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Some of the passengers on the Safaris Overland trip that left London for Kabul, on 14 November 1971. The photograph was taken on Christmas Day, 1971 at Persepolis whilst on an excursion from the main route at Tehran. About half the passengers requested to be able to go south and see Isfahan, Persepolis and Shiraz. I charged them enough to pay for the diesel for the 1,200 mile round trip, which took us five days.
This cost them each very little — in those days you could buy about 15 gallons of diesel for £1 (GBP) in Iran – so this side-trip was good value for money. The remainder of the passengers stayed in Tehran until we got back, probably recovering from the gruelling trip so far – just to get this far through the most extreme winter in this region for many, many years. At Isfahan there had been some, not much, snow on the ground, but here at Persepolis there was a welcome trace of warmth in the sun – at last.
On the left is David, Patrick is in the brown coat, and Isabel is smiling because she's spotted the camera.
This trip was unable to get to India due to the war-like political situation between Pakistan and India at the time, so it terminated in Kabul, Afghanistan. All the passengers on this trip were travelling further on, so they did this by taking local buses to Pakistan, or flights direct to India.
Turkey: December 1971
This photo, taken by John H, shows the AEC bus somewhere between Maras and Elazig, in central Turkey: the shivering passengers are reboarding the bus after they had had to walk for two kilometers in a snowstorm. It had been so bad that I'd been unable to see where the road was so they walked ahead a few metres in front of the bus, and I followed them, as there was steep drop to one side. Also, if the bus had begun to slide off the road then they wouldn't have gone with it – I'd kept the front door open so that if the bus had started sliding over the edge, I hoped to be able to leap out of it. It took five days to drive over 600 miles from the Mediterranean coast to Erzurum, which is on the main trunk road across Turkey to the Iranian border – part of the so-called Eurasian Highway, and in those days still made up of long distances of gravel. I had bought snow chains for the rear wheels in Adana; without them we would never had got anywhere; they were needed until we got to Agri, having finally got over the Tahir Pass, once it had been re-opened after the colossal snowfalls. One section of that trip, from Malatya to Elazig, took a whole day to drive just seventy-odd miles.
A boat emerging from Tinsley Top Lock (Upper Flight) No 1 on the Sheffield and Tinsley Canal, in Sheffield, South Yorkshire.
Sheffield is on the River Don, but the upper reaches of the river were not navigable. In medieval times, the goods from Sheffield had to be transported overland to the nearest inland port - Bawtry on the River Idle. Later, the lower reaches of the Don were made navigable, but boats could still not reach Sheffield. Proposals to link Sheffield to the navigable Don at Tinsley (and so to the Rivers Ouse and Trent, and to the Humber and the North Sea) were made as early as 1697, but these came to nothing.
In 1815, the Sheffield Canal Company was formed by Act of Parliament in order to construct a canal. The surveyors' recommended route was to leave the River Don at Jordan's Lock, opposite where the "Holmes Cut" of the Don Navigation joins the river and follow the north side of the Don Valley to a basin "in or near Savile Street". When this was put forward the Duke of Norfolk's estate noted that it would preclude coal from their collieries at Tinsley Park and Manor reaching the canal and as the Duke was the largest financial backer of the project an alternative should be sought more favourable to their cause.
The alternative route was on the south side of the Don Valley, to terminate at a basin on the site of the former orchards of Sheffield Castle. This would require two series of locks, one, at Tinsley to raise the level from the river and a second, at Carbrook, to gain the necessary height for a level flow into the city centre. It was suggested that a short branch, known as "The Greenland Arm" should be built to afford access to Tinsley Park Collieries. Although the longer and more expensive option, the Duke's support meant that this route was the one for which parliamentary approval was sought.
