to that of the Passion of Christ.
Le Jardin de Nous Deux est situé à Civrieux d'Azergues dans le Rhône.
C'est une création de Charles Billy surnommé « le nouveau facteur Cheval », comme lui un bâtisseur autodidacte.
Les constructions que l'on peut qualifier d'art naïf commencent en 1975, lorsqu'il a 65 ans et continuent jusqu'à sa disparition en 1991.
Ses œuvres sont les souvenirs de voyages effectués en couple, avec sa femme Pauline.
Constructed in 1829 in the Greek Revival style, it is the congregation's third meetinghouse. In 1969, the New York Times called it "one of the best examples of early 19th-century church architecture". It is reputed to be the most photographed church building in New England.
This large brick building was constructed in 1888 for prominent Brisbane solicitor Phillip Hardgrave and the South Brisbane Public Hall Company.
Its construction was an entrepreneurial venture responding to the needs of a rapidly expanding South Brisbane, East Brisbane, Woolloongabba, and Thompson Estate population. It provided the newly created Borough of South Brisbane with a central public hall which could be hired for public meetings, lectures, balls, theatrical and musical performances and other public functions.
In 1887 Hardgrave acquired the Boggo Road (later Annerley Road) site, set up the subscription company, and commissioned Brisbane architect John B Nicholson to design the hall. It was erected the following year by builder Blair Cunningham, for a contract price of £5,220.
In the early years, the privately funded hall was known variously as the South Brisbane Public Hall (1888 - 1891) and the Boggo Road Theatre (1892 - 1893).
In 1893 Hardgrave sold the property to his father, John Hardgrave, a former mayor of Brisbane. Renamed the Princess Theatre, the building was used during the 1890s for sporadic productions of live performances and vaudeville, but did not emerge as a major theatrical venue in Brisbane.
Brisbane draper Thomas Finney acquired the property in 1899 and used the theatre as a clothing factory, although the stage was still hired for occasional performances.
With a change of ownership in 1912 the building was rented to clothing manufacturers and Wests Olympia, and from 1914 to 1942 it was leased mainly as a movie-house and performance space for amateur theatre. In the 1930s Brisbane's fledgling amateur theatre companies - Brisbane Repertory Theatre (now La Boite), Brisbane Arts Theatre and the Twelfth Night Theatre Company (later TN! Theatre Co.) - all performed at the Princess.
From 1942 to 1945 the theatre served as the administrative and rehearsal centre for the United States Entertainment Unit. In the years immediately following the war, it was hired to a variety of community groups such as ballet schools, college revues, and scout troops.
From 1949 to 1985 the building lost all association with the performing arts, and was rented to various small businesses, including a paper wholesaler, an engineering firm, a rag merchant, a secondhand dealer and a used appliance retailer. The stage area was leased separately to a printing firm for over thirty years from 1948 to 1979.
In 1985 the property was acquired by REMM Group Ltd, who carried out external restoration, and offered TN! Theatre Company a ten year lease from 1986. Internal restoration and refitting was carried out by TN!.
Source: Queensland Heritage Register.
Constructed around 1927 by the employees of Charles Boot to provide them with work during the depression . Boots Folly sits isolated on a small ridge overlooking the 453 millon gallon Strines Reservoir
Constructed in 1950 with art déco architectural elements such as the curved central front, horizontal banding around the top, glass brick windows, and aluminum bands between stones.
Dr. Cornelius Allen Alexander, Kalamazoo’s first Black surgeon, designed, built, and used the structure as his third and final office. After his retirement, he donated the building to the Kalamazoo Northside Non-Profit Housing Corporation in 1997.
Several beauty salons businesses now occupy the building.
Kalamazoo, Michigan
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Pano from three handheld images; stitched in Lightroom.
Multi-span bridges are structures of two or more arches supported on piers. They were constructed throughout the medieval period for the use of pedestrians and packhorse or vehicular traffic, crossing rivers or streams, often replacing or supplementing earlier fords.
During the early medieval period timber was used, but from the 12th century stone (and later brick) bridges became more common, with the piers sometimes supported by a timber raft. Most stone or brick bridges were constructed with pointed arches, although semicircular and segmental examples are also known. A common medieval feature is the presence of stone ashlar ribs underneath the arch. The bridge abutments and revetting of the river banks also form part of the bridge. Where medieval bridges have been altered in later centuries, original features are sometimes concealed behind later stonework, including remains of earlier timber bridges. The roadway was often originally cobbled or gravelled. The building and maintenance of bridges was frequently carried out by the church and by guilds, although landowners were also required to maintain bridges. From the mid-13th century the right to collect tolls, known as pontage, was granted to many bridges, usually for repairs; for this purpose many urban bridges had houses or chapels on them, and some were fortified with a defensive gateway. Medieval multi-span bridges must have been numerous throughout England, but most have been rebuilt or replaced and less than 200 examples are now known to survive. As a rare monument type largely unaltered, surviving examples and examples that retain significant medieval and post-medieval fabric are considered to be of national importance.
