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Olympus Foundry
Hostile Fauna Munitions Launcher
Olympus Foundry is the sole provider of weapons for Homefront DSR battalions. As such, the Foundry has produced many unique weapons for the Rangers. This one in particular stands out. The HFML was designed to take down the Abyssal Apes who make their home on a planet called Ushikkir. Ushikkir is a cold planet of near constant twilight with brief periods of daylight and total darkness. The apex predator of the planet makes use of this darkness. The first century of the planets settlement was extremely harsh. Not only did the constant grey sky affect the mental state of the settlers, many of them went missing. At first the colonial government chalked it up to suicide caused by the depressing atmosphere. This theory was changed when a colonist was found decapitated with a trail of eerily large humanlike footprints leading away from the corpse. A search party tracked the footprints until they found what left them. The beast proved extremely hard to kill until incendiary and flare rounds were used on it. This event caused the shadowy hominids, named Abyssal Apes, to seek retribution against the settlers. The first DSR teams deployed to the planet had little success. OF was commissioned to make a multi-munitions launcher capable of firing hyper incendiary and contained plasma rounds. These two rounds in particular proved to be especially lethal to the Apes, as they could not tolerate extreme heat or bright flashes. The wide range of munitions available, simple operation and maintenance, and intuitive smart optics are a staple of DSR weaponry. The HFML was so effective it essentially saved the planet. Rangers would eventually trade HFML's with other Homefront units. These launchers are a common sight among frontier armories as a result.
Established in 1570, the Whitechapel Bell Foundry is Britain's oldest manufacturing company. Specialising in the casting of church/tower bells, the foundry has been based at its current premises since 1738.
The foundry is most famous for casting Big Ben and the original Liberty Bell.
In December 2016, the foundry announced that they would cease activities at their Whitechapel Road site in May 2017 – the foundry buildings have been sold to an anonymous developer.
www.whitechapelbellfoundry.co.uk/
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For Adjectives101: abandoned
The old Cass foundry and repair shop, built in 1922 and burned down in 1972.
Cass, Pocahontas County, West Virginia
The history of the town of Cass follows the evolution of the lumber companies that inhabited the valley and operated the West Virginia Pulp and Paper Mill. Once a symbol of the economic power that drove this valley, the mill building has been victim of two major fires in 1978 and 1982. Now only twisted steel and rusted machinery remain amid the cracking cement. Trees and vines grow in a place where humans once toiled among the machines of lumber and fine wood products production.
The mill operation was enormous during its heyday 1908 to 1922. It ran two 11-hour shifts six days per week, cutting 125,000 board feet of lumber each shift, an impressive 1.5 million feet of lumber per week. The Cass mill also had drying kilns using 11 miles of steam pipe to dry 360,000 board feet of lumber on each run.
The adjoining planing mill was three stories high, measuring 96 by 224 feet. Massive elevators carried up to 5,000 feet of lumber to the separate floors and machines. Some of the flooring machines were so big that it took 15 men to operate them. There were two resaws here that could accommodate boards up to 35 feet long. The large surfacing machines finished all four sides of a board in one operation.
Roy Clarkson, in Tumult on the Mountain, estimated that in 40 years the Cass mill and the mill at Spruce turned more than 2-14 billion feet of timber into pulp or lumber. The town of Cass was named for Joseph K Cass (left picture), Chairman of the Board of W.Va. Pulp & Paper Co. Each morning the C&O dispatched a 44-car pulpwood train for the paper mill at Covington. At its peak, West Virginia Pulp and Paper employed between 2,500 and 3,000 men. In an average week six to 10 carloads of food and supplies traveled over the railroad to 12 logging camps. Indeed, the ruined mill is a symbol and a reminder of a past resplendent with human achievement. But the story of the mill is also a story of the rails that linked that mill with the timber in the nearby mountains.
