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Evidences of Salvation
by James Smith
Many real believers are often distressed and troubled, on account of . . .
the weakness of their faith,
the strength of their fears, and
their mistakes in reference to their interest in Christ.
They look for too much in self, and for too little in Christ.
To avoid soul deception — they are apt to run into gloom and despondency. They look for certain evidences in themselves, and because they do not find those they look for — they conclude they have none; and giving way to the temptations of Satan, they . . .
distress their own souls,
dishonor the Lord Jesus, and
reflect badly on the grace of God.
They doubt not the ability of Christ — but they question his willingness to save. If the testimony of scripture assures me he is able to save — it is to encourage me to approach him and cast my soul upon him — and if he assures me he will never cast out — it is to disperse my fears, remove my doubts, and draw me to his mercy-seat with confidence and courage. There is no saving religion in doubting — though many who are truly godly do doubt. Slavish fear never honors a God of love — yet many who desire to honor him give way to groundless fears.
1. One evidence of true salvation is CONVICTION OF SIN. Conviction of sin in the conduct — and of sin in the heart. We are all sinners — but only a few know what sin is, and what a fearful thing it is to be a sinner. Sin is . . .
the breach of the divine law,
an insult offered to every one of the divine attributes,
and that horrible thing which God hates.
Sin . . .
is rooted in our nature,
grows with our growth,
strengthens with our strength,
flows from our hearts as naturally as water from a fountain, or light from the body of the sun.
Every action we have performed,
every word we have spoken,
every thought we have conceived—
has been defiled by sin, and deserves eternal death!
The nature of sin is most dreadful, and the effects of sin are most fearful. But man untaught of God has no such views of sin, or of himself as polluted by it; but when the Holy Spirit quickens and enlightens the immortal mind, when he brings home the law as the standard of holiness and the rule of conduct — then the sinner discovers his state, and fears the consequences. He is alarmed, distressed, and inquires, "Who, what can save me?" He fears his sins are too numerous and aggravated to be pardoned, being ignorant of the extent of the grace of God, and the infinite merit of the blood of Christ. He fears presumption — and he dreads despair. He cannot laugh at sin or longer trifle with eternity; he can no more dare the justice or slight the mercy of God. He is concerned for his safety, being conscious of his danger. He longs for a pardon, being convinced of his guilt. He trembles at the thought of justice — but hopes when he hears of mercy. Sensible of his lost condition, he presents the heartfelt prayer, "God be merciful to me a sinner!"
But we are not to judge our conviction of sin by its depths — but by its nature. If it drives us to despair, then it is natural. But if it drives us to Jesus, then it is spiritual. If your conviction . . .
leads you to see your need of a Savior,
prevents your resting on anything but Christ Jesus,
leads you frankly to confess your crimes before God,
and to seek for salvation solely by the grace of God—
then they are spiritual convictions, and the evidence of spiritual life. None could produce them, but the Holy Spirit; and none ever experience them, but those whose names are written in the Lamb's book of life!
2. In close connection with conviction of sin, is hatred to sin, loathing ourselves on account of sin. If we see sin in the light of the Lord — then we must hate it. If we see ourselves as polluted and defiled by sin — then we must loathe ourselves on account of it. Finding sin to be rooted in our nature, and seeing it occasionally break out notwithstanding our striving and watching against it — will stop our mouths from boasting, and prevent our excusing ourselves. We shall see sin as our fault — as well as our disease; as our crime — as much as our misery. And feeling inclined at times to favor it, and secretly wishing we were at liberty to indulge in it — will make us abhor ourselves and repent in dust and ashes! The former is from the corruption of nature — and the latter from the principle of divine grace.
The Christian hates sin in all — but mostly in himself; and while he wishes the world to be freed from it — he would give a world if he could but get rid of it! It is sin in himself, which grieves him:
sin in his prayers,
sin in his praises,
sin in his purposes,
sin in his duties,
sin in all he does!
And seeing no hope of complete sanctification on this side the grave, he cries, "I loathe it, I loathe it, I would not live always!" As sin is forbidden, he dares not indulge it. As the object of his hatred, he naturally forsakes it. He cannot but lament that sin is in his nature, and grieve before God when it appears in his conduct. If sin is the object of your hatred, if self is loathed because it is sinful — then it is evident you are born of God; for except a man be born from above — he cannot loathe self, hate sin, and forsake it. In order to do this, he must have a new nature, and that nature must be holy and divine.
3. An appetite for divine things is a scriptural evidence of grace. "Blessed are those who hunger and thirst after righteousness — for they shall be filled." If we can find satisfaction, pleasure, and delight only in the things of the world — then we are dead in sin; dead while we live. But if instead thereof, we are thirsting for God, to . . .
enjoy his presence,
feel his love,
receive his blessing, and
walk in the light of his countenance —
if we are hungering for Jesus as the bread of life,
and if nothing but Jesus himself can satisfy us —
then we are certainly blessed.
"Blessed are those who hunger and thirst after righteousness — for they shall be filled." This promise is plain, positive, and certain; and every hungry soul may derive comfort therefrom. When Jesus is the chief object of our desire, and the blessings he communicates are the principle things in our estimation — then there is divine life in the soul. For dead men have no desire or appetite for natural things; so people spiritually dead have no appetite for spiritual things. If nothing but Christ can satisfy us — then we "have been born again, not of perishable seed, but of imperishable, through the living and enduring word of God!" 1 Peter 1:23
4. An entire willingness to be saved in God's way; that is, by free grace through the blood of Jesus — is an evidence of divine life in the soul. No man in a state of nature is willing to be saved as a poor debtor by a Surety; as a miserable sinner by a gracious Savior. Man would rather perish in sin, than be saved in this way! Hence our Redeemer testified, "You will not come unto me that you might have life." "The carnal mind is enmity against God, it is not subject to the law of God, neither indeed can be."
Self, works, and merit — must be entirely renounced! We must heartily surrender ourselves into the hands of Jesus to be . . .
washed in his blood,
clothed in his righteousness,
and sanctified by his Spirit —
or we reject God's method of salvation.
But if we are willing to do this, there can be no doubt but God has been working in us, to will and to do of his good pleasure. The promise in our experience is then fulfilled, "Your people shall be willing in the day of your power." Fallen human nature will not approve of God's plan, which makes man nothing — and Christ all in all. Nor will the carnal mind accept salvation on any such terms. Consequently if we are willing, heartily willing to be saved from wrath through him, and prove that willingness by our conduct — we doubtless have the Holy Spirit in us.
5. If in addition to this, we are made honest and SINCERE; and being sensible of the ignorance of our minds and deceitfulness of our hearts — we come to the light of God's word, and to his glorious throne, praying, "Search me, O God, and know my heart, try me, and know my thoughts; and see if there is any wicked way in me, and lead me in the everlasting way!" The sincere Christian dreads deception, and desires to make his "calling and election sure;" he shuns presumption, and would avoid the possibility of mistake. He therefore, bares his conscience to the word of God, and would not play the hypocrite upon any consideration.
Honesty and sincerity of heart in reference to our eternal concerns, is a most important blessing; none possess it but those who are "called, and chosen, and faithful;" and if we are made honest in this sense, it is the grace of God which brings salvation that has made us so, and it is clear we are called with a holy calling.
6. FAITH in Jesus is an evidence of salvation; not believing that he is my Savior, that he "loved me and gave himself for me;" for this is rather the effect of faith than faith itself. Faith is the eye of the soul which discovers the blessing which Jesus has to bestow; and the hand which is stretched out to receive it. Believing in Jesus is . . .
venturing my soul upon his work,
trusting my whole self in his hands,
committing myself to him to be saved in his way, to his glory, as he is revealed in the everlasting gospel.
I feel that I am a sinner, and subscribe to all that God says in his holy word, respecting man as a sinner. I hear of Jesus as both able and willing to save, and I go to him in the exercises of my soul and cry, "Lord, save me!" I gather his answer from his word, and am enabled to lay hold on it by the Holy Spirit.
It requires no depth of wisdom, or mighty effort of mind to believe in Jesus. We simply . . .
credit his word,
confide in his faithfulness,
trust his atonement, and
look for the mercy of God unto eternal life.
Believing in him — we confess him as the Savior God has appointed, the Savior on whom we rely; and if we "confess with the mouth the Lord Jesus, and believe in the heart that God has raised him from the dead — we shall be saved."
Reader, believe on the Lord Jesus Christ — and you shall be saved, for "Whoever believes in the Son has eternal life — but whoever rejects the Son will not see life, for God's wrath remains on him." John 3:36
Are you afraid? Do doubts arise in your mind? The difficulty in your mind arises from misapprehension. You needed a Savior, the gospel informs you of Jesus, who is just suited to your need, and assures you that he will receive and save you. And what is faith? Just receiving this statement and acting upon it. It is . . .
going to Jesus as directed,
receiving Christ as he is presented,
looking to him as invited, and
trusting in him as you are exhorted to do.
Every looking Israelite was healed, and every looking sinner shall be saved — the very looking to Jesus is faith, and proves your saving interest in the promise, "whoever believes shall receive remission of sins."
7. Love is an evidence of salvation.
Love to JESUS is an evidence of interest in the covenant of mercy — love flows from faith. If I believe what the Scriptures say of Jesus, as to the glory of his person, the tenderness of his heart, and the fullness of his grace — then I shall go to him to prove the truth of these important statements, and proving the truth of these precious declarations — how can I do otherwise than love him. If I question his loveliness or his love to me — then I cannot love him; and this is the cause why many of the Lord's little ones droop, and doubt, and fear. They question the truth of his word, and consequently the love of Jesus to them; this contracts and hardens the heart, and if they would give a world to feel love to Jesus. They cannot feel it, until brought cordially to admit the truth of what the scriptures testify in reference to the love and loveliness of Jesus — and then their frozen hearts will melt, and they will love him, because he first loved them.