The Act of Parliament was passed on 7 June 1815 with 182 subscribers, the Duke of Norfolk (2,000) and the Earl Fitzwilliam (1,000) being the largest contributors. The civil engineer William Chapman had prepared the plans, and he became the Engineer for the project, which would cost £76,000. The foundation stone of the canal basin was laid by Hugh Parker of Woodthorpe Hall on 16 June 1816 and all was ready for opening less than three years later.
By 1840 the city could boast a service second to none, services to Greasbrough ran in connection with the twice weekly "fly-boat", which itself ran in connection with the Hull and London steamers. Richard Preston & Company offered a "fly-boat" service to Thorne for onward transshipment, whilst the London and Sheffield Union Company offered a service "without transshipment" to the capital. Other services ran to Gainsborough (fortnightly) and Leeds (every three weeks). Only five years on and the first major change came about when William Cobby offered water transport from London to Hull and Selby with onward forwarding to Sheffield by rail.
In 1846 there was a move by the long titled Sheffield, Rotherham, Barnsley, Wakefield, Hull and Goole Railway to acquire the Sheffield Canal Company and provide itself with a city terminus. Before this deal could be completed the Sheffield and Lincolnshire Junction Railway came in with an offer which was accepted. The S.& L.J.R. became part of the Manchester, Sheffield and Lincolnshire Railway and on 22 July 1848 they became the owners of the canal. The canal was transferred to the River Dun Navigation Company by an Act of 28 July 1849 where it was joined by the Stainforth and Keadby Canal and the Dearne and Dove Canal. After fusion with the South Yorkshire, Doncaster and Goole Railway it became the South Yorkshire Railway and River Dun Navigation Company. The South Yorkshire Railway passed to the M.S.& L.R. and they again became the canal's owners.
In 1895 the Sheffield Canal was amalgamated with the River Don Navigation and the Stainforth & Keadby canal to form the Sheffield and South Yorkshire Navigation. The following year the facilities at Sheffield were modernised and a new warehouse built straddling the basin.
Local Accession Number: 2012.AAP.123
Title: Overland, July
Creator/Contributor: Dixon, Maynard, 1875-1946 (artist)
Date issued: 1895 (inferred)
Physical description: 1 print (poster) : color ; 49 x 38 cm.
Summary: An advertising poster featuring a large black bird.
Genre: Book & magazine posters; Prints
Subjects: Birds
Notes: Title from item.
Date note: Date from: American Posters of the Nineties.
Statement of responsibility: L M D
Collection: American Art Posters 1890-1920
Location: Boston Public Library, Print Department
Rights: No known restrictions.
© Andy Brandl (2018) // PhotonMix Photography
--> Andy Brandl @ Robert Harding
The Overland was normally rostered for two locomotives throughout on its interstate run between Melbourne and Adelaide during this era, but occasionally extra units could appear as a result of failures or loco balancing between Tailem Bend and Adelaide.
On 22 November 1987, broad gauge locos 954/X46/963 roll downhill from Sleeps Hill Tunnel only a few minutes away from journey's end in Adelaide - in this case was likely that 954 was added at Tailem Bend.
Persepolis, Iran: 25 December 1971
It is the morning of Christmas Day 1971: the 37-seater AEC Reliance bus I was driving from London to India is seen here parked beneath the forty-odd feet high Grand Terrace at Persepolis. That's not an item of seasonal traditional decoration behind the windscreen — it's an inflated condom.
Eventually we had arrived in Tehran, running about two weeks late. Once we entered Iran the weather slowly began to improve, so that when a diesel injector pipe split on the engine I was able to replace it, even though the temperature had warmed up to about minus 15°C. At the time we were on the almost deserted main trunk road from the Turkish frontier to Tabriz; the absence of traffic was because the road was a continuous sheet of ice – and no-one else was daft enough to drive on it. While I fixed the engine the passengers were enjoying themselves sliding down the road – and then the bus slowly began to move. With the bus side panels opened up to access the underslung engine, I squatted in the road and wondered why the injection pump was moving away from my hand that held the spanner – the bus was very slowly sliding on the ice, with the parking brake on, and nobody in it . Someone heard me shouting, saw what was happening and jammed a couple of the large wooden chocks under the tyres and luckily the thing finally stopped moving.