At the turn of the century lumbermen eyeing the large tracts of virgin timber on Cheat Mountain, west of Cass, decided to route the timber east through a mountain gap and down the steep grade to the planned mill. An interchange between the Greenbrier and Elk River Railroad at Cass and the C&O was most economical but it called for the building of a difficult mountain railroad.
In 1900 Samuel Slaymaker, a timber broker, set up a construction camp at the mouth of Leatherbark Creek (the present site of the Cass shops). He and his hardy men pushed the rails up and along Leatherbark Creek, and gained altitude by constructing two switchbacks. Tracks were laid around the face of the promontory -- up and up along the ridge, winding until at last the rails reached the gap between the mountains. Here a camp named Old Spruce was established.
Around 1904, 1-1/4 miles of track were laid from Old Spruce to Spruce, a new town on the Shavers Fork on the Cheat River. At 3,853 feet, Spruce became the highest town in the eastern United States. From Spruce, the track eventually ran 35 miles south into the Elk River Basin to the town of Bergoo and 65 miles north, along Shavers Fork of Cheat River. Spruce became the hub of the rail empire. The main lines (Cass to Spruce, Spruce to Bergoo and Spruce to Cheat Junction) were 82 miles long. During the 1920s there were many miles of branches in use at once, but the total length was probably about 140 miles at maximum. Altogether the logging railroad built about 250 miles of track. At Spruce a large pulp peeling rossing mill was constructed. Billions of board feet of logs passed through Spruce and eventually went over the mountain behind the tanks of big 4 ton Shays like Number 12.
The Town of Cass after 1905
After 1905 the railroad went through a succession of name changes. The Greenbrier & Elk River became the Greenbrier, Elk & Valley Railroad in 1909, only to become the Greenbrier, Cheat & Elk Railroad (GC&E) in 1910. This quick succession of names reflects the early permutations so characteristic of a young and booming logging empire. Actually, all these names changes are a bit misleading because West Virginia Pulp and Paper (WVP&P) owned and operated the entire lumber operation from its beginnings. The original lumber company was West Virginia Spruce Lumber, set up by West Virginia Pulp and Paper to develop Cass property. WV&P bought (on paper) its West Virginia Spruce operation in 1910. At that time the railroad became a common carrier.
In 1926 merger negotiations were conducted between GC&E and the Western Maryland, which wanted to tap the rich coal reserves of the region. March 3, 1927 saw an agreement reached, and the Western Maryland purchased the 74 miles of north-south mainline between Cheat Junction to Bergoo. Shays were used to pull coal until the line could be renovated to accommodate the massive WM H-8 2-8-0's. Up to 10 locomotives were required to boost the coal loads up the steep grade.
The town of Spruce began to die when the peeling mill ceased operations in 1925. In the early 1930s the town became an isolated helper station on the Western Maryland. With the coming of diesels, all locomotives serving Cass were transferred to Laurel Bank and Spruce became a ghost town; all that is left now is crumbling concrete slabs, rubble and a two-track horseshoe curve of railroad track.
Mower Lumber Company acquired the Cass operation in 1942 to cut second growth timber on Cheat and Back Allegheny. Track was re-laid into old logging areas. Huge steam skidding machines were rigged on the hillsides and knobs, bringing saw logs for the mill on the rail lines. But second growth could not feed the mighty mill for long. By 1950 the operation was in decline. The sawmill worked only one shift; the big four-truck shays languished on sidings while three overworked and tired three-truck Shays, Number 1, 4, and 5, were assigned to the hill.
With Edwin Mower's death in late 1955 family members were unable to keep the operation going. The rail-haul logging operation and bandsaw mill ceased operation abruptly July 1, 1960. Employees were not notified until their shift ended on June 30. That night gloom and despair hung heavy over the town of Cass; it seemed likely that the town would go the way of Spruce. Three months after the mill closed, Walworth Farms (controlled by Peter Grace, a principal of W.R. Grace Co. of New York) purchased all the landholdings and acquired Mower Lumber Company. The town of Cass and railroad was retained by real-estate-oriented offshoot, The Don Mower Lumber Co. A scrap dealer, the Midwest Raleigh Corporation, was subcontracted to dismantle the line. It seemed that the life cycle of the logging town and its railroad had reached its bitter end.
