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The Stratford-upon-Avon Canal south of Lapworth in Warwickshire.
The Stratford-upon-Avon Canal was conceived as part of a network of canals which would allow coal from the Dudley Canal and the Stourbridge Canal to reach Oxford and London, without having to use the Birmingham canals, the management of which was seen as high-handed. An Act was passed on 28 March 1793 for the construction of a canal from a junction with the Worcester and Birmingham Canal in Kings Norton to Stratford-upon-Avon. The Canal Company was empowered to raise £120,000 by issuing shares and an additional £60,000 if required. The route would take it close to Warwick and Birmingham Canal at Lapworth, but the act did not include any provision for a direct connection with it, or with the River Avon at Stratford. Negotiations started with the Warwick and Birmingham, and to second act was obtained on 19 May 1795, to allow a connecting link to be built, despite rather unfavourable terms imposed on through traffic by the other company.
Josiah Clowes was employed as the engineer, and construction began in November 1793, starting at the Kings Norton end. He was also working on the Dudley Canal's extension, and another four canal schemes at the same time, and was the first great tunnel engineer. He died in December of the following year, but work continued until the main line reached Hockley Heath in May 1796, one mile (1.6 km) short of the first lock at Lapworth. At this point, cutting ceased through lack of money, as the capital raised had all been spent. The Dudley Canal extension through the Lappal tunnel was opened in early 1798, and with progress being made on the Warwick and Birmingham Canal, the Company obtained a third act of Parliament on 21 June 1799, which allowed it to raise more money, and included a diversion of the route further to the east near Lapworth, so that the length of the connecting link to the Warwick and Birmingham was only about 200 yards (180 m). Work restarted in 1799 under a new engineer called Samuel Porter, a former assistant of Clowes. He continued as far as Kingswood Junction, which was formally opened on 24 May 1802, after which cutting again ceased.
Construction only recommenced in 1812, under the leadership of William James of Stratford. James, who had owned shares in the Company since 1793, had a wide interest in turnpike roads and railways, and following a tour of the north of England between 1802 and 1804, on which he investigated railways and canals, he expanded his business interests to include coal mining. He rose to become chairman of the Canal Company, and personally bought the Upper Avon Navigation in 1813. He wanted to create a through route between the River Severn and the Midlands, and so the Canal Company obtained a further act of Parliament on 12 May 1815, which authorised a connection between the canal and the Avon at Stratford, as well as enabling them to build reservoirs at Earlswood. The canal reached Stratford in June 1816 and a connection with the River Avon was made. The total cost of the canal had been around £297,000.
The southern section of the canal never realised James' ambitions, as the Upper Avon was too tortuous and prone to floods to be a reliable through route. He spent some £6,000 on improvements to the Upper Avon locks in 1822, but over-reached himself, and was declared bankrupt shortly afterwards. For a while the upper river was managed by a syndicate of seven people, all connected with the canal, and the Canal Company took out a lease of it from 1842 for five years. Trade was mainly coal, which was conveyed from Stratford to Evesham.
Traffic steadily built up, although tolls were low, to offset the costs imposed on goods passing through Kingswood Junction to the Warwick and Birmingham Canal. On the southern section, coal was taken to Stratford, from where it was sold, or passed along the Upper Avon or the Stratford and Moreton Tramway. Modest dividends were paid to shareholders from 1824, and the total traffic carried in 1838 was 181,708 tons, on which profits of £6,835 were made. In 1845, the company agreed to sell the canal to the Oxford, Worcester and Wolverhampton Railway, who were also keen to purchase the Stratford and Moreton Tramway. It was not until January 1856 that the transaction was finally completed, and another year before the railway company took over day-to-day running. Another change of ownership occurred in 1863, when the railway company was absorbed by the Great Western Railway. Traffic gradually decreased, but the fall in receipts was faster than the fall in tonnage, as the railway took the long-distance loads.
Between me and my hair! A typical day in my life, considering that it does its own thing most of the time.
HCS! Added to the Mirror Shots - Reflections, Clones Scavenger Hunt Thread.
Continuing the series of street photography where I attempt to document the days leading to the closing down of the Sungei Road Flea market (Singapore) which made way for future urban redevelopment on 10 July 2017.
The market which started in the 1930s serves as the go-to place for the underprivileged or those seeking unique items at a bargain. This is far flung from the upmarket shopping belts in Orchard Road or Marina Bay Sands.
It started in the 1930s during the Japanese occupation along Rochor River, where people would seek household items which were in short supply. It was later coined "Thieves" market as stolen goods were hawked there.
Before closing down, second hand clothes, watches and electrical items were popular with foreign construction workers and normally hawked by the elderly or those who are independent and refuse financial assistance from the state.