Despite some later alterations and repair work, Aylesford Bridge is a well preserved medieval multi-span bridge. It is a good example of its type and will retain evidence relating to medieval bridge construction and masonry techniques. Deposits buried underneath the bridge will preserve valuable artefactual, ecofactual and environmental evidence, providing information about the human and natural history of the site prior to the construction of the bridge.
History
See Details.
Details
This record was the subject of a minor enhancement on 15 December 2014. The record has been generated from an "old county number" (OCN) scheduling record. These are monuments that were not reviewed under the Monuments Protection Programme and are some of our oldest designation records.
The monument includes a medieval multi-span bridge situated over the River Medway at Aylesford.
Aylesford Bridge is constructed of Kentish ragstone with seven arches including a central segmental arch and six pointed and double-chamfered outer arches. The bridge is about 4m wide between the centres of the stone-coped parapet. The end arches are partly buried by the river bank. The stone piers have cutwaters on the upstream and downstream sides on rebuilt concrete foundations. On each side are octagonal and triangular canted pedestrian refuges resting on buttresses over the piers. Below the bridge is a barge-bed constructed from large baulks of timber.
Aylesford Bridge is thought to have been constructed in about the 14th century, and is situated downstream from the probable site of an earlier ford. A grant of pontage was issued in 1331, although it is possible that this relates to a timber predecessor. In about 1824, the two centre arches were replaced by a single arch of 18m span, removing a pier to allow passage for larger river traffic.
Aylesford Bridge is Grade I listed.
The St. Marks Light is the second-oldest light station in Florida. It is located on the east side of the mouth of the St. Marks River, on Apalachee Bay.
In the 1820s, the town of St. Marks, Florida was considered an important port of entry. The town served as a port for the prosperous planting region of Middle Florida and some counties of South Georgia. Growers hauled their agricultural products down to the port town in wagons by way of an early road which connected the then territorial capital of Tallahassee to the town of St. Marks. Later, this road would be widened and improved upon by the Tallahassee Railroad Company and would become the state's first railroad.
Once the agricultural products reached the new port town, they were loaded aboard boats for shipment to New Orleans and/or St. Augustine. There were, however, problems in navigating both the Apalachee Bay and the St. Marks River. In many places both bay and river were shallow, and it was not too uncommon for boats to run aground and/or get mired in the muddy shallows
After a survey was completed of the St. Marks area by Robert Mitchell, the Collector of Customs at Pensacola, and a site chosen for the lighthouse, it was discovered that the initial construction sum of $6,000 would be insufficient. The appropriation was increased to $14,000, and by mid-1829 a contract was signed with Winslow Lewis of Boston for the construction of a tower in the St. Marks area for $11,765. The finished product was not accepted by the Collector of Customs for St. Marks, Mr. Jesse H. Williams, because it had been constructed with hollow walls. Williams felt that the tower should be constructed with solid walls and, therefore, refused to accept the work.
Calvin Knowlton was brought in to rebuild the tower. He oversaw its completion, and in 1831, Williams, satisfied that the light was built according to the contract, accepted the work. That same year saw the tower's whale-oil lamps lit for the first time by Samuel Crosby, who had been appointed the first Keeper of the St. Marks Lighthouse the previous year.
The lighthouse was automated by the United States Coast Guard in 1960, and in 2000 the Coast Guard spent $150,000 in 2000 to stabilize the lighthouse. In 2000 or 2001 the lighthouse's fourth-order Fresnel lens was deactivated and a modern solar-powered beacon was placed outside the lantern room. The historic Fresnel lens remained in place in the tower for over a decade. In July 2005, Hurricane Dennis broke a window of the lantern, flooding the inside of the tower.
In October 2013 the Coast Guard deactivated transferred ownership of the lighthouse to the United States Fish and Wildlife Service, which operates the St. Marks National Wildlife Refuge. The lighthouse was deactivated in 2016 and the Coast Guard's solar beacon was removed. Financial grants from the Florida Department of State and Duke Energy in 2016, plus crowdfunded donations, were put towards repairs and restoration. On October 31, 2019, a replica of the original fourth-order Fresnel lens was lit in the tower. The light is now maintained as a private aid to navigation and is lit seasonally.