We stayed in Tabriz that night and drove on to Tehran the following day and booked into the usual place – the Amir Kabir Hotel. This establishment was the halfway-house on the overland trail to India, and a favourite haunt for travellers; but this time, one night there was enough – it was far too cold in the unheated rooms, which were on open balconies. Most of us moved to the nearby Armstrong Hotel; it was more expensive but the rooms had heating. Another plus-point of the Armstrong was that it sold alcohol in the basement restaurant. The local beer came from the Shams brewery in Tehran; of course, all that went with the overthrow of the Shah at the end of the 1970s.
Future New Overland Park Fire Station 45 and Police Sub-Station at 16279 Antioch Road.
Fire bays are on the right side with police on the left side
Picture ID# 1763, 1764, 1765
HDR - High Dynamic Range
A comparison a century and a half apart.
The one photo I wanted of the eastbound Spike150 celebratory train starting back on the first day of their eastbound journey over the famed UP mainline for which they were built.
Compare my image to the one in this link by A.J. Russell or possibly William Henry Jackson in 1869, courtesy of the Library of Congress:
www.loc.gov/resource/cph.3a19082/
The mainline has been double tracked, the truss bridge is steel instead of wood, and the steam engine has gotten slightly bigger! But other than that little has changed in a century in a half along the Union Pacific Railroad mainline, route of the first transcontinental.
This is Taggarts Tunnel or Tunnel 8 at MP 963.2 on the modern Evanston Sub at the crossing of the Weber River.
Big Boy 4014 and 844 lead the special east toward Evanston on the first leg of their journey back east to Cheyenne, WY.
It just doesn't get more iconic than this and what a site to behold!
#4014returns
Sunday May 12, 2019
The first train I bothered photographing on the Overland Route after following it on US30 from Ames, IA was the IG2OA, the same damn Oakland stack train I shot in my California days. After a detailed briefing with Pinky the possibility was discussed of chasing this to California. By the time I arrived in North Platte 18 hours later he was only 100 miles ahead of me in Sidney, NE. About 23 hours after this shot when I arrived in Cheyenne I was ahead and he was in Emergency east of town. I laid over in Green River and he was wayyyy behind with an engine failure to boot! By the time I cleared the Salt Lake City area I had overtaken the IG2OA from the day PREVIOUS to this one.
Afghanistan: August 1971
The eastbound Safaris Overland AEC bus on the road from the Iranian frontier at Islam Qala, to Herat in Afghanistan; we had stopped to look at the two derelict windmills in a small walled village by the side of the road – this may have been Rahzanak, but I'm not really sure. It was very windy, so much so that driving was tiring because you had to constantly pull the steering wheel about half a turn to the left, to prevent the strong northerly wind pushing the bus off the road. I had a job to hold the camera steady to take the photo. The tarpaulin sheet on the roof-rack had ballooned out in the wind.
After all these years I can remember the first names of half the passengers in the photo, they were a good collection of people of all ages. The youngest was Terry, who was just 19 years old; the eldest two were travelling together – the youngest was Dorothy, at 66, and she was heading for the Himalayas to go climbing – her friend was a 76 year old Countess, who was travelling overland to see her daughter in Australia.
The Demolition of a Landmark
Willys-Overland Motor Company Building
1300 Block of Wood Street
Philadelphia, PA
Copyright © 2012, Bob Bruhin. All rights reserved.
(via bruhinb.deviantart.com/art/Panorama-1663-hdr-pregamma-1-m...)
Paterson.