But we must not always judge of love by warmth of feeling. There has been much warmth, where there has been but little sincere love. We must judge by the habitual state of our heart toward him.
Do you desire above all things to love him, and to be conformed to his will? Are you willing to part with all things for him, and unreservedly trust yourself with him? This is love; when I can trust my eternal interests in his hands, and endeavor constantly to keep his commandments.
Love to HIS PEOPLE because they are his, and are like him — is an infallible evidence of the new birth. "We know that we have passed from death unto life, because we love the brethren." If I love the picture — it is because I know and love the original. I could not love saint as a saint — if I did not know and love Jesus as the Savior of his people. If saints were more like Christ, then we would love them more. But as it is, though they are surrounded with infirmities, we love them; and are consequently entitled to be numbered with them, and to participate in all their joys and sorrows.
If we love Jesus supremely, and saints affectionately — then it is clear that we are created anew in Christ Jesus unto good works.
8. Humility proves we are the blessed of the Lord. If we are humbled under a sense of our sin, ignorance, and desert — we shall . . .
flee for refuge to the Lord Jesus,
receive with meekness the engrafted word;
and ascribe all our salvation to grace!
Nothing but the power of the Spirit of God can effectually . . .
humble the proud heart of man,
shut his mouth before God,
cause him with self-abhorrence to cry, "Guilty, guilty!"
and bring him to receive the kingdom of God as a little child.
Man will be something — but grace makes him nothing. It is the greatest mortification to proud nature, to be indebted to another for salvation, or to go to Heaven as a poor pauper, entirely dependant on the work of Jesus.
To renounce our own judgment,
to submit to be taught of God,
to believe the Word because God speaks it, and
to cleave to Jesus with full purpose of heart —
is genuine humility. The man has nothing to say against the demands or sentence of the holy law; and nothing to object to the provision or requirements of the glorious gospel. But he casts himself entirely on the . . .
unmerited mercy,
rich grace, and
promised compassion of Jehovah.
To this man, will Jehovah look with pleasure and approbation, and with him will he take up his abode. He walks humbly with his God. "Though the Lord is high — yet has he respect unto the lowly." "Blessed are the poor in in spirit — for theirs is the kingdom or Heaven."
9. He who is truly humbled under a sense of sin — pants, prays, and seeks for HOLINESS. He is as much concerned to be sanctified, as saved. He sees . . .
a beauty in holiness — and longs to possess it,
deformity in sin — and seeks to be delivered from it.
He mourns over the sins of others — but more over his own sin. Sin and Hell are always associated in his mind. He views . . .
sin as the root — and Hell as the tree;
sin as the fountain — and Hell as the stream naturally flowing from it.
Every man creates his own Hell — but no man can create his own Heaven. The true Christian must long to be holy — the precepts require it, and the principle of life within him pants for it with inextinguishable ardor. If he could but be holy, he would be happy, therefore he cries, "I shall be satisfied when I awake up in your likeness!" He avoids sin — and desires to be arrayed in all the graces of the Spirit, in all the beauties of holiness. He would be the personification of faith, love, humility and godly zeal. This desire for holiness is a certain evidence of godliness; for "without holiness no man shall see the Lord."
10. Godly FEAR is a covenant blessing, and a proof that we are of God. If we fear God with a filial fear, we fear to offend him and desire above all things to please him. It is not what will men say — but shall I hereby please God? We are taught in his word how to walk and to please him, and godly fear always prompts us to aim at this end. We shall fear to dishonor him in the world, the church, and our families. God is jealous of his glory — and so is a godly man. He desires to glorify him in the body, soul, and spirit, which are God's. He does not run at random — but prays, "What will You have me to do?" He does not make excuse for infirmities — but sighs out, "O that my ways were directed to keep your statutes always!" His motto is, "No peace with sin — no truce with Satan — no friendship with the world!" because these would lead him to dishonor God. He would rather suffer pain, than . . .
grieve the Holy Spirit,
dishonor his heavenly Father,
or wound the Savior.
And when he sees others careless, loose, and licentious; indulging their lusts and giving way to temptations, he says, "I do not do so, because of the fear of the Lord." He startles at sin with, "How shall I do this great wickedness, and sin against God!"
11. Attachment to the WORD OF GOD is a proof that we are of God. Real believers always prize the bible — they love to read it, to think over its contents, and to enjoy its communications. It is as necessary for their souls — as food is for their bodies; they often esteem it more than their necessary food. They would sooner part with all their dainties, than with their bibles. They read it as truth, they believe it as containing the mind of God; and when tempted to think differently, they are grieved and distressed. If the word of God is neglected, they condemn themselves, mourn over their folly before God, and crave his forgiveness. They stay themselves upon the word of God — when assaulted by Satan. They look to it for direction — when bewildered in their path. It is to them as Goliath's sword was to David, for they all say, "There is none like it."
They love the Word because it . . .
sets forth Jesus,
reveals the mind of God,
marks out the path of duty,
affords rich consolations,
and contains a mine of wealth.
They live . . .
believing its doctrines,
trusting its promises,
walking by its precepts, and
deriving encouragement and caution from its histories.
"O how I love your law, it is my meditation all the day. Except your law bad been my delight, my soul had almost dwelt in silence."
12. DISSATISFACTION with everything worldly on account of the imperfections discovered, is another evidence of real spirituality. Nothing under Heaven can satisfy the Christian. Having gone the round, he turns away with disgust and exclaims, "Whom have I in Heaven but you, and there is none upon earth that I desire beside you!" He can find full satisfaction only . . .
in the presence of God,
in the enjoyment of his Savior,
and in the duties of Christianity.
Everything besides appears empty, polluted, and vain. He may be occasionally attracted, and for a season led away from his resting place; but feeling dissatisfied, uneasy, and grieved, he says, "Return unto your rest, O my soul. There's nothing here deserves my joys — there's nothing like my God!"
If nothing can satisfy us but God, he will never put us off with less than himself. The wisdom, justice, the grace discovered in such a state of soul, is from himself; and he will never forsake the work of his own hands. We may learn from, and profit by, his works — but we can only rest in, and be satisfied with
himself. "The Lord is our inheritance. He is our portion forever!"
13. A spirit of PRAYER is from the Lord, and is a proof of our saving interest in his love. "Behold he prays!" If desire for prayer is produced, and the throne of grace is frequented — we are the blessed of the Lord. Prayer is the Christian's breath — he prays as naturally and as habitually as he breathes. And we would as soon think of a man living without respiration — as of a Christian living without prayer.
But do not mistake, prayer is not a form of words — but a sense of need, and a petition for supply. The believer often prays without speaking — while many speak in a form without praying. He goes to Jehovah as naturally as a child to his Father, and as frequently as he feels his wants. He lives in constant fellowship with Heaven. Sometimes he can only sigh or groan — and at other times he can plead with liberty and power. Sometimes he can only look towards the throne of grace — and at others he can wrestle with God and prevail.
His heart inspires his petitions,
the Word of God regulates his desires,
to Jesus he looks as his Intercessor before the throne, and
he continues in prayer notwithstanding discouragements.
He often feels . . .
his heart hard,
his thoughts perplexed,
his mind bewildered, and
his spirit lukewarm.
He is tempted to believe that it is no use for such a one, in such a frame to attempt to pray; but he must confess his faults, tell out his fears, and entreat for mercy in a Savior's name. And though often persuaded that he does not pray, that his attempts cannot be accepted, and that he has neither the gift nor the spirit of prayer — yet he still attempts to find access, and to breathe his sorrows there.
Mere formalists are generally satisfied with their prayers, and too often rest in them. But the real Christian sees his to be so impure, imperfect, and worthless — that he dares not trust in anything but Jesus, his righteousness, and blood.
Can you live without prayer? Can your discouragements make you give over attempting? Are you satisfied with your prayers? Or do you see that they, even the best of them, need to be washed in the precious blood of Jesus? If so, you have light, life, and spirituality; and surely you are one of those whom Jesus loves. Private prayer, from a sense of need, continued under all discouragements, is an evidence that we are the children of God.
14. The CONFLICT between the flesh and the Spirit, is an evidence of grace. If we have a daily exposition of the seventh chapter of the Romans within us — then we are as Paul was. This most Christians have in a greater or less degree: they would do good — but evil is present with them. They would serve the law of God — but are led captive by the law of sin. They hate what they often do — and love what they cannot attain to. They would be holy — but they sin; yet they never excuse sin in themselves, or endeavor to quote scripture to cloak it.
The flesh and the spirit carry on a constant warfare, so that the believer often feels wretched and longs for deliverance. He cannot do the things that he would. Sin will fight when it cannot reign. The warfare will only cease with death.
We daily discover how the flesh misleads us, and we find it spoils all we attempt for God's glory. It creeps into our motives, or turns us aside from our rule, or puffs us up at the end. Thus we feel . . .
the daily need the open fountain,
the renewings of the Holy Spirit, and
a fresh pardon from the hands of Jesus.
The flesh would make us truly miserable — but the riches, plenitude, and permanence of grace prevents it. The love of Jesus is the same — he witnesses the conflict, sympathizes with the sufferer, and cheers him with the assurance, "My grace is sufficient for you!"
The spirit desires only to be devoted to, ruled by, and employed for the Lord; and longs for the happy deliverance promised in God's word. Therefore, the flesh and spirit will strive against each other until the day of death!