Credit for the data above is given to the following website:
en.wikipedia.org/wiki/St._Marks_Light
© All Rights Reserved - you may not use this image in any form without my prior permission.
formerly house under construction
Négatif Gélatino Bromure d'Argent sur plaque de verre 9x12cm
Gelatin silver bromide negative on glass plate 9x12cm
Une amie m'a donné une boîte contenant 15 photographies anciennes sur plaques de verre de 9x12cm Au Gélatino Bromure d'Argent A. Lumière & ses Fils. Je les ai nettoyées et j'ai décidé de scanner progressivement ces plaques. Celle-ci est la plaque n°12
A friend gave me a box containing 15 photos on glass plates of 9x12cm, Gélatino Bromure d'Argent "A. Lumière & ses Fils". I cleaned them and I decided to scan gradually these plates. This one is the plate n°12
Everything makes sense inside a frame right? But what about outside of it? What happens outside our constructed perception?
You see, reality my friend, is such a misunderstood concept...
"Multi-storey construction"
Château de Fukuyama (Fukuyama-jō), également appelé château de Hisamatsu (Hisamatsu-jō) ou château d’Iyō (Iyō-jō) (Japon)
Website : www.fluidr.com/photos/pat21
www.flickriver.com/photos/pat21/sets/
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
One image, deconstructed using Montager, rebuilt using PictureShow, with a bit of ToonPaint to change it up a bit
Maison ancestrale
Construction: vers 1840.
Probablement une des premières construites dans cette localité rurale.
Sise au coeur du village, à l'intersection des rues Principale et Canrobert, à proximité de l'église.
Solide carré de pierre des champs agrémenté d'une longue galerie couverte, aménagée sur deux côtés de la maison. Les coins du carré sont en pierre de taille et on remarque deux "S" en fer forgé, fichés dans la maçonnerie du mur pignon Ouest.
La toiture à deux versants est percée de larges souches de cheminée en pierre, maintenant protégées d'une gaine de tôle.
Das Kaverliershaus wurde schon 1804 errichtet, 1824/25 erweitert. Es diente zur Unterbringung der Gäste und des Dienstpersonals. Seit 1825 wird es auch das Danziger Haus genannt, da die verzierenden Fassadenteile aus Danzig von einem dortigen Haus mittels
Lastkähnen zur Pfaueninsel gebracht wurden. Bereits vorher (vor 1480) sollen diese Fassadenteile schon in Nürnberg (seit 1360) ein Haus verziert haben, und zuvor in Venedig hergestellt worden sein soll. Die Bausubstanz des Kavaliershauses ist heute schlecht, eine Sanierung für dien nächsten Jahre angekündigt. Das Haus wird heute von zwei Familien
bewohnt und kann daher nicht innen besichtigt werden. (Quelle: www.berliner-verkehrsseiten.de/pfaueninsel/ )
The Cavalier House was built as early as 1804 and extended in 1824/25. It served as accommodation for guests and service personnel. Since 1825 it has also been called the Dantzig House, because the decorative façade parts were removed from a house in there and brought to Peacock Island by barges. It is said that these parts of the façade had already decorated a house in Nuremberg (since 1360), and that they had previously been made in Venice. The building condition of the Cavalier House is poor today, a renovation is announced for the next years. Today two families live in the house.
(Source: www.berliner-verkehrsseiten.de/pfaueninsel/ )
The gardening and architectural design of 67-hectare Peacock Island began at the end of the 18th century under King Frederick William II and his mistress Wilhelmine Encke. They had the small summer palace and a dairy constructed in a picturesque building style resembling a monastery gone to ruin, based on English and French models, with references to an ancient Roman style as well.
Modeled on islands in the South Pacific discovered approximately 20 years before, exotic trees and plants gradually took root on this island – as did the colorful peacocks and menagerie completing the exoticism of Peacock Island. However, most of its animals were given to the zoological garden in Berlin in 1842, which led to the foundation of the current zoo.
Later, during the era of Queen Luise, the island was transformed into an aesthetically stylized ornamental mock farm, but with farming practices intended to yield profits at the same time. The project was abandoned shortly thereafter, and Peter Joseph Lenné designed a picturesque landscape park in its place.