I tried to capture the lively battering atmosphere, which were sometimes quirky as well as the melancholy etched in the faces of those who were saddened by the impending loss of a livelihood and historical site.
While the hawkers not always friendly, with personalities sculpted through the "hard knocks of life"..... especially towards photographers who sometimes intrude into their businesses, I tried to be as inconspicuous as possible by carrying a small handheld camera instead of a DSLR, often getting close to the interactions between buyers and sellers.
Please don't use this image on websites, blogs or other media without my explicit permission.
© All rights reserved
Just prior to his death, Jedi master Sifo-Dyas was called to Felucia by the Jedi Council to negotiate peace between warring tribes. While it was reported he died when these negotiations went awry, investigations into his death a decade later would reveal that he actually died at the hands of the Pykes on the moon orbiting their base of operations. At some point shortly before his death, he would order a large clone army in the name of the Republic from the Kaminions, knowing that dark times were upon approaching and the Republic would need an army.
For the Anthology contest on Eurobricks.
Looking through a window to a lower floor at the Gallery of Modern Art in Brisbane, we see this little family cameo - possibly negotiations to keep the tour going despite a rather bored youngster! Perhaps he's gone out after reading the work in front of him. Or else.....what could it be about do you think? Window Wednesday (two today!)
Imperial Field Officer Kyr Dell negotiates an alliance with a local Mandalorian Sect. Hands do not stray far from weapons throughout...
The Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal, is a mixed-use complex in the Queensgate neighborhood of Cincinnati, Ohio, United States. Once a major passenger train station, it went into sharp decline during the postwar decline of railroad travel. Most of the building was converted to other uses, and now houses museums, theaters, and a library, as well as special travelling exhibitions. Since 1991, it has been used as a train station once again.
Built in 1933, it is a monumental example of Art Deco architecture, for which it was designated a National Historic Landmark in 1977.
Cincinnati was a major center of railroad traffic in the late 19th and early 20th century, especially as an interchange point between railroads serving the Northeastern and Midwestern states with railroads serving the South. However, intercity passenger traffic was split among no fewer than five stations in Downtown Cincinnati, requiring the many travelers who changed between railroads to navigate local transit themselves. The Louisville and Nashville Railroad, which operated through sleepers with other railroads, was forced to split its operations between two stations. Proposals to construct a union station began as early as the 1890s, and a committee of railroad executives formed in 1912 to begin formal studies on the subject, but a final agreement between all seven railroads that served Cincinnati and the city itself would not come until 1928, after intense lobbying and negotiations, led by Philip Carey Company president George Crabbs. The seven railroads: the Baltimore and Ohio Railroad; the Chesapeake and Ohio Railroad; the Cleveland, Cincinnati, Chicago and St. Louis Railway; the Louisville and Nashville Railroad; the Norfolk and Western Railway; the Pennsylvania Railroad; and the Southern Railway selected a site for their new station in the West End, near the Mill Creek.
The principal architects of the massive building were Alfred T. Fellheimer and Steward Wagner, with architects Paul Philippe Cret and Roland Wank brought in as design consultants; Cret is often credited as the building's architect, as he was responsible for the building's signature Art Deco style. The Rotunda features the largest semi-dome in the western hemisphere, measuring 180 feet (55 m) wide and 106 feet (32 m) high.
The Union Terminal Company was created to build the terminal, railroad lines in and out, and other related transportation improvements. Construction in 1928 with the regrading of the east flood plain of the Mill Creek to a point nearly level with the surrounding city, a massive effort that required 5.5 million cubic yards of landfill. Other improvements included the construction of grade separated viaducts over the Mill Creek and the railroad approaches to Union Terminal. The new viaducts the Union Terminal Company created to cross the Mill Creek valley ranged from the well built, like the Western Hills Viaduct, to the more hastily constructed and shabby, like the Waldvogel Viaduct. Construction on the terminal building itself began in 1931, with Cincinnati mayor Russell Wilson laying the mortar for the cornerstone. Construction was finished ahead of schedule, although the terminal welcomed its first trains even earlier on March 19, 1933 when it was forced into emergency operation due to flooding of the Ohio River. The official opening of the station was on March 31, 1933. The total cost of the project was $41.5 million.
During its heyday as a passenger rail facility, Cincinnati Union Terminal had a capacity of 216 trains per day, 108 in and 108 out. Three concentric lanes of traffic were included in the design of the building, underneath the main rotunda of the building: one for taxis, one for buses, and one (although never used) for streetcars. However, the time period in which the terminal was built was one of decline for train travel. By 1939, local newspapers were already describing the station as a white elephant. While it had a brief revival in the 1940s, because of World War II, it declined in use through the 1950s into the 1960s.