But other forces were at work this time. In late September 1960, a rail fan, Russel Baum of Sunbury, Pa., initiated an effort to save the railroad. Baum reasoned that the Shays and the old logging track could become a big tourist attraction. A small number of local businessmen formed the Cass Planning Commission and state legislators were approached. Skeptical officials initially declined to participate. But when the state legislature's prestigious Joint Committee on Government and Finance took an inspection trip over the former Mower Lumber "railroad to the sky," to Bald Knob, the bureaucratic wheels were set in motion.
During the State Legislature's regular session in early 1961 an appropriation was approved and the governor of West Virginia signed a bill bringing Cass into the state parks system. The Midwest Raleigh Steel Corporation received $125,000 for seven miles of "main line" track from Cass to Old Spruce and four miles of branch line from Old Spruce to Bald Knob. Also included in the agreement were three locomotives, 10 flat cars, four camp cars, three motor cars and other equipment. Work began almost immediately, but an old logging railroad doesn't turn into a tourist line overnight. It wasn't until 1963 that Shays Nos. 1 and 4 were put in working order and safety rails and benches were installed on a few flat cars. Trains went about halfway up Back Allegheny Mountain, above the switchbacks to a pleasant pasture that has since come to be known as Whittaker Station. At that time there was not enough money to fix the tracks the remaining distance to Bald Knob.
The first year of operation was all that was needed to prove the skeptics wrong. Twenty-three thousand people flocked to this remote mountain town and its former back woods logging railroad.
Expansion of Cass continued. The shop, initially leased, was purchased from Mower Lumber Company. In 1966, $800,000 was invested in rehabilitating the line to Bald Knob; the total line was opened in 1968. In 1977, the West Virginia Department of Natural Resources acquired the former logging Company properties in Cass. Buildings were repaired and repainted. And by 2010, twenty of the former company houses have been restored and are rented to the public as park cottages. People now have the opportunity to spend their vacation in Cass.
Since 1985, the West Virginia Department of Commerce has proceeded with plans to further develop the historic town. More company houses are being restored for use as cottages. Replica plank walkways have been constructed throughout the town, and white picket fences now surround the cottages.
Possibilities for development for the Cass Scenic Railroad State Park are limitless. The future will bring additional recreational facilities for park visitors, including a campground, hiking trails, and additional interpretive programs.
The people of Cass and West Virginia are deeply rooted in their own expansive and fascinating history -- the history of bold, pioneering men and women who settled this country and built a magnificent logging empire under very difficult circumstances. The spirits of the past were reincarnated in the original visionary and determined supporters of the Cass Scenic Railroad who engaged in the lonely, tough struggle of transforming a tired, worn-out and about-to-be-scrapped logging railroad into a first-rate living museum. Today the spirits of past achievement live on in the men and women who keep a priceless collection of antique steam locomotives running much longer than ever intended, on a railroad that is surely one of the most interesting and challenging in the world.
Built in 1872, the Knight Foundry predated electricity. Water piped from a Mother Lode flume spun old-fashioned turbines, the biggest nearly 4 feet across.
A system of shafts and buffalo-hide drive belts transferred power throughout the factory to 60 different machines. Knight Foundry is America's last water-powered 19th-century ironworks. Closed for over a decade, the Foundry finally reopened to temporary public visitation. The group tasked with protecting and interpreting the factory recently raised the $300,000 necessary to continue its legacy. I am so happy that it is here to share the history. Let's keep supporting the foundry.