15. Separation from the WORLD, from a discovery of its vanity and enmity to God — is an evidence of grace. The world will love its own — but saints are not of the world, even as Jesus was not of the world. They see that it is opposed to God in its spirit, maxims, and works; and that all the cry is "No God for me!" They cannot join with the ungodly world — they become strangers and pilgrims, and desire to leave it. They . . .
pity its state,
condemn its spirit,
protest against its practices,
and yet seek its good.
They witness for God in it, and to it. They sigh and cry because of its abominations, and long for the period when the earth shall be delivered from the bondage of corruption, and there shall be no more curse!
A worldly spirit indulged and enjoyed, is the evidence of a worldly man. But deadness to the world, sympathy with Jesus who was persecuted and crucified in the world, and living above the world in fellowship and communion with God — is the evidence of a spiritual man. The world knows not, loves not the Christian; and the Christian loves not the world, knowing that if any man is in friendship with the world, that he is an enemy of God — "if any man loves the world — the love of the Father is not in him." The whole world lies in the wicked one, how important then to be delivered from the present evil world; and to have our affections set on things above, where Christ sits at the right hand of God.
"Those who are in the flesh, mind and enjoy the things of the flesh; but those who are in the Spirit, mind the things of the spirit."
16. The Lord's people are CHASTENED FOR SIN, and cannot go on in transgression without correction. An enlightened conscience armed with God's word will smite them, the ministry of the word will pierce and penetrate their hearts, and they prove it to be an evil and bitter thing to wander from the Lord their God. Providence joins with Scripture in reproving them for their folly, and the Lord follows them with the rod until they fall at his feet, acknowledge their transgression, and crave his forgiveness.
Mere professors may be allowed to go on and escape the rod when they sin — but "those whom the Lord loves — he chastens; and scourges EVERY one whom he receives." And the Christian will justify his God in using discipline, though it may be sharp — and will bow and listen to the rod, though it speaks against him.
To lay low at the Lord's feet while he smites,
to cleave to him when he frowns,
to plead with him when he speaks against us —
proves that our principles are divine, that we have the Spirit of God, and are heirs of glory!
O for much of that meek humility which . . .
closes the mouth from speaking against any of God's ways,
opens the ear to listen to all his communications,
lays the heart at his feet, and
covers the face with holy shame before him, on account of conscious unworthiness!
The lofty mountain of a proud heart will be dry, withered, and barren; but the low valley of an humble soul will be watered with the dew of Heaven from above, and bear fruit to Jehovah's praise.
"By humility and the fear of the Lord, are riches, and honor, and life."
"Blessed are the poor in spirit, for theirs is the kingdom of God."
"Despise not the chastening of the Almighty."
17. Looking, waiting, and longing for the SECOND COMING of Jesus, is a scriptural evidence of saintship. Jesus has promised to come again and receive us to himself, he has commanded us to be ready for his glorious appearing, and he has assured us that "to those who look for him, he will come the second time without sin, unto salvation."
Love must desire the presence of the beloved object, and must desire his glorification; and he is coming "to be glorified in his saints, and admired in all those who believe." He is now in the Heavens, waiting until his enemies to be made his footstool. The Heavens must retain him, "until the times of the restitution of all things which God has spoken by the mouth of his holy prophets." Faith believes the statements;
hope expects their accomplishment; and
love looks and longs for the time; crying "Come, Lord Jesus, come quickly!"
He will certainly come, to the joy of all such — but all his enemies shall be ashamed. There are some things connected with the coming of Jesus, which may make our flesh tremble — but . . .
to see him as he is;
to be like him; to be with him;
to swell his train and his triumphs;
to witness his glories; and
to participate in his blessedness —
is certainly an object of desire to every believer. We wait for him at the Son of God from Heaven, who has preserved us from the wrath to come!
18. But after all is said, there is no evidence like HABITUAL FELLOWSHIP WITH GOD. To walk with God as our Father, communicating to him all that we fear, feel, and desire; and receiving from him vigor, comfort, and daily preservation — is an evidence which can never be questioned. We walk by faith, that is,
believing his word,
trusting his grace,
and doing his will.
And though darkness and gloom may occasionally surround and even distress us — yet we know that we are of God. It is as natural to us to feed on his word, desire his presence, and seek his love; as it is to the natural child to believe the word, enjoy the presence, and be happy in the love of a kind and tender parent. Our God is love, and believing this, we rely on him, walk with him, and look for his mercy unto eternal life.
Beloved reader, endeavor to realize the truth and importance of scripture; to live and act as in the immediate presence of God; and to refresh the mind daily by a view of the perfect work of Jesus, on the ground of which God justifies the ungodly, and walks with poor sinners in peace and love. Stand out from the world — be separate; live by faith, believing God's gracious testimony; lay humbly before the Lord, under a sense of unworthiness; and endeavor to realize daily, your union to Christ, and relation to God as a Father through him. So shall peace be with you, and love with faith from our Lord Jesus Christ, who is our only hope.
But a caution may be necessary; these pages may be read by a self-assured professor, one who has light in the head — but no grace in the heart; who substitutes notions — for divine operations; and a sound creed — for a converted soul.
My fellow sinner, unless your heart is broken for sin, and broken from sin; unless your religion leads you to Jesus as a poor, wretched, hell-deserving sinner; and unless you are united to him, and his life is manifest in you — your religion is but like the dream of a night vision! It may he pleasing — but it will prove a fearful delusion. Nothing but heart work in religion will stand! Mere head knowledge will vanish away, every false covering will one day be stripped off, and unless you are clothed in the righteousness of Jesus, and internally sanctified by the Holy Spirit — a dreadful sentence will be passed on you, never to be repealed. O fearful case, to be dreaming of happiness — and to find misery — misery as deep and lasting as the desert of sin, and the existence of God!
Is it a poor thoughtless sinner that is reading these pages? I have a message from God unto you. "Except you are born again, and converted to God — you cannot see the kingdom of Heaven." If you have not the Spirit of Christ — then you are none of his. If you love not the Lord Jesus Christ in sincerity and truth — then you will be accursed when the Lord comes! Unless you are found in Christ — your death will be melancholy, and your eternal destiny indescribably dreadful!
There is mercy to be obtained NOW — this is emphatically "the day of salvation!" But the day will soon close — and a tremendous night of darkness, anger, and woe will set in upon you. A neglected bible, a slighted gospel, a rejected Savior — will all witness against you! And through eternity, you will condemn your present course and curse your folly.
Satan is seeking your destruction, your own hearts are deceiving you, and perhaps the conduct of some professors may cause you to stumble; but remember, "Every man must give an account of HIMSELF to God; and receive according to the deeds done in the body, whether they be good or evil."
Look well to the foundation on which you build your hope; dig deep and lay that foundation on a rock — even on Christ Jesus. And then you may be happy in time — for you are safe for eternity. "Whoever believes on him shall not be ashamed." He will appear to their joy, and their enemies shall be confounded. Hear then the warning voice, act upon the directions given you in the gospel, make sure work for eternity, and all shall be well.
Class 50 50021 runs into Truro with the 12:45 Penzance to Crewe parcels and Perishables train. 07/07/1975.
image Kevin Connolly - All rights reserved so please do no use this without my explicit permission....
The Elijah Oliver cabin sits .50 miles from the loop road in Cades Cove
Built in 1866, Oliver's home is a handsome cabin. The spring house is one of the most interesting features and is the only one in the cove still intact on-site and accessible to the public. Spring houses were built over trickling springs to protect the family's water supply. It also served as refrigeration for milk, butter, eggs, and other perishables.
Elijah Oliver was deacon and clerk of the Primitive Baptist Church in Cades Cove for 37 years. He was also renowned as an excellent hunter who could average three to six deer in a good day. Venison was a favorite of the cove people; however, during the Civil War, gunpowder was so scarce that Oliver resorted to trapping squirrels and rabbits.
Cades Cove people were well known for their hospitality and neighborly kindness. Visiting was the order on Saturday and Sunday nights and folks would sit around sharing tall tales, jokes, puzzles, and proverbs.
Cove residents also made room for strangers. They framed in their porches to create little rooms for overnight guests traveling through. Elijah Oliver enclosed his front porch to serve as a "stranger room" or an "Elijah room" (named after the biblical prophet, not Oliver).
Angkor Thom located in present-day Cambodia, was the last and most enduring capital city of the Khmer Empire. It was established in the late twelfth century by King Jayavarman VII. 170 It covers an area of 9 km², within which are located several monuments from earlier eras as well as those established by Jayavarman and his successors. At the centre of the city is Jayavarman's state temple, the Bayon, with the other major sites clustered around the Victory Square immediately to the north. The site is one of the major tourist attractions of southeast Asia.
Angkor Thom (Khmer: អង្គរធំ) is the transform name from another alternative name of Nokor Thom (Khmer: នគរធំ), which is believed to be the correct one, due to neglect of calling it in incorrect pronunciation. The word Nokor (Khmer: នគរ, Nôkô) is literally derived from Sanskrit word of Nagara (Devanāgarī: नगर), which means City, combining with Khmer word Thom (Khmer: ធំ, Thum), which means Big or Great so as to form Nokor Thom then being altered to current name of Angkor Thom.
Angkor Thom was established as the capital of Jayavarman VII's empire, and was the centre of his massive building program. One inscription found in the city refers to Jayavarman as the groom and the city as his bride.: 121
Angkor Thom seems not to be the first Khmer capital on the site, however. Yasodharapura, dating from three centuries earlier, was centred slightly further northwest, and Angkor Thom overlapped parts of it. The most notable earlier temples within the city are the former state temple of Baphuon, and Phimeanakas, which was incorporated into the Royal Palace. The Khmers did not draw any clear distinctions between Angkor Thom and Yashodharapura: even in the fourteenth century an inscription used the earlier name.: 138 The name of Angkor Thom—great city—was in use from the 16th century.