This small town on the Paterson River, a tributary of the Hunter River was one of the first areas settled by white settlers in the in the region once the Newcastle penal settlement was opened to free settlers. But where did the name come from? In 1801 two ships - the Lady Nelson captained by James Grant and the Francis captained by William Paterson explored the lower reaches of the Hunter River. William Paterson surveyed a tributary of the Hunter and Governor King named the river after him. Red cedar cutters followed the footsteps of Paterson and began felling these giants and floating them downstream for the Sydney timber market. Next Governor Macquarie visited the Hunter district in 1811 and this resulted a few unofficial convict farms being established at Paterson Plains. The first settlers were convicts John Tucker, George Pell and John Swan. They produced maize and wheat for Sydney. These convict settlers were assigned convicts to work for them. The first official free land grant was made at Paterson in 1821 to Captain William Dunn. At this time the Newcastle penal settlement was regarded as not so secure as the first white overland explorers led by John Howe had reached Newcastle by land from Sydney in 1819. Then in March 1821 convicts at Newcastle were to be transferred to Port Macquarie further away and free any settlers. Most of the early land grants were to army officers or explorers who had chosen to stay in NSW. For accepting a free land grant they were expected to keep one assigned convict (feeding and clothing them) for every hundred acres granted. Captain William Dunn originally got 1,200 acres. He soon had 2,000 acres and called his property Duninald. Not long after he had 7 assigned convicts. Captain James Phillips got a grant and established Bona Vista estate, Lieutenant William Ward built Cintra and Clarendon houses on his property and John Herring established Tillimby, and Edward Gostwyck Cory established Gostwyck. All these grants were made in 1822. Other early grants were to John Powell who got 60 acres and 11 assigned convicts and George Williams who was granted 500 acres and given 7 assigned convicts. As settlement grew the government took back 90 acres from Susannah Ward of Cintra in 1832, in exchange for some town sites in Argyle Street Sydney, so that they could survey and layout the town of Paterson. The side was chosen as it was at the limit of navigability of the Paterson River. Before this occurred in 1832 the government sent a military attachment to Paterson district in the early 1820s and some policemen in 1828. This suggests relations between the white settlers and the First Nations people were not calm.
Despite the survey of 1832 not many buildings emerged before the late 1830s. The oldest houses in Paterson “Noumea” in Prince Street and “Annandale” in King Street both were built about 1839. In 1837 a Presbyterian minister was located in Paterson and the church owned some land. St Ann’s Presbyterian Church was built in 1840. It is one of the oldest churches in Australia but closed for regular services in 2009. An Anglican minister was appointed to the town in 1839 and the Anglicans consecrated their church in 1845 with 2 acres of burial grounds nearby. This old church became the rectory in 1906 and a second Anglican church then built. It closed in 1976. The Catholic St Columba’s church was built in 1884 on the corner Church and Prince Streets. The Wellington Arms Hotel in King Street was licensed from 1842 but is now an Edwardian structure and the Royal Oak was licensed from around 1840. Although the Anglicans started a small school in 1843 the government state school did not open until 1875. Postal services began in 1834 but the present Post Office was not built until 1885. Paterson remains a town of great charm with many heritage buildings so it is worth spending time to walk some streets. In the Main(Duke) Street is the 1906 Anglican Rectory on the corner with Prince, the School of Arts 1935, the Anglican church( 1906) and cemetery (1845), the former Commercial Banking Company of Sydney bank 1902, the Post Office 1885 etc. At the T junction in King Street is the Courthouse 1857 – 63 and the unusual designed St Anne’s Presbyterian Church 1838-40. In Church Street is the police residence and station 1882, the original government school 1877, and the Catholic Church 1884.
