View allAll Photos Tagged Refuse,
Kauffman Brewery Lagering Tunnels
Prohibition Resistance Tour
Downtown, Cincinnati, Ohio
5 Image HDR
Located deep under the Cincinnati's Over-The-Rhine district, 140 years ago these lagering tunnels were used for storing and cooling beer, but after the tunnels became obsolete with the invention of artificial refrigeration they became a dumping ground. This massive pile of dirt/garbage reaches to the ceiling and spills into two adjoining tunnels.
Two Sundays ago I got the pleasure of getting to go on what I consider the coolest thing you can do in Cincinnati, the Bockfest Brewery Tour aka Prohibition Resistance Tour. The tour takes you deep into Cincinnati’s rich brewing history both verbally and physically as you hear of how the city at one time was the country’s leading producer of beer and you walk though lagering tunnels that had been long forgotten for a century. What are lagering tunnels? They are tunnels constructed deep under ground or into hillsides that were used refrigerate and store beer after it was manufactured. The arched tunnels were constructed of fieldstone during the mid to late 1800’s and hanging from the ceiling were pipes that cold water flowed through to keep the beer cold. Over the years many of the tunnels were sealed off or used as a dump and then forgotten. It is unknown how many of these still exist in Cincinnati, but at one time there were nearly 100 breweries.
If you have time check out my new Facebook Page, I will be featuring lots of different shots from my Flickr page over the next few months.
Armed response vehicle
Police Scotland
PS: when your camera refuse to focus on your subject and you end up with blurry picture !
On the 2nd November 2016 the tug "Redoubt" lines up two lighters to pass under Waterloo Bridge, London.
Refuse is sorted on the truck as it is loaded; plastic, paper, cardboard and glass are chucked into separate sacks.
Note the lack of protective clothing for the workers.
Do you think that this is funny?
A government jobs agency refused to advertise jobs with "Ann Summers" on the grounds that it would cause offense to do so.
"Ann Summers" opposed the refusal in court and the judge ruled that jobs in the "sex industry," including not only Ann Summers shops, but lap dancing clubs and escorts (sometimes called prostitutes, or in parts of America whores) were also legal jobs that must be advertised.
Under "Welfare to Work" legislation introduced today young women (especially young mothers) can be refused State Benefit if they refuse to take any legal work that is offered to them.
I'll ask the question again.
Do you think that this is funny?
In our house, a vegetable is called a "Have-to"...because the kids have to eat it, an offer they can't refuse.... My kids have gotten clever and started enjoying vegetables just so they can call them "want to's".
FGR invades Dinner and a Movie
GTWL Copycat week (I copycatted the movie poster, of course)
June 10 162/366
Pomona, CA
4/23/26
Before I went to Truck Adventures in Arcadia, I went to US Auctions to see some Refuse trucks before being auctioned off. There were 3 Ex Riverside trucks consisting of 2 Volvos and a Peterbilt Rapid Rail. There was also a single axle Ex Claremont Volvo Rapid Rail and a Ex Patton State Hospital Pak-Mor Rear Loader. I also found an old Jacks Disposal storage bin and commercial trashcans.
Thank you US Auctions!
Youtube: www.youtube.com/watch?v=9RifQDrEywA
Near Findlay Market in the Over-the-Rhine section of Cincinnati, Ohio. In the suburbs, we have graduated to refuse trucks with mechanical arms that pick up the garbage cans. Obviously, that is not the case in this area, at least on this Sunday at the market.
As a tribute to my very first LEGO set, the LEGO Refuse Collection Truck #6693 from 1987, I built my own version.
It turned out as a combination of an old Liaz refuse collection truck used in GDR (like this one) and some more modern refuse collection trucks.