The last temple known to have been constructed in Angkor Thom was Mangalartha, which was dedicated in 1295. Thereafter the existing structures continued to be modified from time to time, but any new creations were in perishable materials and have not survived.
The Ayutthaya Kingdom, led by King Borommarachathirat II, sacked Angkor Thom, forcing the Khmers under Ponhea Yat to relocate their capital southeast to Phnom Penh.: 29
Angkor Thom was abandoned some time prior to 1609, when an early western visitor wrote of an uninhabited city, "as fantastic as the Atlantis of Plato".: 140 It is believed to have sustained a population of 80,000–150,000 people.
The Poem of Angkor Wat composed in Khmer verse in 1622 describes the beauty of Angkor Thom.
Angkor Thom is in the Bayon style. This manifests itself in the large scale of the construction, in the widespread use of laterite, in the face-towers at each of the entrances to the city and in the naga-carrying giant figures which accompany each of the towers.
The city lies on the west bank of the Siem Reap River, a tributary of Tonle Sap, about a quarter of a mile from the river. The south gate of Angkor Thom is 7.2 km north of Siem Reap, and 1.7 km north of the entrance to Angkor Wat. The walls, 8 m high and flanked by a moat, are each 3 km long, enclosing an area of 9 km². The walls are of laterite buttressed by earth, with a parapet on the top. There are gates at each of the cardinal points, from which roads lead to the Bayon at the centre of the city. As the Bayon itself has no wall or moat of its own, those of the city are interpreted by archaeologists as representing the mountains and oceans surrounding the Bayon's Mount Meru.[8]: 81 Another gate—the Victory Gate—is 500 m north of the east gate; the Victory Way runs parallel to the east road to the Victory Square and the Royal Palace north of the Bayon. It is around 30 minutes from central Siem Reap.
The faces on the 23 m towers at the city gates, which are later additions to the main structure, take after those of the Bayon and pose the same problems of interpretation. They may represent the king himself, the bodhisattva Avalokiteshvara, guardians of the empire's cardinal points, or some combination of these. A causeway spans the moat in front of each tower: these have a row of devas on the left and asuras on the right, each row holding a naga in the attitude of a tug-of-war. This appears to be a reference to the myth, popular in Angkor, of the Churning of the Sea of Milk. The temple-mountain of the Bayon, or perhaps the gate itself,: 82 would then be the pivot around which the churning takes place. The nagas may also represent the transition from the world of men to the world of the gods (the Bayon), or be guardian figures. The gateways themselves are 3.5 by 7 m, and would originally have been closed with wooden doors.: 82 The south gate is now by far the most often visited, as it is the main entrance to the city for tourists. At each corner of the city is a Prasat Chrung—corner shrine—built of sandstone and dedicated to Avalokiteshvara. These are cruciform with a central tower, and orientated towards the east.
Within the city was a system of canals, through which water flowed from the northeast to the southwest. The bulk of the land enclosed by the walls would have been occupied by the secular buildings of the city, of which nothing remains. This area is now covered by forest.
Most of the great Angkor ruins have vast displays of bas-relief depicting the various gods, goddesses, and other-worldly beings from the mythological stories and epic poems of ancient Hinduism (modified by centuries of Buddhism). Mingled with these images are actual known animals, like elephants, snakes, fish, and monkeys, in addition to dragon-like creatures that look like the stylized, elongated serpents (with feet and claws) found in Chinese art.
But among the ruins of Ta Prohm, near a huge stone entrance, one can see that the "roundels on pilasters on the south side of the west entrance are unusual in design."
What one sees are roundels depicting various common animals—pigs, monkeys, water buffaloes, roosters and snakes. There are no mythological figures among the roundels, so one can reasonably conclude that these figures depict the animals that were commonly seen by the ancient Khmer people in the twelfth century.
April, 2023: She had egregiously placed a plastic container (of prune juice, no less) in the can designated for perishable garbage. But the copious camera footage captured doesn't lie. She was tried and convicted on charges of wanton and deliberate misuse of city-owned sanitation receptacles, which is a felony in New York. She received a life sentence. Had this crime been committed in nearby Connecticut, the sentence would have placed her squarely on death row. Question: Does this crime warrant the death penalty?!?!
The Flickr Lounge-Cupboard Love
When Covid started these little pantry cupboards were popping up all over the place. They were filled with non-perishables to help out people who lost their jobs.
At daybreak on a cool morning, a very short southbound "Super Fruit" originating at Wallula, Washington blasts up the Cold Springs grade, leaving behind the Columbia River and the snow-dusted cliffs of the Wallula Gap. This train of Pacific Northwest refrigerated perishables is ultimately destined for Rotterdam, New York. We are right at the transition of seasons, as the last bits of snow melt away, soon to give way to the vibrant green grasses of spring. The discerning eye may pick out westbound Amtrak 27, the "Baby Builder" across the river on its journey to Portland.
Surely something resides in this heart that is not perishable - and life is more than a dream.
Words by Mary Wollstonecraft
Nationality: British
Female Writer
Born: April 27, 1759
Died: September 10, 1797
Mary's daughter later became Mary Shelley, the author of Frankenstein.
.
Before iceboxes came into regular use, pie safes were used to store pies, bread, meat, and other perishables. This was to protect them from insects and vermin.
-- Wikipedia
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Merchant's House Museum,
29 East Fourth Street, New York
What you are looking at is accumulated water on the bottom of Nickel Plate Road 763's smokebox, which was swung open during the steam locomotive's cosmetic restoration effort at Morgan Run.
Nickel Plate Road No. 763 is a class "S-2" 2-8-4 "Berkshire" type steam locomotive. It was built in August 1944 by the Lima Locomotive Works in Lima, Ohio, as the ninth engine of its class. It is a high powered fast freight locomotive that carried perishables between Chicago and Buffalo, New York.
763 was retired from service on the NKP and is currently on display at the Age of Steam Roundhouse in Sugarcreek, Ohio.
Just a little industrial art...
I've always found these brick ghost signs fascinating. It's from another era of graphic design when everything was hand-painted and downtown buildings were adorned in bold, colorful murals. This 1903 building was once the Port Huron Artificial Ice Company, producing the frozen stuff for use in household ice boxes. Lake Huron and by extension, the St. Clair River, provided plenty of ice to keep perishables preserved through Michigan's hot summers.
45623 Palestine has just passed Mirfield and is nearing Thornhill LNW Junction with a lengthy perishables freight from the Lancashire direction. 16 September 1961.
Baker’s Van, 1850s
Because of the perishable nature of bread, it was the custom for bakers to do a daily delivery to households in the same way milk is still delivered today. Loaves were carried on the roof of the van as well as inside. Bakers’ vans continued to be used until the 1940s, when preservatives gave bread a longer shelf-life which made it unnecessary for people to buy it daily.
George Mossman of Caddington, near Luton, collected, drove, restored and constructed horse-drawn vehicles for over fifty years.
On leaving school, his love of horses led him to work in Panter's butcher shop in Park Street, St Albans. This enabled him to work with horse-drawn vans, which delivered meat to customers. It also left him with a lifelong interest in horse-drawn transport, which he pursued in parallel with his farming and other business activities. His collection of vehicles was donated to the museum in 1991. Many were used in television productions and films including Ben Hur and Carry on Dick. The Mossman carriage collection is the largest collection of its kind on display in the UK. www.lutonculture.com/stockwood-discovery-centre/gardens-a...
Burlington Northern Railroad 454890 at Cicero, Illinois on an unknown day in October 1979, Kodachrome by Chuck Zeiler. The following is from en.wikipedia.org/wiki/Refrigerator_car :
In 1969, the Northern Pacific Railroad ordered a number of modified covered hopper cars from American Car and Foundry for transporting perishable food in bulk. The 55-foot ( 16.76 m ) long cars were blanketed with a layer of insulation, equipped with roof hatches for loading, and had center-flow openings along the bottom for fast discharge. A mechanical refrigeration unit was installed at each end of the car, where sheet metal ducting forced cool air into the cargo compartments. The units, rated at 100 short tons (91 t; 89 long tons) capacity ( more than twice that of the largest conventional refrigerator car of the day ) were economical to load and unload, as no secondary packaging was required. Apples, carrots, onions, and potatoes were transported in this manner with moderate success. Oranges, on the other hand, tended to burst under their own weight, even after wooden baffles were installed to better distribute the load. The Santa Fe Railway leased 100 of the hoppers from ACF, and in April 1972 purchased 100 new units, known as "Conditionaire" cars. The cars' irregular, orange-colored outer surface ( though darker than the standard AT&SF yellow-orange used on reefers ) tended to collect dirt easily, and proved difficult to clean. Santa Fe eventually relegated the cars to more typical, non-refrigerated applications.
A community-wide toy and food drive will be sweeping across Chatham-Kent once again.
Officials with the community drive are asking people to put gifts, such as toys, non-perishable food items, and clothing, on their porches at noon on November 19, 2022, and volunteers will pick them up for those in need this holiday season
Angkor Thom (literally: "Great City"), located in present day Cambodia, was the last and most enduring capital city of the Khmer empire. It was established in the late twelfth century by king Jayavarman VII. It covers an area of 9 km², within which are located several monuments from earlier eras as well as those established by Jayavarman and his successors. At the centre of the city is Jayavarman's state temple, the Bayon, with the other major sites clustered around the Victory Square immediately to the north. Angkor Thom was established as the capital of Jayavarman VII's empire, and was the centre of his massive building programme.
The last temple known to have been constructed in Angkor Thom was Mangalartha, which was dedicated in 1295. Thereafter the existing structures continued to be modified from time to time, but any new creations were in perishable materials and have not survived.