In 1819 Joseph Lycett visited the Paterson River to capture the landscape depicted left. Who was he? This lithograph was published in a book in London in 1824 by Joseph Lycett. He must be one of the most fascinating convicts to grace the shores of NSW. He was one of 300 convicts transported on the General Hewett in 1813 arriving in 1814.The Captain, an amateur painter, was James Wallis. Lycett was 39 years of age, convicted of forgery of pound notes and sentenced to 14 years in NSW. By profession he was a portrait painter and miniaturist. By May 1815 Sydney was flooded with forged five shilling notes, attributed to Lycett. He was convicted of forgery again and sent to the strict disciplinary penal settlement of Newcastle which was now under the command of James Wallis. (Lake Wallis at Forster which we visit tomorrow was named after James Wallis). In Newcastle Lycett was given an easy time and asked to draw plans for the first church in Newcastle convict settlement in 1818. Lycett painted the altar and is said to have produced three stained glass windows which are now in the Anglican Cathedral. Whilst in Newcastle he painted many pictures of Aboriginal life and an evening corroboree. For his work he was given a conditional pardon and was free by 1819. He painted the Australian landscape extensively and whilst in Newcastle Captain Wallis had two cedar display chests made which included 12 paintings by Lycett. One chest was given to Governor Macquarie. Lycett became favourite of Governor Macquarie who sent three of his paintings to London in 1820 before giving Lycett an absolute pardon in 1821.Lycett also travelled around N.S.W and Van Diemans Land with Governor Macquarie. Lycett returned to London with his daughter in 1822 and had his book of lithographs of his paintings of Australia published there in 1824. Little is known of his life back in England but his book was not successful when published. It is believed he was charged with forgery again whilst living in Bath. On being arrested it is beloved he cut his throat and killed himself in 1828. He was buried in Birmingham. The State Library of SA has a copy of this 1824 book and 11 of his paintings are in the collection of the Art Gallery of SA. The two Australian cedar display chests are in State Library of NSW. The second was purchased in 2004. Lycett’s Australian Album of 1824 is held in the National Library of Australia and in several state libraries.
Beltana.
Europeans have known since the Crusades (1096 to 1291) that desert watercourses or wadis only flow periodically after rains. And the early pastoralists of SA knew that wadis bordered with gigantic River Red Gums meant that there were plentiful supplies of underground nearby. With many watercourses coming down from the Flinders Ranges towards Lake Torrens they knew that this was good pastoral country. Beltana run, named after the Aboriginal word for running waters, was taken out in 1854 by John Haines. In 1862 Robert Barr Smith and his family partner (Sir) Thomas Elder took over the run. Barr Smith had had the adjoining Nilpena run since 1854. In 1867 Thomas Elder took over both these runs alone and nearby Mount Deception run which covered hundreds of square miles. Beltana became his major northern sheep station. When the Overland Telegraph was being constructed by the team led by Sir Charles Todd in 1870-71 Beltana was selected as a repeater station site and Elder’s station was used as a work camp and source of camels for the line’s construction. All this activity put Beltana on the map and the Royal Victoria Hotel opened in 1874. During 1873 the government surveyed the town of Beltana next to Elder’s headstation with 115 town blocks, surrounding parklands and suburban lands. Over the next few years the hospitality of Thomas Elder meant that exploration parties often set out for northern parts from Beltana. They included Ernest Giles in 1875 and 1876 to Eucla and WA, Peter Warburton in 1872 Alice Springs, John Ross in 1871 to Darwin and in 1874 to the WA border and Lawrence Wells in 1883 to survey Poeppel Corner. There is a memorial to Giles at Beltana. When Sir Thomas Elder died in 1897 the Beltana Pastoral Company was formed with a partnership of Peter Waite and Sir Lancelot Stirling. The Company also ran Elder’s Mount Lyndhurst station and others. The Company held almost 500 square miles as the Beltana run in 1965 and they only sold the last of its leases in 1984. In its heyday Elder employed Afghans to breed camels for desert transportation of wool and his camels were exported to QLD, WA, NT etc. He first shipped 109 camels to SA from the Middle East in 1865. The first Afghans arrived in SA at the same time but camels were used earlier including by John Horrock’s expedition in 1846.