I am reluctant to turn this into Facebook, but since I refuse to open a Facebook account not wanting to be part of the "Great Unwashed", I will break my own rule and catch up with you all a little bit. I have long ago lost my "photo mojo" and just haven't wanted to post shots that aren't in my opinion flickr worthy. I have continued to visit here multiple times every day and enjoy seeing the great work my friends have been posting. My apologies to you all that I haven't posted many comments, My life has been complicated. It has been a busy 3-4 month period As some of you know, I had a bad bout with diverticulitis in July that resulted in 12 days in the hospital. While there, they discovered I needed I a bowel resection, that resulted in another 9 days in the hospital in October.
During that time in the hospital I came to the realize that life was catching up with me and I better fulfill some of my dreams before it gets too late. Soooo, in a moment of brilliance I decided, at the age of 64 , it was time to buy the house I should have bought at the age of 40. Well the closing dragged out until December 13th, a Friday by the way. Winter arrived on the next day and hasn't left yet. I have shoveled my damn 700 foot long driveway 22 times!!! So far! I wanted to paint and fix up some stuff before moving in, that took 3 months, I was thinking 3 weeks, and is no where near reaching a conclusion.
I lot of my reason for moving out to the country was so Scout and I would have room to roam. The day we signed for the house Scout's knees and hips developed arthritis and nerve problems. He has had a terrible time standing and moving around. We actually took him to the vet two days before moving into the house to have him put down. The vet thought shots might help and maybe warmer weather. He has had shots for a month now, and they seem to help at times, but slippery hardwood and tile floors and lots of stairs aren't being kind to him. The weather has been down right cruel to him. Today is the first day of Spring, maybe it will break soon.
Oh, did I forget to mention, I wasn't a very good patient after my sigmoid colonectomy and I developed a hernia. I struggled with that through the move in and finally had the operation last Wednesday. I have every confidence that I will continue to be a bad patient and will be back in the hospital soon.
Anyway, enough of this, just wanted you all to know why I haven't been commenting or posting. That and the fact that I suffer from depression. ( It just gets better doesn't it?)
Scout and I are going to try to hang in here, here are a few more pictures of the 500 feet of stream that passes through our property.
A Peterbilt truck with Labrie automated refuse packer body in service with the City of Wadsworth, Oh Solid Waste Division.
With a range so diverse, so well produced for their low prices and Eurocentric heavy theme to many of their castings you'd expect them to be readily available here in the U.K. but after several false starts its still Mattel and HTI who dominate this end of the toy market. Happily Morrisons continue to use them even if stock supply isn't particularly generous i.e..only one or two clipstrips PER STORE and now out of the blue it seems TK Maxx are also getting in on the act albeit probably temporarily. Following on from what was available to U.S. customers earlier this year we see a heady selection of mainly multi-vehicle sets containing many previously unavailable models such as this MAN TGS Refuse Truck. Its a fully licensed product hence its amazingly well detailed cab and is also quite weighty in hand with a mainly metal body and robust plastic rear. Part of a three vehicle set. Mint and boxed.
Lacey refused to play tug with the pillow. She had no problem rolling around in the feathers though. :)
My favorite work from Met's #KongoPower exhibition. She's tiny and amazing. I always appreciate a work of art that refuses to face me on my terms. 👊
A quick look in my Di Duo Le album you'll find several trucks which use this very same bonneted cab style and in fact you'll find a Refuse Truck which looks pretty much IDENTICAL to this! In true Chinese toy fashion it is merely a copy differing in wheel design and a few very subtle tweaks.
Quite a robust and substantial diecast and THE ONLY diecast purchased on a ten day trip away to Wales! Mint and boxed.
25-yard McNeilus M/A on a Freightliner Condor collecting garbage from a special event in Columbia Park in Kennewick, WA
Oh the MGB, the last great British Sports car?
A motor that refused to die even though British Leyland simply couldn't stop messing around with it. The MGB is an example of a car that went from one of the most loved and lovable cars in British motoring, to what many describe as an empty husk broken and bent for legislation purposes. But the MGB would have its way in the end!