-
Angkor Thom fue la ciudad real intramuros fortificada construida por Jayavarman VII (1181 - c. 1220), rey del Imperio jemer, al final del siglo XII, luego que Angkor fuera conquistada y destruida por los Chams.
La ciudad real fue construida al lado del río Siam Reap, con un área de 9 km2 siguiendo la forma casi cuadrada de 3 km de lado, rodeada de un pozo y de un muro de 8 metros de alto. El palacio real actual fue construido durante el reino de Suryavarman I 150 años antes. Según la leyenda, el rey pasaba parte de cada noche con la reina Sol en el Palacio Celestial que forma parte de esta construcción.
Angkor Thom fue construido dentro de la cosmogonía hindú, dedicado al Dios Visnu, aunque más tarde se dedicaría al tardío budismo. En el centro de Angkor Thom está el Bayón, que fue el templo de Jayavarman VII. Es conocido por sus torres, con la cara de Buda por los cuatro lados; las paredes estaban cubiertas de relieves mostrando escenas de la vida del rey y del pueblo.
WEEK 39 – Covington Kroger Closing, Set 2
It’s growing to be a tradition of mine to try and check out the clearance section of just about every Kroger I visit, just to see whatever deals they have hiding away in there; and while that section is often hidden away down some random aisle, I feel like I’m getting better at cracking Kroger’s code for that – normally it’s for sure down one of the nonfoods aisles, hidden away in some random spot near the middle where it’s not that easy to see if you’re peering down the aisle from the edge. That formula holds mostly true in this Covington store, too, although you’ll note that the eye-catching bright pink, blue, and yellow “CLEARANCE” signage looks more designed to draw attention rather than to avoid it; so, too, do the vertical signs affixed to either edge of the shelves, making this probably the most attention-seeking Kroger clearance aisle that I think I’ve seen.
What’s even more interesting is that I have not seen this particular style of clearance décor in any other Kroger store; any thought that it’s simply dated, though, is dispelled by the presence of the blue-rimmed Kroger logo, which wasn’t around for that awful long, indicating it’s actually probably quite new. Moreover, here in Covington, we’ve seen this clearance signage not only here in its normal spot in the clearance aisle, but also all over the store – refer back to these pics, for example (we’ll also see at least one more example before our stour is over).
All of this has me yet again thinking that this store was for sure an underperformer for Kroger, the way they had clearance merchandise spread all over the store and introduced custom, eye-grabbing décor to call attention to the items. It seems like perishable goods in particular may have had a really tough time of selling before they reached expiration at this location: not good for a grocery store, at all.
(c) 2021 Retail Retell
These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)
Angkor Thom located in present-day Cambodia, was the last and most enduring capital city of the Khmer Empire. It was established in the late twelfth century by King Jayavarman VII. 170 It covers an area of 9 km², within which are located several monuments from earlier eras as well as those established by Jayavarman and his successors. At the centre of the city is Jayavarman's state temple, the Bayon, with the other major sites clustered around the Victory Square immediately to the north. The site is one of the major tourist attractions of southeast Asia.
Angkor Thom (Khmer: អង្គរធំ) is the transform name from another alternative name of Nokor Thom (Khmer: នគរធំ), which is believed to be the correct one, due to neglect of calling it in incorrect pronunciation. The word Nokor (Khmer: នគរ, Nôkô) is literally derived from Sanskrit word of Nagara (Devanāgarī: नगर), which means City, combining with Khmer word Thom (Khmer: ធំ, Thum), which means Big or Great so as to form Nokor Thom then being altered to current name of Angkor Thom.
Angkor Thom was established as the capital of Jayavarman VII's empire, and was the centre of his massive building program. One inscription found in the city refers to Jayavarman as the groom and the city as his bride.: 121
Angkor Thom seems not to be the first Khmer capital on the site, however. Yasodharapura, dating from three centuries earlier, was centred slightly further northwest, and Angkor Thom overlapped parts of it. The most notable earlier temples within the city are the former state temple of Baphuon, and Phimeanakas, which was incorporated into the Royal Palace. The Khmers did not draw any clear distinctions between Angkor Thom and Yashodharapura: even in the fourteenth century an inscription used the earlier name.: 138 The name of Angkor Thom—great city—was in use from the 16th century.
The last temple known to have been constructed in Angkor Thom was Mangalartha, which was dedicated in 1295. Thereafter the existing structures continued to be modified from time to time, but any new creations were in perishable materials and have not survived.
The Ayutthaya Kingdom, led by King Borommarachathirat II, sacked Angkor Thom, forcing the Khmers under Ponhea Yat to relocate their capital southeast to Phnom Penh.: 29
Angkor Thom was abandoned some time prior to 1609, when an early western visitor wrote of an uninhabited city, "as fantastic as the Atlantis of Plato".: 140 It is believed to have sustained a population of 80,000–150,000 people.
The Poem of Angkor Wat composed in Khmer verse in 1622 describes the beauty of Angkor Thom.
Angkor Thom is in the Bayon style. This manifests itself in the large scale of the construction, in the widespread use of laterite, in the face-towers at each of the entrances to the city and in the naga-carrying giant figures which accompany each of the towers.
The city lies on the west bank of the Siem Reap River, a tributary of Tonle Sap, about a quarter of a mile from the river. The south gate of Angkor Thom is 7.2 km north of Siem Reap, and 1.7 km north of the entrance to Angkor Wat. The walls, 8 m high and flanked by a moat, are each 3 km long, enclosing an area of 9 km². The walls are of laterite buttressed by earth, with a parapet on the top. There are gates at each of the cardinal points, from which roads lead to the Bayon at the centre of the city. As the Bayon itself has no wall or moat of its own, those of the city are interpreted by archaeologists as representing the mountains and oceans surrounding the Bayon's Mount Meru.[8]: 81 Another gate—the Victory Gate—is 500 m north of the east gate; the Victory Way runs parallel to the east road to the Victory Square and the Royal Palace north of the Bayon. It is around 30 minutes from central Siem Reap.
The faces on the 23 m towers at the city gates, which are later additions to the main structure, take after those of the Bayon and pose the same problems of interpretation. They may represent the king himself, the bodhisattva Avalokiteshvara, guardians of the empire's cardinal points, or some combination of these. A causeway spans the moat in front of each tower: these have a row of devas on the left and asuras on the right, each row holding a naga in the attitude of a tug-of-war. This appears to be a reference to the myth, popular in Angkor, of the Churning of the Sea of Milk. The temple-mountain of the Bayon, or perhaps the gate itself,: 82 would then be the pivot around which the churning takes place. The nagas may also represent the transition from the world of men to the world of the gods (the Bayon), or be guardian figures. The gateways themselves are 3.5 by 7 m, and would originally have been closed with wooden doors.: 82 The south gate is now by far the most often visited, as it is the main entrance to the city for tourists. At each corner of the city is a Prasat Chrung—corner shrine—built of sandstone and dedicated to Avalokiteshvara. These are cruciform with a central tower, and orientated towards the east.
Within the city was a system of canals, through which water flowed from the northeast to the southwest. The bulk of the land enclosed by the walls would have been occupied by the secular buildings of the city, of which nothing remains. This area is now covered by forest.
Most of the great Angkor ruins have vast displays of bas-relief depicting the various gods, goddesses, and other-worldly beings from the mythological stories and epic poems of ancient Hinduism (modified by centuries of Buddhism). Mingled with these images are actual known animals, like elephants, snakes, fish, and monkeys, in addition to dragon-like creatures that look like the stylized, elongated serpents (with feet and claws) found in Chinese art.
But among the ruins of Ta Prohm, near a huge stone entrance, one can see that the "roundels on pilasters on the south side of the west entrance are unusual in design."
What one sees are roundels depicting various common animals—pigs, monkeys, water buffaloes, roosters and snakes. There are no mythological figures among the roundels, so one can reasonably conclude that these figures depict the animals that were commonly seen by the ancient Khmer people in the twelfth century.
Late summer, 1967: You can almost feel the rumble reverberating through the ground as a Union Pacific train climbs the grade into the Wyoming Mountains west of Diamondville. GE U50 No. 47 is working solo, thanks to its impressive 5,000 horsepower. The big locomotive was part of a short-lived experiment in high-horsepower single units, and its performance here shows why it earned respect. The aging PFE reefers are witnessing the last years of ice-cooled perishable service.
This is John Figie's sound-equipped Athearn model with club-owned freight cars.
Photo by John Figie.
Visit the HO scale NAPM club on-line at www.napmltd.com.
46233 Duchess of Sutherland climbing Shap past my overnight camp site near Little Strickland heading an up perishables freight including some loaded cattle wagons at the front. 13 April 1963.
Exactly one our on the dot after shooting them heading east on the street destined for Burnham on the surviving portion of the old PRR Milroy Branch, the JVRR was back heading west.
Here is the Juniata Valley Railroad heading wet on Water Street with two gondolas picked up at the big Standard Steel mill in Burnham. Leading the train in sharp PRR styled heritage paint is SW900 2106 blt. Nov. 1953 for the Pittsburgh and Shawmut Railroad as their number 236.
After leaving the yard and interchange with NS the line crosses the Juniata River then immediately enters Water Street for 3/10ths of a mile down the road. Lewiston also features a second stretch of street running on the Maitland Branch just east of the junction, but they didn't go that way today.
A bit of history from the North Shore Companies web site:
Today, Juniata Valley Railroad is an 18.5 mile short line that interchanges with Norfolk Southern in Lewistown, PA. JVRR delivers commodities that vary from scrap and finished metals to plastics, fertilizer and pulp. The infrastructure is owned by SEDA-COG JRA (Susquehanna Economic Development Association - Council of Governments Joint Rail Authority).