After the creation of Amtrak in 1971, train service at Cincinnati Union Terminal was reduced to just two trains a day, the George Washington and the James Whitcomb Riley. Amtrak abandoned Cincinnati Union Terminal the next year, opening a smaller station elsewhere in the city on October 29, 1972.
Credit for the data above is given to the following website:
en.wikipedia.org/wiki/Cincinnati_Museum_Center_at_Union_T...
Time to highlight one of my favorite Disney extinct attractions, The Great Movie Ride. This was a "must see" ride for me every time I visited the Hollywood Studios. I still can't believe they took it away after all these years because it was liked by so many people. Please enjoy and have a magical day!
The tricky business of entering the staircase of locks at Stourport. We built up a bit of a crowd as we did so
"Negotiations have failed. Give the order."
"Release the serpents!"
Next up: the three-day-dead-cow-carcass to spread disease.
The trebuchet is fully functional with all moving parts and working winch. My 7th entry into the CCCXIII.
This is part of my storyline on Eurobricks:
www.eurobricks.com/forum/index.php?/forums/topic/188565-a...
Looking down the Birmingham and Fazeley Canal towards Wiggins Hill Bridge, on the very edge of the city boundary in Minworth, Sutton Coldfield, Birmingham, West Midlands.
The story of the Birmingham and Fazeley begins in 1770, when the Birmingham Canal Company was seen as having a monopoly. At the time, the coalfields at Walsall did not have canal access, and a public meeting was held at Lichfield on 18 August, to discuss an independent link from Walsall to Fradley Junction on the Trent and Mersey Canal, passing through Lichfield. Opposition from local landowners resulted in the plan being shelved, but a further plan was proposed at a meeting held in Warwick in August 1781, for a canal to run from Wednesbury through Fazeley to Atherstone, which was the end of the Coventry Canal at the time. The plans were changed somewhat in October, but shareholders in the Birmingham Canal saw it as a serious threat.
Two bills were put before Parliament in 1782, one for the Birmingham and Fazeley, and a rival one from the Birmingham Canal for a branch from Wednesbury to Walsall. Both sides opposed the other's proposal, and both bills were defeated. The promoters then opened negotiations with other canal companies, to ensure that when the canal was built, it would be part of a larger network. In 1782, they obtained an agreement from the Oxford Canal Company that they would complete the route to the River Thames at Oxford, one from the Coventry Canal that they would extend their canal from Atherstone to Fazeley, and agreed that they would complete the Coventry Canal's route from Fazeley as far as Whittington, as the Coventry Canal company could not finance the whole route. The Trent and Mersey would finish that link by building the remainder of the route to Fradley Junction. A second bill was put before Parliament, and at the same time, the Birmingham Canal presented a scheme for a canal from Riders Green to Broadwaters, near Walsall, with eight branches, and a second canal from Newhall to Fazeley. The Birmingham and Fazeley was authorised by an Act of Parliament obtained in 1784. The new company and the Birmingham Canal merged soon afterwards, becoming the awkwardly named Birmingham & Birmingham & Fazeley Canal Company.
John Smeaton was the engineer employed by the Birmingham and Fazeley, but work did not start immediately, as he was also responsible for the Riders Green to Broadwaters line, which was completed first. The project did not go smoothly, as there were disputes between James Bough, the superintendent of the canal company, and Pinkertons, who were the civil engineering contractors employed to carry out the work. The issue concerned the cement that the Pinkertons were using. Work on the Fazeley line began in April 1786, with Bough still acting as superintenent, and the Pinkertons responsible for the construction of the section between Minworth and Fazeley. In late 1786, George Pinkerton found out that the levels, which had been surveyed by Bough, were wrong. Samuel Bull, the engineer for the canal company, investigated and reported that Pinkerton was right. The Pinkertons started to work on the project from January 1787, even though the contracts were not signed until May. Bough made a series of allegations that Pinkertons' workmanship and the materials used were of poor quality.
The company stopped paying Pinkerton in late 1788, as the costs were exceeding the original estimates, and the contract was taken away from them in February 1789. There was then a financial dispute over money which had been paid to Pinkerton as "extras", but which the company then claimed were overpayments. Some £2,750 was at issue, and the case rumbled on for a decade, until a court case in 1801 gave him only £436 of the claim. Unhappy with the outcome, Pinkerton justified his position, but his remarks about John Houghton, the Company Clerk, were deemed to be libellous, for which he was fined and spent some time in prison.
