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66511 slowly descends down the Taff Bargoed Valley with its dusting of snow carrying around 1500 tonnes of coal from the Ffos Y Fran coal mine (Cwmbargoed) destined for Port Talbot steel works on the 6C93. The steeply graded single branch line that re-opened in 2008 climbs 200m in the last 6km section to Cwmbargoed, which can clearly be seen in this shot.
The Roger Stevens Building, 1970, by Chamberlin, Powell and Bon for Leeds University South Campus is designated at Grade II* for the following principal reasons: * Designers: the architectural practice of Chamberlin, Powell and Bon is recognised as significant for their work at Golden Lane and the Barbican in London, and New Hall, Cambridge, and the Roger Stevens Building represents the high point of their Leeds University work * Architecture: the building is an outstanding and individual design with bold external shapes and carefully designed interiors * Planning: the internal spaces are the result of extensive research on the requirements of the university and introduce innovative and influential features such as individual doors into the lecture theatres, and external links intimately with other buildings on the campus by means of multi-level walkways * Intactness: despite the changing requirements of universities, the building has remained largely unchanged, proving the success of its design * Group Value: the building provides a fitting centrepiece to the group of university buildings on the South Campus at Leeds, also recommended for designation
I'm not normally the complaining type, especially about things that are mostly trivial, but this is absurd.
So I got my sorting done, and for the first time in a long while almost my entire collection is properly sorted. Which makes it easier to notice trends in my pieces. "I'm really low on upwards-facing L-brackets" "For some reason I have an asymmetrical number of wedge plates" "I have way too many mixel joints" "All but two of my white 1x1 cheese slopes have hairline fractures in them" "Wait, what?" Yeah, that took me by surprise. I know a couple of them were broken, but i didn't think it was the overwhelming majority. I decided to check and sure enough the 4 on Candy's face are all fractured too.
These pieces are all a couple of years old, so that might be why. Hopefully this issue has been addressed, because I'm gonna have to buy some new ones, apparently.
Two M420Ws work hard to get their train up to the crest of the grade just past Werth Road. Alpena, MI.
A grader goes by my driveway pushing snow to the middle of the road . The blower and dump trucks come by after and pick up the snow. Wednesday January 24 2024.
- www.kevin-palmer.com - The sun casts shadows on a switchback along Red Grade Road. This steep road is closed to cars in the winter and becomes a popular, snowmobile, ski, and snowshoe trail.
Aboard the Green Mountain Flyer of the Green Mountain Railroad in Vermont in October 1989 between Bellows Falls and Chester. (Scanned from color negative film)
Listed Building Grade II
List Entry Number : 1137531
Date First Listed : 27 May 1977
A mid 19th century stuccoed villa with two storeys and three bays, and a two-storey wing. The ground floor is rusticated, the eaves are bracketed, and there is a string course at the level of the upper floor sills. In the centre is a porch with paired pilasters and a rectangular fanlight. The windows are sashes, those in the ground floor having moulded surrounds and cornices with moulded brackets.
NR25 and DL40 leading 4SA8 'Indian Pacific' tackle up the grades through Lawson. This is the first time in two weeks that an IP liveried loco has lead the Indian Pacific out of Sydney.
Lawson, NSW.
Wednesday 18 September 2013.
- www.kevin-palmer.com - After the snow storm ended on Saturday I went snowshoeing up Red Grade Road. Rime ice was sticking to all the trees.
Walking alongside the Rochdale Canal approaching the Grade II Listed Woodhouse Mill Bridge and the Grade II* Listed Woodhouse Mill, in Todmorden, Calderdale, West Yorkshire.
The Rochdale is a broad canal because its locks are wide enough to allow vessels of 14 feet width. The canal runs for 32 miles (51 km) across the Pennines from the Bridgewater Canal at Castlefield Basin in Manchester to join the Calder and Hebble Navigation at Sowerby Bridge in West Yorkshire. As built, the canal had 92 locks. Whilst the traditional lock numbering has been retained on all restored locks, and on the relocated locks, the canal now has 91. Locks 3 and 4 have been replaced with a single deep lock, Tuel Lane Lock, which is numbered 3/4.
The Rochdale Canal was conceived in 1776, when a group of 48 men from Rochdale raised £237 and commissioned James Brindley to conduct a survey of possible routes between Sowerby Bridge and Manchester. Brindley proposed a route similar to the one built, and another more expensive route via Bury. Further progress was not made until 1791, when John Rennie was asked to make a new survey in June, and two months later to make surveys for branches to Rochdale, Oldham and to a limeworks near Todmorden. Rennie at the time had no experience of building canals.