Today, Peacock Island – its palace, dairy and the other park buildings, its charming footpaths with beautiful views, nearly 400 old oaks and the oldest rose garden in Berlin – is a popular destination for leisurely strolls in peaceful surroundings. The island is part of the UNESCO World Heritage and is a protected flora and fauna habitat.
Peacock Island is a world-renowned example of garden design. Please help us to maintain the park as a place of culture and recreation.
"Metal constructions"
(Paris - IDF 2014)
Website : www.fluidr.com/photos/pat21
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Constructed as a F-5E by Northropc 1974 and taken on Strength/Charge with the United States Air Force with serial 74-1545. Transferred to 527 TFTAS, 10th TRW, RAF Alconbury.
Finished in two-tone grey. at RAF Alconbury Open House. Transferred to the US Navy by 1987 as 741545. Transferred to VFC-13. By 11.09 to Northrop Grumman, Saint Johns Civilian Airport, Saint Au.
#picoftheday #demopics #happy #recycling #constructionsittepix #demolish #mood #constructionsite #construction #lifestyle #vscocam #excavator #excavator #demolitionman #demolitionnews #demolition #heavyequipmentlife #dailyconstruction #mgicorp
Grade II listed historic building constructed in 1819.
"Boston is a town and small port in Lincolnshire, on the east coast of England, about 100 miles (160 km) north of London. It is the largest town of the wider Borough of Boston local government district. The town itself had a population of 35,124 at the 2001 census, while the borough had a total population of 66,900, at the ONS mid-2015 estimates. It is north of Greenwich on the Prime Meridian.
Boston's most notable landmark is St Botolph's Church ("The Stump"), the largest parish church in England, visible for miles around from the flat lands of Lincolnshire. Residents of Boston are known as Bostonians. Emigrants from Boston named several other settlements around the world after the town, most notably Boston, Massachusetts, in the United States.
The name "Boston" is said to be a contraction of "Saint Botolph's town", "stone", or "tun" (Old English, Old Norse and modern Norwegian) for a hamlet or farm, hence the Latin villa Sancti Botulfi "St. Botulf's village").
After the Norman conquest, Ralph the Staller's property was taken over by Count Alan. It subsequently came to be attached to the Earldom of Richmond, North Yorkshire, and known as the Richmond Fee. It lay on the left bank of The Haven.
During the 11th and 12th centuries, Boston grew into a notable town and port. In 1204, King John vested sole control over the town in his bailiff. That year or the next, he levied a "fifteenth" tax (quinzieme) of 6.67% on the moveable goods of merchants in the ports of England: the merchants of Boston paid £780, the highest in the kingdom after London's £836. Thus, by the opening of the 13th century, Boston was already significant in trade with the continent of Europe and ranked as a port of the Hanseatic League. In the thirteenth century it was said to be the second port in the country. Edward III named it a staple port for the wool trade in 1369. Apart from wool, Boston also exported salt, produced locally on the Holland coast, grain, produced up-river, and lead, produced in Derbyshire and brought via Lincoln, up-river.
A quarrel between the local and foreign merchants led to the withdrawal of the Hansards around 1470. Around the same time, the decline of the local guilds and shift towards domestic weaving of English wool (conducted in other areas of the country) led to a near-complete collapse of the town's foreign trade. The silting of the Haven only furthered the town's decline.
At the Dissolution of the Monasteries by Henry VIII during the English Reformation, Boston's Dominican, Franciscan, Carmelite, and Augustinian friaries—erected during the boom years of the 13th and 14th centuries—were all expropriated. The refectory of the Dominican friary was eventually converted into a theatre in 1965 and now houses the Blackfriars Arts Centre.
Henry VIII granted the town its charter in 1545 and Boston had two Members of Parliament from 1552.
The staple trade made Boston a centre of intellectual influence from the Continent, including the teachings of John Calvin that became known as Calvinism. This, in turn, revolutionised the Christian beliefs and practices of many Bostonians and residents of the neighbouring shires of England. In 1607, a group of pilgrims from Nottinghamshire led by William Brewster and William Bradford attempted to escape pressure to conform with the teaching of the English church by going to the Netherlands from Boston. At that time, unsanctioned emigration was illegal, and they were brought before the court in the Guildhall. Most of the pilgrims were released fairly soon, and the following year, set sail for the Netherlands, settling in Leiden. In 1620, several of these were among the group who moved to New England in the Mayflower.