When New York Central 41788 was built in the Despatch Shops at East Rochester, New York and began service in 1956 it was used as an automobile hauler before today’s multi-level auto racks were first used in the 1970s. Penn Central, the conglomerate railroad company formed by the merger between NYC and the Pennsylvania Railroad, reconditioned the car at the Sam Rea Car Shop in Hollidaysburg, PA in December of 1975 and placed the it into general freight service as PC 184301. Upon closer inspection, local rail fans found graffiti inside the door of the car to indicate the boxcar was in service at the Miller brewery outside Syracuse, NY in 1977. After which the car found its way to Shippensburg, PA where it sat dormant for forty years and forgotten by the railroad at a loading dock at foundry Domestic Castings which went out of business in 2015. Pallets found inside the foundry at the time indicate the car may have been used to store pallets of sand. Amazingly, as the plant was undergoing demolition, the 50’ car was untouched and came to the attention of the local rails to trail group and with the assistance of local rail buffs was moved from the siding it sat on that had been cut off from the rest of the world when Conrail pulled the rails through town and moved to the trailhead near downtown a couple blocks away in October, 2017.
It sits today awaiting its next assignment as a visitor center to interpret the story of the railroad and its importance to the Cumberland Valley and Shippensburg along the former right of way it once traveled. It has been blasted, primed and meticulously repainted to show off the appearance as it would have looked fresh out of the shop in 1975.
St. John's Co-Kathedrale in Valetta/Malta ------ Die St. John’s Co-Cathedral (maltesisch Kon-Katidral ta' San Ġwann) ist die Konkathedrale des römisch-katholischen Erzbistums Malta in Valletta. Sie wird als Ko-Kathedrale bezeichnet, da sie als zweiter Sitz des Erzbischofs von Malta neben der Kathedrale St. Paul in Mdina dient. Die Kirche wurde zwischen 1573 und 1578 von den Maltesern errichtet, in Auftrag gegeben von Großmeister Jean de la Cassière als repräsentative Klosterkirche an der Ordenszentrale. Entworfen wurde sie vom maltesischen Militärarchitekten Gerolamo Cassar, der auch viele andere Gebäude in Valletta konzipiert hat. Während der Bau nur vier Jahre dauerte, benötigte die vollständige Ausstattung des Innenraums über 100 Jahre. 1820 erhob Papst Pius VII. die Kirche zur Ko-Kathedrale, um ihre Bedeutung für Land und Stadt auch nach der Vertreibung der Malteserritter durch Napoleon im Jahre 1798 zu unterstreichen; der eigentliche Bischofssitz befindet sich in Mdina. Geweiht ist sie dem heiligen Johannes dem Täufer, Schutzpatron des Malteserordens. Das Innere aus der Zeit des Hochbarock wurde sehr kunstvoll und reich dekoriert. Die Kathedrale wird sogar als eine der schönsten Kirchen im Mittelmeerraum angesehen. Der Innenraum wurde zum Großteil vom kalabrischen Künstler und Malteserritter Mattia Pretiin ausgestattet. Er schuf die kompliziert geschnitzten Steinwände und bemalte die Gewölbe und Seitenaltäre mit Szenen aus dem Leben des Heiligen Johannes. Bemerkenswert ist, dass die Schnitzereien an Ort und Stelle geschaffen wurden und nicht wie üblich unabhängig voneinander geschnitzt und dann an den Wänden angebracht wurden (wie z. B. Stuck).
Nahe dem Eingang findet sich das Grabmonument des Großmeisters Marc’Antonio Zondadari von Siena. Er war der Neffe von Papst Alexander VII.