The Juniata Valley Railroad was incorporated in 1996 to assume from Conrail the operation of the three branch lines radiating out of Lewistown. These lines include remnants of the former railroads extending to Selinsgrove and to Milroy, and the branch to the West Mifflin Industrial Park. The Pennsylvania Railroad (PRR) had been incorporated in 1846, to construct from Harrisburg to Pittsburgh. Three years later (1849) Lewistown became its first western terminus, and industry quickly developed due to the proximity of the Juniata iron ores.
The Freedom Forge at Burnham/Yeagertown had been producing pig iron from these ores since 1795, and was acquired by Andrew Carnegie in 1865. The Mifflin & Centre County Railroad (M&C RR) was projected to build northward through this iron belt, from Lewistown to Milesburg, in 1860. Construction began in 1863, and by 1865 the line extended only 12 miles to Milroy, there being no favorable route northward over Seven Mountains to Milesburg. The PRR leased the M&CC RR in May 1865, and for years handled enormous traffic to and from Burnham Steel Company, successor to the Freedom Forge. The north end of the line was abandoned in segments between 1976 and 1980.
Entrepreneurs also projected a line eastward from Lewistown to the Susquehanna River at Selinsgrove and Port Trevorton, incorporating the Middle Creek Railroad in 1865. Despite having constructed some roadbed, this line was waning by 1870. It was reincorporated as the Sunbury & Lewistown Railroad in 1870, opened from Lewistown to Selinsgrove, 43.5 miles, on December 1, 1871, and immediately leased by the PRR.
But the traffic was rural and the little line was foreclosed in 1874. It was reincorporated again in 1874 and immediately leased “by PRR interests.” Under PRR control, it served as an important shortcut for moving Wilkes-Barre anthracite westward, avoiding Harrisburg, and for moving perishables to New York markets via interchange with the Lehigh Valley Railroad at Mt. Carmel, avoiding both Harrisburg and Philadelphia. With the industrial decline of the 1950s, the middle of the line was taken up beginning in 1957. Conrail operated the line from 1976 until the Juniata Valley RR became the operator August 19,1996.
Lewistown, Pennsylvania
Friday July 31, 2020
At Blue Island, on the south side of Chicago, lines of the Grand Trunk Western, Indiana Harbor Belt, CSX, Baltimore and Ohio Chicago Terminal and Rock Island intersected. Trains of other railroads also passed through here using these railroads to get to each others yards. Taken from the right of way of the Rock Island which passed overhead, an eastbound GTW perishable train was passing through the junction in summer 1985. This is still one of the best junctions to visit in the Chicago area with a public street crossing where you can see the small tower. This tower was manned by GTW personnel who manually lowered crossing gates as trains passed through.
A Southern Pacific locomotive rushes PFE reefers full of perishable produce to market. As seen at the Spring 2017, Rocky Mountain Train Show.
Angkor Thom located in present-day Cambodia, was the last and most enduring capital city of the Khmer Empire. It was established in the late twelfth century by King Jayavarman VII. 170 It covers an area of 9 km², within which are located several monuments from earlier eras as well as those established by Jayavarman and his successors. At the centre of the city is Jayavarman's state temple, the Bayon, with the other major sites clustered around the Victory Square immediately to the north. The site is one of the major tourist attractions of southeast Asia.
Angkor Thom (Khmer: អង្គរធំ) is the transform name from another alternative name of Nokor Thom (Khmer: នគរធំ), which is believed to be the correct one, due to neglect of calling it in incorrect pronunciation. The word Nokor (Khmer: នគរ, Nôkô) is literally derived from Sanskrit word of Nagara (Devanāgarī: नगर), which means City, combining with Khmer word Thom (Khmer: ធំ, Thum), which means Big or Great so as to form Nokor Thom then being altered to current name of Angkor Thom.
Angkor Thom was established as the capital of Jayavarman VII's empire, and was the centre of his massive building program. One inscription found in the city refers to Jayavarman as the groom and the city as his bride.: 121
Angkor Thom seems not to be the first Khmer capital on the site, however. Yasodharapura, dating from three centuries earlier, was centred slightly further northwest, and Angkor Thom overlapped parts of it. The most notable earlier temples within the city are the former state temple of Baphuon, and Phimeanakas, which was incorporated into the Royal Palace. The Khmers did not draw any clear distinctions between Angkor Thom and Yashodharapura: even in the fourteenth century an inscription used the earlier name.: 138 The name of Angkor Thom—great city—was in use from the 16th century.
The last temple known to have been constructed in Angkor Thom was Mangalartha, which was dedicated in 1295. Thereafter the existing structures continued to be modified from time to time, but any new creations were in perishable materials and have not survived.
The Ayutthaya Kingdom, led by King Borommarachathirat II, sacked Angkor Thom, forcing the Khmers under Ponhea Yat to relocate their capital southeast to Phnom Penh.: 29
Angkor Thom was abandoned some time prior to 1609, when an early western visitor wrote of an uninhabited city, "as fantastic as the Atlantis of Plato".: 140 It is believed to have sustained a population of 80,000–150,000 people.
The Poem of Angkor Wat composed in Khmer verse in 1622 describes the beauty of Angkor Thom.
Angkor Thom is in the Bayon style. This manifests itself in the large scale of the construction, in the widespread use of laterite, in the face-towers at each of the entrances to the city and in the naga-carrying giant figures which accompany each of the towers.
The city lies on the west bank of the Siem Reap River, a tributary of Tonle Sap, about a quarter of a mile from the river. The south gate of Angkor Thom is 7.2 km north of Siem Reap, and 1.7 km north of the entrance to Angkor Wat. The walls, 8 m high and flanked by a moat, are each 3 km long, enclosing an area of 9 km². The walls are of laterite buttressed by earth, with a parapet on the top. There are gates at each of the cardinal points, from which roads lead to the Bayon at the centre of the city. As the Bayon itself has no wall or moat of its own, those of the city are interpreted by archaeologists as representing the mountains and oceans surrounding the Bayon's Mount Meru.[8]: 81 Another gate—the Victory Gate—is 500 m north of the east gate; the Victory Way runs parallel to the east road to the Victory Square and the Royal Palace north of the Bayon. It is around 30 minutes from central Siem Reap.
The faces on the 23 m towers at the city gates, which are later additions to the main structure, take after those of the Bayon and pose the same problems of interpretation. They may represent the king himself, the bodhisattva Avalokiteshvara, guardians of the empire's cardinal points, or some combination of these. A causeway spans the moat in front of each tower: these have a row of devas on the left and asuras on the right, each row holding a naga in the attitude of a tug-of-war. This appears to be a reference to the myth, popular in Angkor, of the Churning of the Sea of Milk. The temple-mountain of the Bayon, or perhaps the gate itself,: 82 would then be the pivot around which the churning takes place. The nagas may also represent the transition from the world of men to the world of the gods (the Bayon), or be guardian figures. The gateways themselves are 3.5 by 7 m, and would originally have been closed with wooden doors.: 82 The south gate is now by far the most often visited, as it is the main entrance to the city for tourists. At each corner of the city is a Prasat Chrung—corner shrine—built of sandstone and dedicated to Avalokiteshvara. These are cruciform with a central tower, and orientated towards the east.
Within the city was a system of canals, through which water flowed from the northeast to the southwest. The bulk of the land enclosed by the walls would have been occupied by the secular buildings of the city, of which nothing remains. This area is now covered by forest.
Most of the great Angkor ruins have vast displays of bas-relief depicting the various gods, goddesses, and other-worldly beings from the mythological stories and epic poems of ancient Hinduism (modified by centuries of Buddhism). Mingled with these images are actual known animals, like elephants, snakes, fish, and monkeys, in addition to dragon-like creatures that look like the stylized, elongated serpents (with feet and claws) found in Chinese art.
But among the ruins of Ta Prohm, near a huge stone entrance, one can see that the "roundels on pilasters on the south side of the west entrance are unusual in design."
What one sees are roundels depicting various common animals—pigs, monkeys, water buffaloes, roosters and snakes. There are no mythological figures among the roundels, so one can reasonably conclude that these figures depict the animals that were commonly seen by the ancient Khmer people in the twelfth century.
A northbound San Joaquin races past the BNSF yard at Empire (Modesto) CA. This year primarily serves as an interchange between the BNSF and the Modesto Empire Traction, who serves all of the industries in Modesto. This yard also takes unit grain and cottonseed trains. This yard combines its outbound traffic with Riverbank Yard less than 10 miles north to form a daily manifest train to Barstow. The train is primarily made up of perishables and wine/ beer. This makes the MODBAR a high priority train.
IMO: 9194476
MMSI: 538005038
Call Sign: V7AO7
Flag: Marshall Is [MH]
AIS Vessel Type: Cargo
Gross Tonnage: 9649
Deadweight: 11791 t
Length Overall x Breadth Extreme: 144.52m × 21.8m
Year Built: 1999
Status: Active.
A reefer ship is a refrigerated cargo ship, typically used to transport perishable commodities which require temperature-controlled transportation, such as fruit, meat, fish, vegetables, dairy products and other foods.
Long ago, on the Milwaukee Road's transcontinental mainline, ran a perishables train called the XL Special. The Southern Indiana lines didn't have much besides coal, but one segment had a double daily train of 50 cars for a power plant north of Terre Haute. Given that it made the line busier and ran on a schedule it was dubbed the "XL" and ran for may years.