The promoters, unsure as to whether to build a wide or a narrow canal, postponed the decision until an Act of Parliament had been obtained. The first attempt to obtain an act was made in 1792, but was opposed by mill owners, concerned about water supply. Rennie proposed using steam pumping engines, three in Yorkshire, eight in Lancashire, and one on the Burnley Branch, but the mill owners argued that 59 mills would be affected by the scheme, resulting in unemployment, and the bill was defeated. In September 1792, William Crosley and John Longbotham surveyed the area in an attempt to find locations for reservoirs which would not affect water supplies to the mills. A second bill was presented to Parliament, for a canal which would have a 3,000-yard (2,700 m) tunnel and 11 reservoirs. Again the bill was defeated, this time by one vote. The promoters, in an attempt to understand the mill owners' position, asked William Jessop to survey the parts of the proposed canal that were causing most concern. Jessop gave evidence to the Parliamentary committee, and on 4 April 1794 an act was obtained which created the Rochdale Canal Company and authorised construction.
Rennie's estimated cost in the second bill was £291,000, and the company was empowered to raise the money by issuing shares, with powers to raise a further £100,000 if required. The estimate was for a narrow canal, whereas the act authorised a broad canal, and so the capital was never going to be adequate. The summit tunnel was abandoned in favour of 14 additional locks saving £20,000. Jessop proposed constructing each lock with a drop of 10 feet (3.0 m), resulting in efficient use of water and the need to manufacture only one size of lock gate.
The canal opened in stages as sections were completed, with the Rochdale Branch the first in 1798 and further sections in 1799. The bottom nine locks opened in 1800 and boats using the Ashton Canal could reach Manchester. Officially, the canal opened in 1804, but construction work continued for more three years. A 1.5-mile (2.4 km) branch from Heywood to Castleton opened in 1834.
Apart from a short profitable section in Manchester linking the Bridgewater and Ashton Canals, most of the length was closed in 1952 when an act of parliament was obtained to ban public navigation. The last complete journey had taken place in 1937, and by the mid 1960s the remainder was almost unusable. Construction of the M62 motorway in the late 1960s took no account of the canal, cutting it in two.
When an Act of Parliament was sought in 1965, to authorise the abandonment of the canal, the Inland Waterways Association petitioned against it, and when it was finally passed, it contained a clause that ensured the owners would maintain it until the adjacent Ashton Canal was abandoned. Discussion of the relative merits of restoring the canal or the Huddersfield Narrow Canal in 1973 led the formation of societies to promote both schemes in 1974. The Rochdale Canal Society wanted to see the canal fully re-opened, as part of a proposed Pennine Park
The Rochdale Canal Society worked hard both to protect the line of the canal and to begin the process of refurbishing it. A new organisational structure was created in 1984, with the formation of the Rochdale Canal Trust Ltd, who leased the canal from the owning company. The MSC-funded restoration was approaching Sowerby Bridge, where planners were proposing a tunnel and deep lock to negotiate a difficult road junction at Tuel Lane, so that a connection could be made with the Calder and Hebble Navigation. The entire eastern section from Sowerby Bridge to the summit at Longlees was open by 1990, although it remained isolated from the canal network.
In 1997, the Rochdale Canal Trust was restructured, in response to announcements that there might be large grants available as part of the millennium celebrations. The canal was still at this point owned by a private company, and the Millennium Commission would not make grants to a scheme which was for private profit, rather than public benefit. The restructuring would allow the Trust to take over responsibility for the canal from the Rochdale Canal Company. However, the plan was rejected by the Commission, and in order to access the grant of £11.3 million, the Waterways Trust took over ownership of the canal. As restoration proceeded, boats could travel further and further west, and the restoration of the sections through Failsworth and Ancoats were a significant part of the re-development of the north Manchester districts. The restored sections joined up with the section in Manchester below the Ashton Canal junction, which had never been closed, and on 1 July 2002 the canal was open for navigation along its entire length.
I have a load of many, many more edits to make from my two eDDie treks but I want to edit and post more of my Switzerland Trail trek during this autumn's aspen color.
I snapped more shots after rounding the curve above Lefthand Canyon but all these curves are above the highway. I captured this shot across another gully beyond the spot where I left off last year where the view opened again after my recent posts. The grade across the gully shown, is on the way to Brainerd's Curve and road down to Brainerd's Mill on LeftHand Road to Ward. This is a colorful spot along the continuing Switzerland Trail narrow gauge railroad grade. Along the grade here, the grade scenery is typical until the view opens up to views beyond.
It's easy to see how much rock was pushed aside from the grade where I am standing at the bottom of the scene. At least the rock shores up the old grade turned back country road. The rock looks like that shown in my recent (four back) Rock ledge shot. Boy, this 1/20/th of a second exposure should be far shakier.
I have to learn to heavily study Weather Underground for current and upcoming weather conditions later in the day. I looked out the window and I saw a possibility of clearing to mixed clouds and blue. The fact is there are a few days open for shooting the best color up here and the Zinky-Dink crowd are promoting dig-and-burn to mix up the atmosphere. In any case, this is my shot. I made another foray up LeftHand Road a day or two later for more color. Unedited shots sit in another work directory.