Das Hauptschiff ist 53 Meter lang und mit Seitenkapellen 15 Meter breit. Die meisten Wände sind mit Wandteppichen behangen. -------------------------------------------------------------------
St. Johns Co-Cathedral (Maltese: Kon-Katidral ta’ San Ġwann), located in Valletta, Malta, was built by the Knights of Malta between 1573 and 1578, having been commissioned in 1572 by Grand Master Jean de la Cassière as the conventual church of the Order of the Knights Hospitaller of St John, known as the Knights of Malta. The Church was designed by the Maltese military architect Glormu Cassar (Girolamo Cassar) who designed several of the more prominent buildings in Valletta. The church is considered to be one of the finest examples of high Baroque architecture in Europe and one of the world's great cathedrals. The interior, in sharp contrast with the facade, is extremely ornate [1] and decorated in the height of the Baroque period. The interior was largely decorated by Mattia Preti, the Calabrian artist and Knight. Preti designed the intricate carved stone walls and painted the vaulted ceiling and side altars with scenes from the life of St John. Interestingly, the figures painted into the ceiling next to each column initially appear to the viewer as three-dimensional statues, but on closer inspection we see that the artist cleverly created an illusion of three-dimensionality by his use of shadows and placement. Also noteworthy is the fact that the carving was all undertaken in-place (in-situ) rather than being carved independently and then attached to the walls (stucco). The Maltese limestone from which the Cathedral is built lends itself particularly well to such intricate carving. The whole marble floor is an entire series of tombs, housing about 375 Knights and officers of the order. There is also a crypt containing the tombs of Grandmasters like Philippe Villiers de L'Isle-Adam, Claude de la Sengle, Jean Parisot de Valette, and Alof de Wignacourt.
In 1666, a project for the main altar by Malta's greatest sculptor, Melchiorre Cafà, was approved and begun. Cafà intended a large sculpture group in bronze depicting the Baptism of Christ. Following Cafà's tragical death in 1667 in a foundry accident while working on this work in Rome, the plans were abandoned. Only in 1703, Giuseppe Mazzuoli, Cafà's only pupil, finished a marble group of the Baptism of Christ which might have been influenced by his master's undocumented designs but certainly is strongly dependent on a small baptism group by Alessandro Algardi.[2]
Near the main entrance one finds the funerary monument of Grand Master Fra Marc'Antonio Zondadari of Siena. He was the nephew of Pope Alexander VII.
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Darkday poses for a selfie in the Unfeasible Foundry. Its a wonderful place full of ladders and cranes to climbs and yellow painted safety rails. There is not much in it but its still a fun urbex adventure.
Every adventure is fun with Darkday at the helm :)
The Market Ferreira Borges is one emblematic work of the nineteenth-century iron architecture in Porto. Its name honors a lawyer , author of the first Portuguese Commercial Code.
The project is by the architect João Carlos Machado and it was built between 1885 and 1888 by the Company Alliance ( Massarelos Foundry). The red painted iron structure is decorated with vegetal motifs and the columns with Corinthian capitals.
After never been used for the original function is since 2010 the Hard Club new home.
Built in 1872, the Knight Foundry predated electricity. Water piped from a Mother Lode flume spun old-fashioned turbines, the biggest nearly 4 feet across.
A system of shafts and buffalo-hide drive belts transferred power throughout the factory to 60 different machines. Knight Foundry is America's last water-powered 19th-century ironworks. Closed for over a decade, the Foundry finally reopened to temporary public visitation. The group tasked with protecting and interpreting the factory recently raised the $300,000 necessary to continue its legacy.
Just over the hill north west of Marley Hill Colliery (the location of the Tanfield Railway of today) was NCB Durham Area Clockburn Drift Mine, connected by an underground narrow gauge railway (3'6") operated by Hudswell Clarke mines locomotives, and some of the tubs can be seen behind. Locomotives for shunting the Winlaton Mill standard gauge sidings here were provided from Derwenthaugh Loco Shed and they worked traffic between Winlaton Mill, Derwenthaugh Coke Ovens and the staithes on the River Tyne. During my morning visit on a drizzly 24th August 1971, Austerity 0-6-0 saddle tank '59' (Vulcan Foundry Works No.5300 of 1945) shuffles through the yard to collect some loaded internal wagons for the coking plant. The cut-down cab of the Austerity indicates its former home on the Lambton Hetton & Joicey Railway, Philadelphia, Co.Durham.
© Copyright Gordon Edgar - All rights reserved. Please do not use any of these images without my explicit permission
Water powered machinery at National Trust Finch Foundry, Devon. www.nationaltrust.org.uk/finch-foundry