The story behind the MGB begins in 1962, when the car was designed to incorporate an innovative, modern style utilizing a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB's rival, the Triumph TR series. However components such as brakes and suspension were developments of the earlier 1955 MGA with the B-Series engine having its origins in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength. Wind-up windows were standard, and a comfortable driver's compartment offered plenty of legroom. A parcel shelf was fitted behind the seats.
The car was powered by a BMC B-Series engine, producing 95hp and giving the car a 0-60 of 11 seconds, perhaps not the briskest acceleration, but of course this car was more a comfy little cruiser, ambling about the countryside in sedate fashion admiring the views. The MGB was also one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph impact with an immovable barrier (200 ton).
The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. Wheel diameter dropped from 15 to 14 inches.
Upon its launch the MGB was given almost unanimous acclaim, largely due to its advanced and innovative design combined with its beautifully and sleek styling. Previous sports cars of the same calibre had always been levied with a reputation for their ropey nature, with a majority of previous models being simply remodelled versions of the MG's and Triumphs that dated back to the end of and in some cases even before World War II. But the MG was different, and if I'm honest, a large part of its appeal is due to its small, low body, and it's poky round headlights that make it look rather cute. It's the kind of car you could give a name, preferably a girl's one. Either way, the MGB sold in hundreds, disappearing off to all corners of the globe, touring the South of France, storming across the deserts of Southern California on Route 66, or dodging its way through the bustling Indian traffic, these things were adored.
However, the only version available was a soft-top roadster, which didn't appeal to everyone, so in 1965 MG took the B to Italy, and the great styling firm known as Pininfarina, and asked them to pop a roof on their windy little sports car. What resulted was a roof fixture that blended its way perfectly into the rest of the body, a smooth greenhouse cabin that was spacious but still maintained the styling that enthusiasts had come to know so well, going on to be dubbed "The poor man's Aston Martin."
Although acceleration of the GT was slightly slower than that of the roadster, due to its increased weight, top speed improved by 5 mph to 105 mph due to better aerodynamics.
However, tweaks were starting to be made to the MGB formula to try and give it a wider ranging market. Intended to replace the Austin Healey Sprite, the MG MGC was launched in 1967 as a reworked version of the classic MGB, but featuring a 2.9L BMC C-Series engine to up the power.
The problem was that the revised design of the car to incorporate the engine was nothing short of lazy. Instead of redesigning the whole car, MG chose to simply create a huge bulbous lump in the bonnet. The heavier engine also required modifications to the suspension which spoiled the handling. As well as that, the engines were quite poorly built, and later tuning by enthusiasts has proven that the car has the ability to run with 30% more power by carrying out simple modifications to head, exhaust and cam release.
However, the MGC did find some love, in the Royal Family of all places, as in 1967, HRH Prince Charles took delivery of an MGC GT (SGY 766F), which he passed down to Prince William 30 years later. At least one car had a happy ending!
But soon problems came roaring over the horizon like the four horsemen of the apocalypse. A whirlwind of legislation, corporate incompetence and plain old lazy design came right out of nowhere and would soon engulf and attempt to destroy the MGB, but not before stripping the poor thing of its dignity and its good name.
The first disaster to befall this plucky little car, British Leyland, which was formed in 1968 by merging all of Britain's major automotive firms including Rover, BMC (Austin/Morris) and Triumph (which was part of the Leyland Group). To save on costs the lavish chrome grille of the earlier models and spoked wheels were the first to go, but the B could survive without them.
Next up, fitting the car with a Rover V8 that had been developed from a series of Buick Pickup Truck engines. Although this could have been a good thing, this wasn't British Leyland's idea, but in fact belong to professional engine tuner Ken Costello, who, although had been commissioned by British Leyland to create a prototype, had already created a series of MGB's with V8's placed under the hood. British Leyland half-inched this idea and started fitting their own V8's, but went about it all wrong. The powerful 180bhp engine used by Costello for his conversions was replaced for production by MG with a more modestly tuned version producing only 137bhp. Although the car's 193lb-ft of torque meant it could reach 0-60 in 7.7 seconds and go on to a reasonable 125mph top speed, it was a thirsty beast, with only 20mpg. A bit of a territorial hazard admittedly, but it's not a good idea to develop such a gas guzzling car when it was about to smack headlong into the Oil Crisis of 1973. Barely anyone went out and bought it, and the money simply disappeared down the nearest drain.