Indiana Rail Road took over the Southern Indiana lines in April of 2006 and the XL continued to live. The trains were now larger in car size and number (75 cars) but only ran once per day. Here in 2009, the southbound empty XL is about to pass a Milwuakee signal for the CSX (NYC) crossing at Preston interlocking on the north side of Terre Haute. It will reload at Peabody Energy's Famersburg Mine near Blackhawk. As the years passed, the XL ran less and less, and a replacement plant was built elsewhere. The last of the XL coal trains ran in 2014.
Body and snow courtesy of: Dimager Stock.
Face courtesy of: Andromidus Stock.
Textures by me.
Final processing by me and nameless
ESPAÑOL:
Hace tanto que olvide si pienso en lo que siento
o siento lo que pienso ,y en lo que no va a durar
Fugaz. Perecedero.
Puede que lo intente ocultar: ni siento ni padezco
frío sin consuelo, sensación que debo borrar
cambiar.
Los glaciales helados almacenan pecados
y sueños que quedaron atrás,
una pequeña edad de hielo es un mal verdadero
sabiendo que ya llega el final de esta relación glacial.
Por miedo me negué a vencer
se impuso la tristeza tu reacción opuesta
fue un evento accidental, no hay resentimiento.
Un calentamiento global fundirá el recelo,
ocasión para dialogar : pactar.
Los amantes helados almacenan pecados
secretos que conviene contar.
Una pequeña edad de hielo es un mal pasajero
sabiendo que la hoguera no arderá
en este invierno polar ...
Y si es estar por estar mejor lo dejamos ya ,
después de tanto desden habrá que reconocer,
que el sol no va a calentar tu indiferencia,
la nieve de tu corazón.
ENGLISH:
There is long time since I forgot
if I think what I feel
or I feel what I think,
in what will not last long
transient, perishable.
I may try to hide it
that I neither suffer or feel
a cold comfort
a feeling that I must delete, change.
The glacial ices
Store sins and dreams they been left behind
A little ice age seems so real
when you know that the end is near:
in this glacial relationship.
I refused to surrender for fear
a imposed sadness
while your opposite reaction
was an accidental event.
There is not resentment
but a global warming
that will melt the suspicion
and an opportunity to talk.
We are iced lovers storing sins
secrets that we should shout out loud.
A little ice age seems so real
knowing that my bonfire
will not burn eternally
in this endless polar winter.
And if all this it’s remain for remain
I better leave you now.
After all we have to recognize
that the sun will not warm
the indifference: your snow’s heart.
The Normanton Railway Terminus:
The railway complex at Normanton consists of the major buildings of an important inland railway terminus connecting this port with the goldfield at Croydon.
A railway line between Normanton and Cloncurry had been discussed as early as 1883 and was approved by Parliament in 1886. This was a difficult stretch for carriers and a rail link would have been valuable to pastoral stations in the area and would also have served the Cloncurry Copper Mine. It was at the time intended to eventually link the new line with the Great Northern Railway connecting Charters Towers and the important port of Townsville. However, in November 1885 a major gold strike was reported at Belmore Station, 145 km east of Normanton and by the end of 1886 the population of the Croydon field was 2000 and 6000 in the following year. Transportation was a major problem and access to this field became more important than the link to Cloncurry. It was decided to divert the line to Croydon. Tenders were called in July 1887 and the first section to Haydon began in May 1888. The work was designed and supervised by George Phillips and this section opened on 7 May 1889. The current route of the line was finalised in 1889 and reached Croydon on 7 July 1891, opening on the 20 July.
In 1867 Phillips had taken part in the exploration of the country around Normanton with William Landsborough, working for him a surveyor. Soon afterwards, he surveyed the area chosen as a port to become the town of Normanton. The country was difficult for conventional railway tracks due to flooding, lack of suitable timber and voracious termites. In 1884 Phillips patented a system for taking railways across such country which utilised special U section steel sleepers laid directly on the ground. During floods the line could be submerged without washing out the ballast and embankments normally used, so that it could quickly be put back into service when the waters subsided. The steel sleepers were also impervious to termite attack, and although initially more expensive than timber sleepers, were cheaper to lay and maintain. It was this system that was specified for the Normanton to Croydon line and Phillips was engaged to supervise the construction. After the railway was completed he maintained an interest in the area, serving as MLA for Carpentaria, inspecting artesian bores and writing a report on ports and railways in 1909.
The station building and carriage shade were designed under Phillips direction by James Gartside, a draftsman for the department. and were built about 1889. The line was opened in 1891. At its peak, the complex at Normanton consisted of a station building containing a telegraph office, station master's and traffic manager's offices, clerks' room, waiting room, parcels and cloak room, booking office, and a ladies' room with a ramp to ladies-only earth closets. Attached to the station building, and sheltering the platform and three tracks, was an arcaded carriage shade with a curved roof .
The terminus also had a large goods shed with a crane and because the line was isolated, a workshop area comprising a maintenance store, suspense stores, a timber shed, tanks, locomotive store, fitting shop, carpenter's and blacksmith's shops, timber shed, gantry and engine shed.. There was also a horse and carriage dock, porters' and lamp rooms, closets, and a tool house nearby. Residences for the station master, enginemen and guard were located south-east of Landsborough St. The traffic manager's house and stables adjoined where the wharf line departed for the Margaret and Jane landing on the Norman River.
The goldfield at Croydon did not sustain its initial success. By the early 1900s its output had dropped considerably and after WWI when widespread mining diminished, it was obvious that the field would not recover. Traffic on the line was never high and steadily declined, although its value as a community service and a vital link during the wet season kept the line open. This was because the Phillips system worked well and the track could be put back into use almost immediately after flooding, whereas roads stayed impassable for much longer. Fortunately, the track took less maintenance than standard track because in the early 1920s the number of services and staff were considerably reduced. In the 1930s, all weather roads made the railway less important, but until the late 1960s the rail remained a vital transport link in the area. The terminus now functions largely as a tourist attraction. One railmotor was restored and named the 'Gulflander' in 1978.
Although the line initially used steam locomotives, supplying enough suitable water for them locomotives was a problem from the beginning on this line and trains eventually carried water trucks. Railmotors were also more economical to run, so in 1922 the first railmotor, a Panhard, was tried on this route. In 1929 steam locomotives were discontinued and railmotors only were used. Diesel locomotives supplemented these in the 1980s.
Some of the working buildings at the terminus deteriorated and were removed including the workshops, carpenters and blacksmiths, though the sites can be still plainly seen.
The Normanton to Croydon Railway Line:
The railway line linking Normanton to Croydon was built between 1888 and 1891 and is the last isolated line of Queensland Rail still in use. It utilised an innovative system of submersible track with patented steel sleepers and retains buildings of considerable architectural and technical interest at its terminus in Normanton.
In 1867 William Landsborough investigated the Norman River area to select a port site to serve the pastoral stations south of the Gulf of Carpentaria. With him was George Phillips who shortly thereafter surveyed the chosen site of Normanton. Phillips later supervised the construction of the Normanton to Croydon Railway, and retained an interest in the area, serving as MLA for Carpentaria in the 1890s.
A railway line between Normanton and Cloncurry had been discussed as early as 1883 and was approved by Parliament in 1886. This was a difficult stretch for carriers and a rail link would have been valuable to pastoral stations in the area and was planned to serve the Cloncurry Copper Mine. It was at the time intended to eventually link the new line with the Great Northern Railway connecting Charters Towers and the important port of Townsville. However, in November 1885 a major gold strike was reported at Belmore Station, 145 km east of Normanton and by the end of 1886 the population of the Croydon field was 2000, rising to 6000 in the following year. Transportation was a major problem and access to this field became more important than the link to Cloncurry. It was decided to divert the line to Croydon.
The line was technically innovative, in response to the terrain and conditions. The country was flat but difficult for conventional railway tracks due to flooding, lack of suitable timber for sleepers and termite attack. In 1884 Phillips patented a system for taking railways across such country which utilised special U section steel sleepers laid directly on the ground. During floods the line could be submerged without washing out the ballast and embankments normally used, so that it could quickly be put back into service when the waters subsided. The steel sleepers were also impervious to termite attack, and although initially more expensive than timber sleepers, were cheaper to lay and maintain. The bridges along the line were also designed to be submersible. This system was particularly suited to the Gulf country and was specified for the Normanton to Croydon line with Phillips engaged to supervise the construction. Tenders were called in July 1887 and the first section to Haydon began in May 1888. The first line laid was between the Normanton station site and the Margaret and Jane landing at Normanton wharf in order to bring materials from ships to the terminal site. This line has not survived.
Some problems were encountered with constructing the line because of the difficulty of maintaining a constant and adequate supply of Phillips sleepers. They were cast at the Toowoomba Foundry at Woolloongabba in Brisbane and also in Glasgow, but in order to keep construction going, timber sleepers were used on some sections and timber was also used for some bridges, originally designed to be made of steel.
The construction method involved clearing a three metre wide band ahead of the rail which was stumped, ploughed, harrowed, rolled and lightly ballasted. The U shaped sleepers were then laid on this prepared surface and the rail attached to them by special clips. The construction train then passed over them forcing the U shape down into the ground and depressing the sleepers for above half their depth. Soft spots were then packed. The finished rails were intended to be 25 to 50 mm above the surface. However, in practice the sleepers became more deeply embedded with time. The first section of 61km to Haydon was opened in May 1889, then to Patterson's (Blackbull) in December 1890, and to Croydon in July 1891.
The buildings for the terminus at Normanton consisted of a station with a large arched carriage shade and a goods shed, all constructed of corrugated iron on timber frames, although the framework for the station building was used to considerable decorative effect. Because the line was isolated, a range of maintenance buildings and facilities such as machine shops, blacksmith and carpenters shops were added over the next few years. At the other end of the line, Croydon had more modest goods and locomotive sheds and a station with a roofed section over 2 tracks. In 1895, a railway water reserve was proclaimed on the flooded Bird-in-the-Bush shaft on True Blue Hill at Croydon.
