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View of wheelhouse on ‘Nicola’ the first SD14 to be built by Austin & Pickersgill at the Southwick shipyard, Sunderland (TWAM ref. DT.TUR/4/3732H).
This set celebrates the ‘Nicola’, the first in a long line of standard ships designed by the Sunderland shipyard of Austin & Pickersgill Ltd. The images document her construction from October 1967 through to her completion in February 1968. The shipbuilders commissioned the Newcastle-based firm Turners (Photography) Ltd to take weekly progress shots of the ‘Nicola’ and these images have given us a unique view of her development.
She was the first SD14 to be completed (the name stands for ‘Shelter Deck 14,000 tons deadweight’) and was designed as a replacement for the surviving ‘Liberty ships’, built by American yards during the Second World War. Those Liberty ships had played a vital role in the Allied victory but by the 1960s they were fast approaching the end of their working lives.
The SD14 developed by Austin & Pickersgill met the demand for economic and reliable cargo ships. The simplicity of the design meant that it could be marketed by the shipbuilders at a very competitive price. It’s success is reflected by the fact that over the course of 20 years 211 ships were built to the SD14 design by Austin Pickersgill and its licensees. Sunderland can be very proud of its remarkable shipbuilding and engineering history and the SD14 is one the City’s finest achievements.
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From the 1946 catalogue issued by the Mitchell Engineering group, a company whose interests spanned a wide range both the manufacturing of many types of engineering equipment as well as constructing and fitting out industrial and commercial buildings and structures. One of their areas of expertise was in electricity generating where they made boilers, fuel handling an ash disposal equipment.
Seen here is a contract undertaken for the pre-nationalisation Yorkshire Electric Power Company and their generating station at Thornhill, Dewsbury. The site saw various developments from opening in 1902 with several phases of expansion including extensions in 1932 - 37 that this, I think, refers to. There was also a post-war expansion, under the British Electricity Authority in 195- - 54 and the station finally ceased generating in 1982. It was subsequently demolished.
The YEP was a large regional concern formed in 1901 to supply power to large parts of the West Riding of Yorkshire largely outwith municipalities that had already, or would start to generate and supply electricity within their supply districts. To supply power it formed the subsidiary company the Electrical Distribution of Yorkshire Limited in 1905. Over time the company had four power stations, this at Thornhill, Baraugh, Mexborough and Ferrybridge A and these four sites were vested in the new British Electricity Authority and the supply side in the Yorkshire Electricity Board.
From the 1946 catalogue issued by the Mitchell Engineering group, a company whose interests spanned a wide range both the manufacturing of many types of engineering equipment as well as constructing and fitting out industrial and commercial buildings and structures. One of their areas of expertise was in electricity generating where they made boilers, fuel handling an ash disposal equipment.
Seen here is a contract undertaken for the pre-nationalisation municipal electricity undertaking of Bristol City Council. The City Council had started to generate electricity in 1891 but by the mid-1920s the two original stations, within the city, were proving too small and increasingly obsolete. Construction at the dockside site at Portishead began in 1926 and the station was commissioned in 1929. As a 'selected' station it provided power to the National Grid under the control of the Central Electricity Board. In 1937 the station underwent partial reconstruction including the erection of this single chimney stack, seen here, to replace the original six seperate steel ones. It was, in post war years, joined by Portishead "B" station, at which point this became "A" and after a short period following conversion to oil firing after local coal fields became exhausted and closed, A station ceased generation in 1976 with demolition of the chimneys taking place in the early 1980s - B station closed in 1982.
The River Dee passing below the Pontcysyllte Aqueduct, which carries the Llangollen Canal.
The Pontcysyllte Aqueduct is an engineering marvel which carries the Llangollen Canal over the Dee Valley, linking the villages of Llangollen and Froncyslytte.
Designed and built by Thomas Telford and William Jessop, the 1,00ft long, 127ft high aqueduct used a cast iron trough and 19 giant stone pillars to carry the canal across the water. It was completed in 1805, a structure unimaginable at the time.
It is the longest and highest viaduct in Britain and still carries narrowboats – now filled with tourists rather than goods – across its span.
The structure and the stretch of canal of which it is part is now a World Heritage Site, in recognition of its engineering and industrial significance.
The two rag dolls on a canal narrowboat near the Pontcysyllte Aqueduct.
The Pontcysyllte Aqueduct is an engineering marvel which carries the Llangollen Canal over the Dee Valley, linking the villages of Llangollen and Froncyslytte.
Designed and built by Thomas Telford and William Jessop, the 1,00ft long, 127ft high aqueduct used a cast iron trough and 19 giant stone pillars to carry the canal across the water. It was completed in 1805, a structure unimaginable at the time.
It is the longest and highest viaduct in Britain and still carries narrowboats – now filled with tourists rather than goods – across its span.
The structure and the stretch of canal of which it is part is now a World Heritage Site, in recognition of its engineering and industrial significance.
The River Dee passing below the Pontcysyllte Aqueduct, which carries the Llangollen Canal.
The Pontcysyllte Aqueduct is an engineering marvel which carries the Llangollen Canal over the Dee Valley, linking the villages of Llangollen and Froncyslytte.
Designed and built by Thomas Telford and William Jessop, the 1,00ft long, 127ft high aqueduct used a cast iron trough and 19 giant stone pillars to carry the canal across the water. It was completed in 1805, a structure unimaginable at the time.
It is the longest and highest viaduct in Britain and still carries narrowboats – now filled with tourists rather than goods – across its span.
The structure and the stretch of canal of which it is part is now a World Heritage Site, in recognition of its engineering and industrial significance.
The River Dee passing below the Pontcysyllte Aqueduct, which carries the Llangollen Canal.