But so far, the car's lovable external dimensions had yet to be compromised, but we haven't got to the legislation yet, one of those many apocalyptic horsemen I was mentioning earlier. Throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders.
Indeed America can be owed with introducing many safety features and pieces of legislation we take for granted in modern motoring, but the British manufacturers almost seemed to go out of their way to redesign the cars completely and 100% wrong. In 1974 the glistening chrome was replaced by a gigantic bulbous rubber bumper that protruded from the front of the car like someone's bottom lip!
Other signs of their poor design included the removal of leather seats for something much more mundane, the use of dials and switches from other products such as Austin Allegros and Maxis, as well as door handles that came straight from the Morris Marina.
Internally, British Leyland had botched it with their laziness, choosing not to redesign the car like everyone else so that the headlights were at the required height, but instead placing solid blocks under the suspension to raise the lights to the desired level, but at the same time making the car look like it was going permanently downhill as well as making the handling so light it would slide constantly at speed. The engines were tuned down for emission regulations which made them woefully underpowered and thus they, to use a contemporary phrase, 'couldn't pull the skin off a Rice Pudding!'
Numbers dropped, but British Leyland went to that old trick in the book by using product placement to get by, putting one of their new MGB's in the New Avengers to be driven by Joanna Lumley's character Purdey. As far as I recall though, low slung sports cars aren't the best things to drive if you're in a miniskirt, because getting in and out of them can be quite revealing!
But this wasn't enough to save the MGB's deteriorating sales, in America cars would languish in stockyards and storage warehouses for months on end waiting to be sold, but to no avail. For this, the MG division was making losses of up to £400,000 per week, a clear sign that the ailing MGB had to go the way of all good cars, out of production. On October 21st, 1980, the last MGB rolled off the production line after 18 years, no pomp, no circumstance, just quietly slipping away into history.
After this, the MG brand was lost from its own original cars such as the Midget and the MGB that dated back to the 60's, instead being placed on tuned and slightly modified versions of British Leyland's family cars, including the MG Montego, the MG Maestro and, to the everlasting horror of MG purists although I personally don't think it's that bad, the MG Metro. The factory in Abingdon-on-Thames, where the MGB had been built, closed its gates immediately afterwards as part of the company's rationalisation, striking a blow to the economy of the region and the esteem of those who had been proud to build cars with those two simple letters, MG.
But all was not lost for the MGB, as soon afterwards the cars became fashionably retro, especially in the 1980's and 90's, when 60's examples were bought up largely by foreign markets due to their quintessentially British nature and their synonymous relationship with our country and way of life. Japan especially was a hotspot for old MG products, with Midgets and MGB's being shipped out there by the dozen. So popular were these that Rover Group, the descendants of British Leyland, went on to create a limited edition retelling of the MGB in the form of the MG RV8, constructed in 1993 with 2,000 examples built, the first original MG car to be built since the original MGB ended production in 1980.
Here in the UK, the MG craze kicked off with enthusiasts taking scrapyard shells and run down models and turning them into their own little put-together projects. The MGB has now become one of the most popular little retro sports cars of the modern era, and despite all its faults, even the rubber-bumper British Leyland models make some fantastic kit cars if you want good, wholesome sport fun on a budget!
DK07HFG a Man refuse compactor and skip lifter in service with Veolia.
29 Aug 2012.
The nearside of the same vehicle was photographed in the same place twelve months ago.
Oh the MGB, the last great British Sports car?