Boston remained a hotbed of religious dissent. In 1612, John Cotton became the Vicar of St Botolph's and, although viewed askance by the Church of England for his nonconformist preaching, became responsible for a large increase in Church attendance. He encouraged those who disliked the lack of religious freedom in England to join the Massachusetts Bay Company, and later helped to found the city of Boston, Massachusetts, which he was instrumental in naming. Unable to tolerate the religious situation any longer, he eventually emigrated himself in 1633.
At the same time, work on draining the fens to the west of Boston was begun, a scheme which displeased many whose livelihoods were at risk. (One of the sources of livelihood obtained from the fen was fowling, supplying ducks and geese for meat and in addition the processing of their feathers and down for use in mattresses and pillows. The feathery aspect of this is still reflected in the presence of the bedding company named Fogarty, nearby in Fishtoft.) This and the religious friction put Boston into the parliamentarian camp in the Civil War, which in England began in 1642. The chief backer of the drainage locally, Lord Lindsey, was shot in the first battle and the fens returned to their accustomed dampness until after 1750.
The later 18th century saw a revival when the Fens began to be effectively drained. The Act of Parliament permitting the embanking and straightening of the fenland Witham was dated 1762. A sluice, called for in the act, was designed to help scour out The Haven. The land proved to be fertile, and Boston began exporting cereals to London. In 1774, the first financial bank was opened, and in 1776, an act of Parliament allowed watchmen to begin patrolling the streets at night." - info from Wikipedia.
Summer 2019 I did a solo cycling tour across Europe through 12 countries over the course of 3 months. I began my adventure in Edinburgh, Scotland and finished in Florence, Italy cycling 8,816 km. During my trip I took 47,000 photos.
Now on Instagram.
Chantier du construction de la ligne 15 Sud du métro parisien au niveau du Puits Robespierre à Bagneux et construction de la gare de Bagneux dans le cadre du projet du Grand Paris Express. Réalisation du tronçon Robespierre / Fort d’Issy - Vanves - Clamart. Le tunnelier Ellen à été lancé en janvier 2019.
Pays : France 🇫🇷
Région : Île-de-France
Département : Hauts-de-Seine (92)
Ville : Bagneux (92220)
Quartier du puits : Champ des Oiseaux
Quartier de la gare : Pierre Plate - Prunier Hardy - Anatole France
Adresse du puits : rue de Verdun
Adresse de la gare : avenue Henri Barbusse / rue de Verdun / avenue Louis Pasteur
Fonction : Transport en commun
Construction : 2014 → 2025
• Architecte de la gare d'Accueil-Cachan : Marc Barani
• Gros œuvre : Vinci Construction / Spie Batignolles
Diamètre du tunnelier Ellen : 9,87 m
Fabriquant du tunnelier : Herrenknecht
Profondeur du puits : 42 m
Longueur du tunnel : 4,9 km
Déblais générés : 190 000 t
Béton : 44 800 m³
Acier : 6 500 t
Profondeur des quais : 36 m
Niveaux : 4
Longueur de la ligne 15 Sud : 33 km
Nombre de gares sur la ligne 15 Sud : 16
Fréquentations de la ligne 15 Sud : 300 000 voyageurs/par jour
Photographed inside Titanic Belfast. A museum themed on the construction and tragedy of the RMS Titanic. Situated in the old Harland & Wolff shipyard in Belfast, Northern Ireland.
Here is yet another project for my photography class. The assignment was to construct an image and control what is in the frame as opposed to simply shooting was it around (landscapes, portraits, etc.) I had a really fun time coming up with an idea that would be visually interesting. My friend Kseniya is a ballroom dancer and I thought it would be a lot of fun to photograph her dancing. Let me know what you think! There are a lot of background elements that bother me but I also could be nit picking. I'll be posting more pictures of the shoot on my blog later this week. We took over 600 photos so I have a lot left to sort through :)
The Wee MacGregor tram and rail complex and the former towns of Ballara and Hightville’ is located in the Argylla Ranges between Cloncurry and Mount Isa in North West Queensland, in the traditional country of the Kalkadoon people. Constructed during an early 20th century boom in copper prices, the place includes the sites of two abandoned mining towns, Hightville and Ballara (surveyed in 1913 and 1914 respectively); the former western terminus (near Ballara) of a private 3ft 6in (1.1m) narrow gauge railway line, constructed 1913 - 1914; and the route of an associated private 2ft (0.6m) gauge tramway, constructed 1914 - 1915, between Ballara and the Wee MacGregor mine. The complex includes a 48m long ore transfer stage (1914), and a 77m long tunnel (1914 - 1915).