This autumn snap along the Switzerland Trail to Ward, shows the railroad grade ahead. I trekked above Gold Hill, Colorado and veered along the railroad grade cut with aspirations of reaching the mountain-bound mining camp of Ward as its first true mountain mining town. This day started as a foray into the hills to search for aspen cloaked in showy fall coats. I thought Google maps showed more aspen on this side of the ridge. The color was generally at peak on that day but it may not look like it while along this old grade turned rough road. This is the narrow gauge railroad grade on the northern, Ward branch, west and north from Gold Hill Station atop the ridge. Sunset, Colorado was at the bottom of the ridge in the canyon left of me and was the division point on the Denver, Boulder & Western RR. You'll need your rock tires on if you plan on driving this track; it's been better and mostly smooth as a railroad. Well except when the snow avalanche slid the entire train down the mountainside above here. I chose the reliability of walking; I wanted a quiet stroll. It must have been a highly sought trip when the viewpoint would have been 10 feet higher while in a rocking passenger car. The original grading on the railroad named The Greeley, Salt Lake and Pacific RR around the 1885 date made it west to Sunset. The Pacific was impossible. After reorganization, it was routed northwest to Ward and southwest to Eldora, Colorado from the Sunset division point. In the distance, the grade ducks to eventually swing left around the wooded hill.
We reached Eldora looking for the old narrow gauge railroad grade but we searched and never found traces of the grade. I researched the old Central City topo map closely and found it came into town at the south edge of town. I did trace it most of the way from Cardinal to Eldora on Google maps. The grade back down the road to Nederland was heavily trafficked and is probably gone, overlaid with the highway. Because of the dandy aspen, I shot this down canyon view east on Bryan Avenue. If this was the grade, it continued behind me just west of South 6th Street to the depot, gone now. It's interesting the grade hugged the south side of the valley where more snow would pile up in the winter. Eldora was listed as early as 1889 as a shipping point for Caribou silver, five years after Crofutt published his 1885 Colorado Encyclopedia.
Trains would have to back down the canyon until arriving at the wye where the grade from Cardinal and the grade down the canyon to Nederland met. That route was graded to supply Nederland, dodging town and ending at (Tungsten?) the proposed reservoir, with supplies used to build Barker Dam for the Boulder Water District. The Town of Tungsten was at the foot of the dam. It was discovered in the area but ferberite but had no value until WWI when it was found to harden steel for rifle barrels. Tungsten peaked at a population base of 20,000 as the price exploded and made fortunes until it was discovered elsewhere for reasonable prices. I will have to retrace the path when I get back. I'll just show as far north as the Central City topo shows and where the old narrow gauge grade curved into this valley, Eldora and Nederland.
eDDie and I parked on Eldora Street and scattered to seek opportunities. This was near where we parked and was obvious. We are west of Nederland, on the road up to Eldora plus more mining camps, Hessie and Grand Island(?) and up to the Indian Peaks Wilderness Area. Eldorado was the proposed name but the PO nixed it as already in use.
Colorado & Northwestern / Denver, Boulder & Western was popularly named The Switzerland Trail of America. The original RR slipped into bankruptcy when a flood swallowed the trackage up past Wall Street. The southern branch to Eldora was built after reorganization. This is the grade of the Denver, Boulder & Western Railroad grade. This railroad grade seems to remain intact for trail use. There ought to be some cinders around but clearly, there was not a lot of grade here and we only found a trace. The railroad was fondly nicknamed Switzerland Trail by the advertising department. Note that the clip from Crofutts GripSack Guide of 1885 mentions Caribou is 12 miles south from Sunset or “Penn. gulch,” the nearest railroad station. That would seem to be false, but George Crofutt wrote that about 1885. That original railroad was named The Greeley, Salt Lake and Pacific around the 1885 date. During the heyday of railroad building, most paper, coupon and budding lines included the name, Pacific, in the hopes of garnering big funding. This line, too, had Pacific dreams. They started drilling a majestic tunnel through the Continental Divide at Yankee Doodle Lake on the Moffat Line. There is no way they could have climbed Pennsylvania Gulch up to the multitudes at their prospective tunnel anyway. Their terminus was Sunset, Colorado, west of Boulder before floods down the hillsides of Four Mile Canyon, denuded by various mining operations, took out all the insubstantial trestles in the valley and rendered the RR broke. The Colorado & Northwestern Railroad, The Switzerland Trail, was organized and the company relaid grade and track up to Sunset then switch backed north on the way up to Ward, Colorado then took a break until the reorganization as the Denver, Boulder & Western Railroad. It was then nicknamed the Switzerland Trail. The company started grading and laying rail up a second switchback south from Sunset to start gaining altitude on a new branch that headed through the New Cardinal area for Eldora. Naturally, Cardinal began migrating closer to the railroad grade. Usually rail development companies shook down the camps for bond sales as they surveyed and graded nearby.