A motor that refused to die even though British Leyland simply couldn't stop messing around with it. The MGB is an example of a car that went from one of the most loved and lovable cars in British motoring, to what many describe as an empty husk broken and bent for legislation purposes. But the MGB would have its way in the end!
The story behind the MGB begins in 1962, when the car was designed to incorporate an innovative, modern style utilizing a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB's rival, the Triumph TR series. However components such as brakes and suspension were developments of the earlier 1955 MGA with the B-Series engine having its origins in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength. Wind-up windows were standard, and a comfortable driver's compartment offered plenty of legroom. A parcel shelf was fitted behind the seats.
The car was powered by a BMC B-Series engine, producing 95hp and giving the car a 0-60 of 11 seconds, perhaps not the briskest acceleration, but of course this car was more a comfy little cruiser, ambling about the countryside in sedate fashion admiring the views. The MGB was also one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph impact with an immovable barrier (200 ton).
The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. Wheel diameter dropped from 15 to 14 inches.
Upon its launch the MGB was given almost unanimous acclaim, largely due to its advanced and innovative design combined with its beautifully and sleek styling. Previous sports cars of the same calibre had always been levied with a reputation for their ropey nature, with a majority of previous models being simply remodelled versions of the MG's and Triumphs that dated back to the end of and in some cases even before World War II. But the MG was different, and if I'm honest, a large part of its appeal is due to its small, low body, and it's poky round headlights that make it look rather cute. It's the kind of car you could give a name, preferably a girl's one. Either way, the MGB sold in hundreds, disappearing off to all corners of the globe, touring the South of France, storming across the deserts of Southern California on Route 66, or dodging its way through the bustling Indian traffic, these things were adored.
However, the only version available was a soft-top roadster, which didn't appeal to everyone, so in 1965 MG took the B to Italy, and the great styling firm known as Pininfarina, and asked them to pop a roof on their windy little sports car. What resulted was a roof fixture that blended its way perfectly into the rest of the body, a smooth greenhouse cabin that was spacious but still maintained the styling that enthusiasts had come to know so well, going on to be dubbed "The poor man's Aston Martin."
Although acceleration of the GT was slightly slower than that of the roadster, due to its increased weight, top speed improved by 5 mph to 105 mph due to better aerodynamics.
However, tweaks were starting to be made to the MGB formula to try and give it a wider ranging market. Intended to replace the Austin Healey Sprite, the MG MGC was launched in 1967 as a reworked version of the classic MGB, but featuring a 2.9L BMC C-Series engine to up the power.
The problem was that the revised design of the car to incorporate the engine was nothing short of lazy. Instead of redesigning the whole car, MG chose to simply create a huge bulbous lump in the bonnet. The heavier engine also required modifications to the suspension which spoiled the handling. As well as that, the engines were quite poorly built, and later tuning by enthusiasts has proven that the car has the ability to run with 30% more power by carrying out simple modifications to head, exhaust and cam release.
However, the MGC did find some love, in the Royal Family of all places, as in 1967, HRH Prince Charles took delivery of an MGC GT (SGY 766F), which he passed down to Prince William 30 years later. At least one car had a happy ending!
But soon problems came roaring over the horizon like the four horsemen of the apocalypse. A whirlwind of legislation, corporate incompetence and plain old lazy design came right out of nowhere and would soon engulf and attempt to destroy the MGB, but not before stripping the poor thing of its dignity and its good name.
The first disaster to befall this plucky little car, British Leyland, which was formed in 1968 by merging all of Britain's major automotive firms including Rover, BMC (Austin/Morris) and Triumph (which was part of the Leyland Group). To save on costs the lavish chrome grille of the earlier models and spoked wheels were the first to go, but the B could survive without them.