The town of Cloncurry was surveyed in the 1870s to support the local mining and pastoral industries. Pastoralist Ernest Henry had discovered copper nearby in 1867 and established the ‘Great Australia’ (or Great Australian) mine. Part of the area was proclaimed a goldfield in 1874, and the Cloncurry Mining District (later the Cloncurry Gold and Mineral Field) was proclaimed in 1883. Copper was discovered south of Cloncurry in 1884, and a town was formed in 1898 called Hampden (later called Kuridala). At Mount Elliot, south of Hampden, copper was discovered in 1899 and mining commenced in 1906.
The absence of a railway initially hampered the effective exploitation of Cloncurry’s mineral resources. The closure of the Great Australia Mine in 1887 meant a proposed railway from Normanton was diverted to Croydon (1888 - 1891), but when copper prices rose in 1905 the Queensland Government decided to extend the Great Northern Railway west from Richmond, and the first construction train reached Cloncurry in December 1907.
Mining activity was increasing on the Cloncurry field even before the railway arrived. By March 1906, copper had been discovered as an outcrop at the Wee MacGregor lease, west-southwest of Cloncurry. The Leichhardt Development Syndicate was formed in October 1906 to develop the Wee MacGregor ‘group’ of mines, which included the Wee MacGregor, Grand Central, Wattle, and Wallaroo leases, and two months later MacGregor Cloncurry Copper Mines (the MacGregor Company) was floated in London. Hampden Cloncurry Copper Mines Ltd, and Mount Elliot Limited, two companies which later dominated the Cloncurry field during World War I (WWI), were also floated in 1906.
By October 1907 there were three prospecting shafts on the Wee MacGregor lease. That year, with a population of 650 miners (almost double that of 1906), the Cloncurry field produced 5.6% of Queensland’s copper. By July 1908 the MacGregor Company was employing 70 men, not including mine officials, and during 1908 a telephone link with Cloncurry was established and tenders were called for a mail service.
By 1909 a settlement, including company offices and a store, was developing near the Wallaroo mine, located about 1km southeast of the Wee MacGregor mine. That year John Frost constructed the MacGregor Hotel on the site of Hightville. The hotel was listed under ‘Hightville’ in Wise’s Post Office Directory of 1911, although the town of Hightville was not surveyed until November 1913.
Isolation threatened the economic viability of the Wee MacGregor group of mines. Ore was first drayed to Cloncurry along a rough road in May 1909, but this form of transport was uneconomic. One option for the MacGregor Company was to build a private mining railway, as had been done elsewhere in Queensland. Such railways were part of a wider pattern in Queensland during the late 19th-early 20th century: the construction of private and local government railways and tramways to transport the products of primary industry. However, the MacGregor Company could not afford a private railway to the closest point on the Mount Elliott Railway, 39km away.
Another option was for the company to contribute towards a state-owned railway, as had occurred with the railway from Cloncurry to Mount Elliott, via Hampden. The cost of this railway, which opened in 1910, was split 50/50 between the Kidston Government and the Mount Elliott Company. In September 1910 the MacGregor Company proposed a branch line from Malbon, on the Mount Elliott railway, under similar terms, and the government agreed to split the cost of a line survey and plans.
In June 1911 the MacGregor Company sought government support for a shorter branch line, this time linking to the state railway being built southwest from Malbon towards Sulieman Creek. Government officials were sceptical about the profitability and lifespan of the Wee MacGregor group of mines, despite the company estimating reserves of 100,000 tons of ore (most from the Wee MacGregor mine). Instead of a 50-50 funding arrangement for a state owned branch line, the government agreed to rent the MacGregor Company the rails they needed to construct a private line.
Queensland’s Railways Commissioner, Charles Evans, inspected the proposed route to the Wee MacGregor mine in July 1912, and the Railway Department’s Engineer, Percy Ainscow, proposed a ‘no-frills’ railway, with a 10ft (3m) wide formation, reduced earthworks, less side drainage, cheap concrete culverts and the minimum of bridges.
The company’s branch line was proposed at an opportune time. In 1912, the Cloncurry field produced 45% of Queensland’s annual production of copper, with annual copper earnings now exceeding gold’s earnings. There were 1485 copper miners on the field, which was the ‘foremost producer of copper in the State’.