The Pontcysyllte Aqueduct is an engineering marvel which carries the Llangollen Canal over the Dee Valley, linking the villages of Llangollen and Froncyslytte.
Designed and built by Thomas Telford and William Jessop, the 1,00ft long, 127ft high aqueduct used a cast iron trough and 19 giant stone pillars to carry the canal across the water. It was completed in 1805, a structure unimaginable at the time.
It is the longest and highest viaduct in Britain and still carries narrowboats – now filled with tourists rather than goods – across its span.
The structure and the stretch of canal of which it is part is now a World Heritage Site, in recognition of its engineering and industrial significance.
A narrowboat making its way over the Pontcysyllte Aqueduct.
The Pontcysyllte Aqueduct is an engineering marvel which carries the Llangollen Canal over the Dee Valley, linking the villages of Llangollen and Froncyslytte.
Designed and built by Thomas Telford and William Jessop, the 1,00ft long, 127ft high aqueduct used a cast iron trough and 19 giant stone pillars to carry the canal across the water. It was completed in 1805, a structure unimaginable at the time.
It is the longest and highest viaduct in Britain and still carries narrowboats – now filled with tourists rather than goods – across its span.
The structure and the stretch of canal of which it is part is now a World Heritage Site, in recognition of its engineering and industrial significance.
A narrowboat heading up the Llangollen Canal near the Pontcysyllte Aqueduct.
The Pontcysyllte Aqueduct is an engineering marvel which carries the Llangollen Canal over the Dee Valley, linking the villages of Llangollen and Froncyslytte.
Designed and built by Thomas Telford and William Jessop, the 1,00ft long, 127ft high aqueduct used a cast iron trough and 19 giant stone pillars to carry the canal across the water. It was completed in 1805, a structure unimaginable at the time.
It is the longest and highest viaduct in Britain and still carries narrowboats – now filled with tourists rather than goods – across its span.
The structure and the stretch of canal of which it is part is now a World Heritage Site, in recognition of its engineering and industrial significance.
A couple of old barrels or kegs in a small private museum on Change Islands, Newfoundland. The guy had some amazing items in there, including the old barrel of gun powder on the left.
Made by the Hamilton Powder Company of Montreal, this keg dates from approximately 1876, when the company was moved to Montreal after it's original inception in Hamilton in 1862 to 1910, when the company was merged with some other gun powder companies. A keg like this, with most of the label intact must be a rarity. The company made sporting and blasting gun powder. This keg lists it as Sealing powder. This would not have been a sporting endeavor during this era in Newfoundland, but a matter of survival with the population being must more self sustaining at the time. Here is a link that provided me much of the information on this Canadian company.
A little background on this 'Edison Trainee program Photo' from the 'Edison Electric Illuminating Company of Boston' archives:
books.google.com/books?pg=PA10&lpg=PA10&dq=Roslin...
"FEMALE EMPLOYEES AS A WAR MEASURE
AS the war progressed the Company encouraged to enlist those in its / \ employ who were fitted for service and who were not in positions JL JL which rendered their retention more valuable to the Government than service in some other capacity.
In order to make their departure easier and to provide for the continuance of the work, the Company studied the problem of replacing temporarily those who went into the service without employing others who were needed by the Government for the carrying out of its program, it being understood that those who returned from service would be reinstated if positions still existed and they were then fitted to fill them.
One of the types of positions most necessary to be filled was that of substation operators. Women had been employed in England for some time during the war with marked success to take the places of men who had left for military duty, and it was decided to try out women in our stations, after first giving them an intensified course of instruction.
On March 25 a class of eighteen women was opened at the Service Buildings under the direction of P. J. Kent, and after a course of instruction in theory and operation the students were put in nominal charge of the Roslindale substation in June. This was an A. C. substation of 3,790 kw. capacity. A skeleton force of men was left in the station for about a month to supervise the work of the female operators. On July 5, 1918, the women were left in complete charge of this station, and shortly after, the Dorchester A. C. substation of about 3,300 kw. capacity was put in charge of women operators.
A second class was then started, and upon the completion of the course the Framingham A. C. substation of 220 kw. and the Stuart Street D. C. substation of 4,565 kw. were given over to the women for operation.
The third and final class was started in September, 1918, the period of instruction being of longer duration, due to the influenza epidemic, and this class was not placed in the stations until the last of November, when they took over the Congress Street D. C. substation of 2,000 kw. and the Salem Street D. C. substation of 2,180 kw. capacity"
Dennis Kirkpatrick Carl - I disagree on this image as the MTA DC Power station. The DC station for the streetcars had one large bay door on the Washington Street side. There were no such windows or doors to the rear. That was a solid wall always. If you look at this image there are three distinct arched windows at the far end of the building. It is clear this is shot along the longer axis. If so there are no dynamos displaying, and there should be 2 of them and they would be the size of an Econoline Van truck. Another giveaway is the roof support beams at center image. The MTA / MBTA station did not have such roof supports. The power measurement meters and racks for the MTA station were along the southern wall aside of Higgins Funeral Home. There was a lot of open floor space between the meters and dynamos so any stray magnetic fields would not result in false readings. There is too much equipment in this image to be the MBTA station. It also appears to be AC circuit switching equipment, be it "ancient". If you use Google Street View and look at the Edison station at South Street (at South, Washington, and Firth) you can match up the three distinct arched window bays, though now they are bricked over. As such I believe this is a shot of that Edison station and not the MTA / MBTA DC power boost station. In local terms this would also have been called a "sub station" but for a different power system, in this case AC current for homes and business.
engineeringhistory.tumblr.com/post/53194626134/a-group-of...