Next up, fitting the car with a Rover V8 that had been developed from a series of Buick Pickup Truck engines. Although this could have been a good thing, this wasn't British Leyland's idea, but in fact belong to professional engine tuner Ken Costello, who, although had been commissioned by British Leyland to create a prototype, had already created a series of MGB's with V8's placed under the hood. British Leyland half-inched this idea and started fitting their own V8's, but went about it all wrong. The powerful 180bhp engine used by Costello for his conversions was replaced for production by MG with a more modestly tuned version producing only 137bhp. Although the car's 193lb-ft of torque meant it could reach 0-60 in 7.7 seconds and go on to a reasonable 125mph top speed, it was a thirsty beast, with only 20mpg. A bit of a territorial hazard admittedly, but it's not a good idea to develop such a gas guzzling car when it was about to smack headlong into the Oil Crisis of 1973. Barely anyone went out and bought it, and the money simply disappeared down the nearest drain.
But so far, the car's lovable external dimensions had yet to be compromised, but we haven't got to the legislation yet, one of those many apocalyptic horsemen I was mentioning earlier. Throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders.
Indeed America can be owed with introducing many safety features and pieces of legislation we take for granted in modern motoring, but the British manufacturers almost seemed to go out of their way to redesign the cars completely and 100% wrong. In 1974 the glistening chrome was replaced by a gigantic bulbous rubber bumper that protruded from the front of the car like someone's bottom lip!
Other signs of their poor design included the removal of leather seats for something much more mundane, the use of dials and switches from other products such as Austin Allegros and Maxis, as well as door handles that came straight from the Morris Marina.
Internally, British Leyland had botched it with their laziness, choosing not to redesign the car like everyone else so that the headlights were at the required height, but instead placing solid blocks under the suspension to raise the lights to the desired level, but at the same time making the car look like it was going permanently downhill as well as making the handling so light it would slide constantly at speed. The engines were tuned down for emission regulations which made them woefully underpowered and thus they, to use a contemporary phrase, 'couldn't pull the skin off a Rice Pudding!'
Numbers dropped, but British Leyland went to that old trick in the book by using product placement to get by, putting one of their new MGB's in the New Avengers to be driven by Joanna Lumley's character Purdey. As far as I recall though, low slung sports cars aren't the best things to drive if you're in a miniskirt, because getting in and out of them can be quite revealing!
But this wasn't enough to save the MGB's deteriorating sales, in America cars would languish in stockyards and storage warehouses for months on end waiting to be sold, but to no avail. For this, the MG division was making losses of up to £400,000 per week, a clear sign that the ailing MGB had to go the way of all good cars, out of production. On October 21st, 1980, the last MGB rolled off the production line after 18 years, no pomp, no circumstance, just quietly slipping away into history.
After this, the MG brand was lost from its own original cars such as the Midget and the MGB that dated back to the 60's, instead being placed on tuned and slightly modified versions of British Leyland's family cars, including the MG Montego, the MG Maestro and, to the everlasting horror of MG purists although I personally don't think it's that bad, the MG Metro. The factory in Abingdon-on-Thames, where the MGB had been built, closed its gates immediately afterwards as part of the company's rationalisation, striking a blow to the economy of the region and the esteem of those who had been proud to build cars with those two simple letters, MG.
But all was not lost for the MGB, as soon afterwards the cars became fashionably retro, especially in the 1980's and 90's, when 60's examples were bought up largely by foreign markets due to their quintessentially British nature and their synonymous relationship with our country and way of life. Japan especially was a hotspot for old MG products, with Midgets and MGB's being shipped out there by the dozen. So popular were these that Rover Group, the descendants of British Leyland, went on to create a limited edition retelling of the MGB in the form of the MG RV8, constructed in 1993 with 2,000 examples built, the first original MG car to be built since the original MGB ended production in 1980.
Here in the UK, the MG craze kicked off with enthusiasts taking scrapyard shells and run down models and turning them into their own little put-together projects. The MGB has now become one of the most popular little retro sports cars of the modern era, and despite all its faults, even the rubber-bumper British Leyland models make some fantastic kit cars if you want good, wholesome sport fun on a budget!