The canal was completed in August 1789. The benefits of the co-operation with the other canal companies were that when all the links were completed in 1790, it immediately generated a great deal of freight traffic. This created problems, as the flights of locks at Aston and Farmer's Bridge became congested, and this became worse when the Warwick Canal built a junction onto the Digbeth Branch. The problem was not solved until 1844, when the Birmingham and Warwick Junction Canal to the south east and the Tame Valley Canal to the north west were opened. The name of the Birmingham & Birmingham & Fazeley Canal Company was changed to Birmingham Canal Navigations in 1794.
B.L.A.D.E Tech troopers, kitted out with the latest prototype armour and tools, stormed a Warehouse in the industrial area of Manhatan Island. The Terrorist group holding the CEO where disposed of swiftly.
The CEO was believed to have been abducted whilst boarding a plane in England. His Private Jet was subsquently Hijacked and Mr O'Dowd was taken abroad and held for ransom.
Representatives from B.L.A.D.E Tech have reported he is making a full recovery and will make a public apearance in a week.
_______________________________________
This is the continuation of the entry I put into Wimbes "Scenes of War" contest. I've had it built for a long time and I was jus waiting for some decent daylight (Because my Lamp broke ._.). This time I might enter this int Atin's "Top Shot" Contest.
Inspired by all those involved with the WiC group.
Copyright © J.Allan . All rights reserved. Please note that "This photo is public" doesn't mean it is public domain or a free stock image. Therefore, its use without written consent by me is illegal.
The Birmingham and Fazeley Canal just outside Sutton Coldfield, Birmingham, West Midlands.
The story of the Birmingham and Fazeley begins in 1770, when the Birmingham Canal Company was seen as having a monopoly. At the time, the coalfields at Walsall did not have canal access, and a public meeting was held at Lichfield on 18 August, to discuss an independent link from Walsall to Fradley Junction on the Trent and Mersey Canal, passing through Lichfield. Opposition from local landowners resulted in the plan being shelved, but a further plan was proposed at a meeting held in Warwick in August 1781, for a canal to run from Wednesbury through Fazeley to Atherstone, which was the end of the Coventry Canal at the time. The plans were changed somewhat in October, but shareholders in the Birmingham Canal saw it as a serious threat.
Two bills were put before Parliament in 1782, one for the Birmingham and Fazeley, and a rival one from the Birmingham Canal for a branch from Wednesbury to Walsall. Both sides opposed the other's proposal, and both bills were defeated. The promoters then opened negotiations with other canal companies, to ensure that when the canal was built, it would be part of a larger network. In 1782, they obtained an agreement from the Oxford Canal Company that they would complete the route to the River Thames at Oxford, one from the Coventry Canal that they would extend their canal from Atherstone to Fazeley, and agreed that they would complete the Coventry Canal's route from Fazeley as far as Whittington, as the Coventry Canal company could not finance the whole route. The Trent and Mersey would finish that link by building the remainder of the route to Fradley Junction. A second bill was put before Parliament, and at the same time, the Birmingham Canal presented a scheme for a canal from Riders Green to Broadwaters, near Walsall, with eight branches, and a second canal from Newhall to Fazeley. The Birmingham and Fazeley was authorised by an Act of Parliament obtained in 1784.
John Smeaton was the engineer employed by the Birmingham and Fazeley, but work did not start immediately, as he was also responsible for the Riders Green to Broadwaters line, which was completed first. The project did not go smoothly, as there were disputes between James Bough, the superintendent of the canal company, and Pinkertons, who were the civil engineering contractors employed to carry out the work. The issue concerned the cement that the Pinkertons were using. Work on the Fazeley line began in April 1786, with Bough still acting as superintenent, and the Pinkertons responsible for the construction of the section between Minworth and Fazeley. In late 1786, George Pinkerton found out that the levels, which had been surveyed by Bough, were wrong. Samuel Bull, the engineer for the canal company, investigated and reported that Pinkerton was right.
The company stopped paying Pinkerton in late 1788, as the costs were exceeding the original estimates, and the contract was taken away from them in February 1789. There was then a financial dispute over money which had been paid to Pinkerton as "extras", but which the company then claimed were overpayments. Some £2,750 was at issue, and the case rumbled on for a decade, until a court case in 1801 gave him only £436 of the claim. Unhappy with the outcome, Pinkerton justified his position, but his remarks about John Houghton, the Company Clerk, were deemed to be libellous, for which he was fined and spent some time in prison.
The canal was completed in August 1789. The benefits of the co-operation with the other canal companies were that when all the links were completed in 1790, it immediately generated a great deal of freight traffic. This created problems, as the flights of locks at Aston and Farmer's Bridge became congested, and this became worse when the Warwick Canal built a junction onto the Digbeth Branch. The problem was not solved until 1844, when the Birmingham and Warwick Junction Canal to the south east and the Tame Valley Canal to the north west were opened.