The Wee MacGregor Tramway Agreement Bill was introduced to Parliament in November 1912. It proposed that the MacGregor Company pay for the construction and maintenance of a private 3ft 6in ‘tramway’ (actually a narrow gauge railway), 24 miles and 40 chains (39.4km) long, from the Malbon to Sulieman Creek Railway to a terminus at or near the Wee MacGregor mine. The Commissioner for Railways would provide steel rails, fish plates, fastenings, sleepers, and other permanent way materials. The company would pay 5% per year ‘rent’ on the cost of the materials supplied by the government, which had the power to acquire the line. By the 2nd of December 1912, the company involved in the proposal had become the Hampden Company, which purchased the Wee MacGregor group of mines from the Macgregor Company for £108,750.
Despite the Labor Party’s concern about a company gaining a competitive advantage from a private railway line, The Wee MacGregor Tramway Agreement Act 1912 was passed on the 4th of December 1912. Walter Paget, Minister for Railways, noted the difference from previous private sector-government railway agreements, with less government exposure to risk.
Work started on the 3ft 6in railway in early 1913, supervised by Ainscow. MacGregor Junction (Devoncourt), on the Malbon to Sulieman Creek railway, was the location of the main construction camp. The steepest grade for the railway was 1 in 40, with a minimum curve radius of 5 chains (100m). By April 1913 about 200 men were employed on the project.
The railway was planned as far as the Wallaroo mine, located east of the town of Hightville, but in late 1913 the Hampden Company decided that, due to the steep, difficult terrain near Hightville, the railway would be shortened, with the terminus now 22 miles, 49 chains (35.9km) from MacGregor Junction. The remainder of the route to Hightville, and beyond to the Wee MacGregor mine, would now be traversed by a 2ft gauge tramway, which could accommodate tighter curves and steeper grades than the railway.
A railway station and goods shed were constructed on the northern side of the town of Ballara, where a triangular junction was located. Ballara, situated at ‘Lady Lease Flats’, was surveyed in June 1914. A sale of town lots was scheduled for the 14th of August 1914, with upset prices for the quarter acre (0.1ha) lots ranging from £10 to £30. The outbreak of WWI led to the sale’s cancellation, and by the time a sale of 36 lots was held on the 24th of February 1915, prices had trebled. Facilities at Ballara included a Post Office, established in late 1914, and a police reserve was gazetted at the west end of the town in 1915. A district hospital was established by August 1918, on 5 acres north of the turning triangle. The Ballara Hotel existed by 1918, although it burnt down on the 27th of April that year, and again in April 1919. A state school was approved in May 1919, and opened in July 1919. A cemetery reserve was also gazetted, northeast of the hospital reserve, replacing the previous cemetery south of Hightville.
Hightville slowly declined after the 1913 decision to shorten the railway and relocate its terminus to Ballara, although a sale of 45 town lots still occurred in May 1914, with prices for a quarter acre (0.1ha) ranging from £5 to £25. As well as the Macgregor Hotel, Hightville had a butcher by 1913; a storekeeper and postmaster by 1914; and a boarding house by 1915. A state school was also approved in May 1917, and sites were reserved for the school and police in 1918. By 1917, however, Hightville listings were included under ‘Ballara’ in Wise’s Post Office Directory. When the MacGregor Hotel burnt down in 1914, its replacement, the former Cosmopolitan Hotel from Ravenswood, was moved to Hightville, and later to Ballara. The school and its pupils moved to Ballara in 1919.
The 2ft tramway ran west from the triangular junction at Ballara, over a raised concrete ore transfer stage, past the terminus of the railway, and then curved north. It passed between Hightville and the Wallaroo mine, and proceeded to the Wee MacGregor mine – a total route of about 3.8 miles (6.1km). A short branch tramway ran to the Wallaroo mine. Ore was transported via the tramway from the mines to the ore transfer stage, where it would be tipped from trucks on the tramway down into trucks on the railway. The railway would then convey the ore to the Hampden smelters (operational 1911). As the tramway was not part of the 1912 agreement, the company funded construction and purchased its 28 pound rails and steel sleepers.
By the 5th of May 1914 all earthworks, bridges, drains, and rails for the railway were completed to the terminal yard at Ballara, although the station building and earthworks beyond the station weren’t finished. The railway was operational during May 1914 and was officially opened to the public in July 1914, yet it was of little use for moving ore until the tramway was completed.
The tramway was under construction in early 1914, with earthworks extending for two miles (3.2km), and the ‘first five bridges and drains’ nearing completion, by the 5th of May 1914. Between Hightville and the Wee MacGregor mine a 77m long unlined tunnel, with concrete portals, and a 1 in 22 grade towards the mine, was constructed through MacGregor Hill. The tunnel was nearly completed by January 1915, with rails laid 5 chains (101m) through it by the 11th of March 1915.