Apart from station supplies and the Telegraph Repeater station the town prospered for a while when the Sliding Rock copper mine operated from 1871 to 1877 and then the Great Northern Railway reached the town in 1882. The railway loaded water from wells at Beltana and from the weirs to take it further north to places like Farina which had little water. The Telegraph station opened in a tin shed in 1872 but the stone Post Office and telegraph station was completed in 1875. It closed in 1914 and was sold in 1919 and the Post Office moved elsewhere. The Post service closed in 1981. The old Telegraph station was privately restored in 1984. In the 1890s Beltana had around 500 residents with two hotels, bakery, blacksmith, saddlery, several stores, stone Police Station (1881) and cells, a tin school room and a large stone railway station built in 1882. Near the railway station was rail workers cottages. The current stone school room was built in 1893. The second hotel, the Beltana opened in 1877 and closed in the mid-1890s. The Royal Victoria Hotel closed in 1957 when the new railway to Leigh Creek bypassed Beltana and the Police Station closed in 1958. The school kept going until 1967. The railway station closed in 1980 when passenger trains ceased and the town became a ghost town. The Beltana cemetery opened around 1880 and had around 90 burials including some Afghans. Today Beltana has around 30 adult residents and no children.
The Smith of Dunesk Presbyterian Mission and church operated from 1894 to 1932. A committed Presbyterian Mrs Henrietta Smith (a daughter of the Earl of Buchan) of Dunesk Scotland, who never visited Australia, gave bequests that led to the Smith of Dunesk Mission station at Beltana and later assisted in the establishment of Jean Flynn ‘s Australian Inland Mission- also a Presbyterian association. Mrs Smith bought 480 acres in SA in 1839 and donated it in 1853 to the Free Church of Scotland. Sir Thomas Elder administered the income from the land and some went to Point McLeay Aboriginal Mission but most rents just accumulated until 1893 when £3,000 went to the Presbyterian Church of SA. The Presbyterian minister at Port Augusta proposed a mission station and church at Beltana and he, Rev. Mitchell, opened the Smith of Dunesk mission in 1895 and he remained there until 1899. In 1905 the Beltana mission station appointed an inland nurse who was stationed at Oodnadatta. Rev. Jean Flynn was appointed to Beltana in 1911 and in 1912 he convinced the church to establish the Australian Inland Mission - AIM. In 1928 Flynn established the first flying doctor service from the AIM base in Cloncurry QLD. Although the church and old manse in Beltana closed in 1932 they have been restored in recent years.
In early 1977 I drove this Bedford SB8 bus (UDL 137) on a trip to India – it had a Duple C41F body and a Leyland 350 engine with a 4-speed gearbox.
The body code C41F means that it was a single-deck, 41-seater with the passenger door at the front. The Bedford model type SB had the suffix '8' which was for those chassis fitted with Leyland 350 engines.
The bus was first registered in May 1960 and operated by Shotters Ltd. on the Isle of Wight, until they sold it in 1971; I've no idea where it spent the next six years before I drove it.
This bus was operated by Tour East, a sister company of Budget Bus. The photo was taken somewhere in Austria by its then owner, John H, who ran Tour East.
Two of the passengers on the Safaris Overland trip to India, that left London in July 1971. This photo was taken in Turkey, of Sylvia and Hillary (looking at camera).
We were so lucky to see these lionesses with their young cubs.We had to remain very still and quiet in the truck,so as to not frighten them away.Please see my set Africa Overland for more information.
In an era when it ran as a daily overnight train in each direction, the Adelaide to Melbourne 'Overland' waits to depart Keswick Terminal, Adelaide during June 1987 behind Victorian Railways locomotive X48 and Australian National's 967.
#140: Grasslands and bushes of Western Victoria blowing past windows of The Overland, as I started my jouney to the Australian Red Centre with a 10-hour train ride into Adelaide. Seats were large and comfortable with generous reclines, definitely airline-first-class standards despite being on a regular-fare Red Service cabin.