The tramway was transporting ore by the 31st of May 1915. It had cost £11,005, and had curves as tight as 2 chains (40m) radius. The tunnel remains the most westerly railway tunnel in Queensland, and the 47.9m long, 2.65m high ore transfer stage is unique as the only recorded tramway-to-railway ore transhipment platform in Queensland.
The Annual Report of the Under Secretary of Mines for 1915 stated that ‘a 2-ft gauge tramway, four miles [6.4km] in length, from Ballara, connects the MacGregor and Wallaroo Mines with the main line, and carries 50 tons of ore per day in three train loads to Ballara, conveying firewood, mine timber, and general stores as return loading’.
Three trains a week had run along the railway from the 25th of May to 15 June 1914. However, the start of WWI on the 4th of August 1914 led to a temporary halt to mining, as German buyers held the contracts for the sale of copper. Only one supply train a week was run to Ballara until early 1915, when the Allied demand for copper revived mining and railway activity. Around 300 tons of ore was railed from Ballara each week during the war, and annual passenger numbers peaked at 4533 in 1916.
Wartime copper prices boosted the fortunes of the whole Cloncurry Gold and Mineral Field. The London market price for copper rose from under £60 a ton to £84 10s during 1915, and the Cloncurry district produced 53% of Queensland’s copper that year. During 1916, copper prices rose from £85 to £150 a ton, and in September 1917 British Munitions authorities fixed the price at £110 5s. The Cloncurry field produced 63.2% of Queensland’s copper in 1918, when the total population of the field reached 7795.
Copper prices dropped after the end of WWI, falling from £112 per ton in December 1918 to £75 per ton in April 1919. By March 1919 it was reported that the price slump and a scarcity of workers had ‘dealt a knockout blow to all’, although a new shaft was still being sunk on the Wee MacGregor mine. Copper production on the Cloncurry field fell in 1919, and only one train a week ran to Ballara, with 2170 tons of freight carried during the year – a 90% reduction from 1918.
Copper prices were £72 a ton at the end of 1920. This, along with high overheads, caused the closure of the Wee MacGregor mine in November 1920. Tenders were invited in December 1920 for purchase of the ‘MacGregor Mines tramway’, including ‘about 4 miles of 2 foot gauge tramway, built of 28lb. steel rails, iron sleepers, locomotive, and ten bogie trucks’. The tramway’s rails were removed during 1921 and stacked at Ballara. The train service to Ballara dropped to once a month from February 1921, when there were still 17 families in the town, plus ‘copper gougers’ (small mine operators) in the area. During 1921 the railway only carried 199 tons of freight.
Train services to Ballara were maintained by the government throughout most of the 1920s. In October 1922 a service from Cloncurry to Ballara ran on alternate Wednesdays. The discovery of a large silver-lead deposit at Mount Isa in 1923 raised hopes that the railway could be extended from Ballara to Mount Isa, but the line was constructed from Duchess instead. Services to Ballara alternated between a weekly and a fortnightly schedule until early 1927, when regular services ended.
The MacGregor Junction to Ballara railway survived for a short while longer, as 38 tons of minerals and 10 tons of other goods were carried in the 1928 - 1929 financial year, from Pindora siding. The rails between MacGregor Junction and Ballara were removed in 1929, and were stacked at Malbon. There were complaints that a final train was not even sent out to evacuate 30 copper gougers and their families.
After the mine’s closure in 1920, Ballara’s decline was inevitable. In 1920 Wise’s Post Office Directory listed a district and a maternity hospital at Ballara; plus a school teacher; butchers; refreshment rooms; stores; a boarding house; a station and post master; and the MacGregor and Ballara Hotels. By 1927 no names or institutions were listed under Ballara.
Although the tramway and railway had closed, and Hightville and Ballara were abandoned, copper gougers retained an interest in the Wee MacGregor area over the following decades. In 1954, prospectors also discovered uranium deposits at Ballara. Several concrete slabs at the site of Hightville date from the early 1970s, during a period of renewed mining activity at the Wee MacGregor mine, and in 2018, exploratory drilling work was underway at the mine.
Source: Queensland Heritage Register.
Construction: vers 1900
Façade latérale (élévation (Sud)
Ce bâtiment remarquable du secteur "Milton Park" a conservé la totalité de ses ornementations d'origine.
Le fenestrage finement ouvragé, le travail de la brique au niveau de la cheminée, l'élégante corniche ainsi que l'oriel sont tous des éléments de facture exceptionnelle.
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