Most of the timber sleepers on the line were soon replaced because of termite damage, although one section over salt pan used timber rather than metal to prevent corrosion. A number of low level bridges form an important part of this line and were also intended to be metal. In 1900 two bridges at Glenore Crossing which had been built in timber in 1890 were replaced by low level concrete and steel bridges. That at Glenore Crossing number 3 reused fishbelly plate girders from the original 1876 Albert Bridge in Brisbane as main spans. Original metal and concrete bridges survive and those at 80 Mile Creek and Belmore Creek at Croydon are good examples of their type.
Initially the line carried perishables, mail and passengers, and goods like building materials and merchandise. It also ferried firewood for mine boilers and batteries as the land was progressively cleared. During the late 1890s special trains were run for picnics at most of the water holes along the line, particularly the Blackbull lagoon and weekend excursions from Normanton to Croydon or Golden Gate. The Golden Gate mine, some 4 miles west of Croydon and on the railway line, was first mined in 1887. It enjoyed prosperity from about 1895 to 1901, and the Golden Gate township itself had 1500 inhabitants. A service between Croydon and Golden Gate on the weekends was introduced in 1902.
However, the goldfield at Croydon did not sustain its initial success. By the early 1900s its output had dropped considerably and after WWI when widespread mining diminished, it was obvious that the field would not recover. The railway had only run at a profit between 1898 and 1902 and traffic, never high, steadily declined. The line stayed open as a community service and as a vital link during the wet season. This was largely because the Phillips system worked well and the track could be put back into use almost immediately after flooding, whereas roads stayed impassable for much longer. Fortunately, the track took less maintenance than standard track because in the early 1920s the number of staff was considerably reduced. To cut costs, and because the supply of suitable water had always been a problem, the first railmotor, a Panhard, was introduced in 1922. By 1929 steam trains had been completely phased out. In the 1930s, all-weather roads made the railway less important, but until the late 1960s the rail remained a vital transport link in the area. The terminus now functions largely as a tourist attraction. One railmotor was restored and named the 'Gulflander' in 1978 and a railmotor now makes a weekly trip hauling carriages and a flat top wagon for passengers' cars. In the wet season it also carries freight when the roads are cut. Stops are at Clarina (11 miles), Glenore (14m), Haydon (40m), RM Stop No1 (49m), Blackbull (56m), and on to Croydon (94m). There is often also a photo stop at the remains of the Golden Gate mine (92m).
Not all of the buildings have survived; the station at Croydon being destroyed by a storm in 1969. The tank there was demolished in 1972, that at Haydon in 1980, and the blacksmiths shop and workshops in Normanton were sold and demolished in 1980.
Source: Queensland Heritage Register.
Union Pacific's "Salad Shooter" - a train of perishables from the West Coast bound for Eastern markets - charges upgrade at Milepost 130 on the Geneva Subdivision. The train has just had a crew change at Clinton, Iowa and then crossed the Mississippi River on March 4, 2017.
West Farms, New York (near today's Bronx Zoo)
J.C. & C.A. Breidenbach, Dealers in Wet Goods,
D. H Cornell's West Farms Market,
Michael Ross, carriage and wagon wheel maker
--------
From the collection of Frank B. Dante, Washington, D.C.
--------
West Farms was a town in Westchester County before 1873 when it was annexed by New York City. In 1898 it was incorporated into The Bronx County.
-- Wikipedia
Now the people count along the back aisle is up to three (including myself) on closing day at the old Hernando Millennium Kroger! Customers had really taken advantage of the 33% off sale on perishables, as witnessed by all the empty cases and shelving. As stated before, most people were in seasonal looking through some (non perishable) items that had been gathered up to that area for the remaining final hours.
_________________________________________________
Kroger, 2001 built (demolished October 2016), Commerce St. at Mt. Pleasant Rd., Hernando, MS
WEEK 11 – Poplar/Kirby Kroger, Set V
Moving much further into the perishables grand aisle, we now get to take a look at the new additions from a different angle. Not only is the cheese shop again visible here, but also the Asian Cuisine area starts to come into view on the left.
The Cheese Shop décor isn’t much to speak of, but that blank space of wall immediately next to it is even worse! It’s literally just a white wall with a trio of generic framed art tacked onto it. This seems to be Kroger’s latest “café décor” for stores that are being retrofitted to host new café seating areas (a near-identical setup was added to the Trinity Commons store, somewhat visible – albeit in an incomplete state – here)… and I am not at all a fan. Literally *anything* else could be added to the wall and it would add more life to it! Oh well, I guess. At least the saving grace here is knowing that not too many stores really have the opportunity to get cafés added to them at this point, so we shouldn’t be seeing many more examples of this :P
(c) 2021 Retail Retell
These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)
The Normanton Railway Terminus:
The railway complex at Normanton consists of the major buildings of an important inland railway terminus connecting this port with the goldfield at Croydon.
A railway line between Normanton and Cloncurry had been discussed as early as 1883 and was approved by Parliament in 1886. This was a difficult stretch for carriers and a rail link would have been valuable to pastoral stations in the area and would also have served the Cloncurry Copper Mine. It was at the time intended to eventually link the new line with the Great Northern Railway connecting Charters Towers and the important port of Townsville. However, in November 1885 a major gold strike was reported at Belmore Station, 145 km east of Normanton and by the end of 1886 the population of the Croydon field was 2000 and 6000 in the following year. Transportation was a major problem and access to this field became more important than the link to Cloncurry. It was decided to divert the line to Croydon. Tenders were called in July 1887 and the first section to Haydon began in May 1888. The work was designed and supervised by George Phillips and this section opened on 7 May 1889. The current route of the line was finalised in 1889 and reached Croydon on 7 July 1891, opening on the 20 July.
In 1867 Phillips had taken part in the exploration of the country around Normanton with William Landsborough, working for him a surveyor. Soon afterwards, he surveyed the area chosen as a port to become the town of Normanton. The country was difficult for conventional railway tracks due to flooding, lack of suitable timber and voracious termites. In 1884 Phillips patented a system for taking railways across such country which utilised special U section steel sleepers laid directly on the ground. During floods the line could be submerged without washing out the ballast and embankments normally used, so that it could quickly be put back into service when the waters subsided. The steel sleepers were also impervious to termite attack, and although initially more expensive than timber sleepers, were cheaper to lay and maintain. It was this system that was specified for the Normanton to Croydon line and Phillips was engaged to supervise the construction. After the railway was completed he maintained an interest in the area, serving as MLA for Carpentaria, inspecting artesian bores and writing a report on ports and railways in 1909.
The station building and carriage shade were designed under Phillips direction by James Gartside, a draftsman for the department. and were built about 1889. The line was opened in 1891. At its peak, the complex at Normanton consisted of a station building containing a telegraph office, station master's and traffic manager's offices, clerks' room, waiting room, parcels and cloak room, booking office, and a ladies' room with a ramp to ladies-only earth closets. Attached to the station building, and sheltering the platform and three tracks, was an arcaded carriage shade with a curved roof .
The terminus also had a large goods shed with a crane and because the line was isolated, a workshop area comprising a maintenance store, suspense stores, a timber shed, tanks, locomotive store, fitting shop, carpenter's and blacksmith's shops, timber shed, gantry and engine shed.. There was also a horse and carriage dock, porters' and lamp rooms, closets, and a tool house nearby. Residences for the station master, enginemen and guard were located south-east of Landsborough St. The traffic manager's house and stables adjoined where the wharf line departed for the Margaret and Jane landing on the Norman River.
The goldfield at Croydon did not sustain its initial success. By the early 1900s its output had dropped considerably and after WWI when widespread mining diminished, it was obvious that the field would not recover. Traffic on the line was never high and steadily declined, although its value as a community service and a vital link during the wet season kept the line open. This was because the Phillips system worked well and the track could be put back into use almost immediately after flooding, whereas roads stayed impassable for much longer. Fortunately, the track took less maintenance than standard track because in the early 1920s the number of services and staff were considerably reduced. In the 1930s, all weather roads made the railway less important, but until the late 1960s the rail remained a vital transport link in the area. The terminus now functions largely as a tourist attraction. One railmotor was restored and named the 'Gulflander' in 1978.
Although the line initially used steam locomotives, supplying enough suitable water for them locomotives was a problem from the beginning on this line and trains eventually carried water trucks. Railmotors were also more economical to run, so in 1922 the first railmotor, a Panhard, was tried on this route. In 1929 steam locomotives were discontinued and railmotors only were used. Diesel locomotives supplemented these in the 1980s.
Some of the working buildings at the terminus deteriorated and were removed including the workshops, carpenters and blacksmiths, though the sites can be still plainly seen.
The Normanton to Croydon Railway Line:
The railway line linking Normanton to Croydon was built between 1888 and 1891 and is the last isolated line of Queensland Rail still in use. It utilised an innovative system of submersible track with patented steel sleepers and retains buildings of considerable architectural and technical interest at its terminus in Normanton.
In 1867 William Landsborough investigated the Norman River area to select a port site to serve the pastoral stations south of the Gulf of Carpentaria. With him was George Phillips who shortly thereafter surveyed the chosen site of Normanton. Phillips later supervised the construction of the Normanton to Croydon Railway, and retained an interest in the area, serving as MLA for Carpentaria in the 1890s.
A railway line between Normanton and Cloncurry had been discussed as early as 1883 and was approved by Parliament in 1886. This was a difficult stretch for carriers and a rail link would have been valuable to pastoral stations in the area and was planned to serve the Cloncurry Copper Mine. It was at the time intended to eventually link the new line with the Great Northern Railway connecting Charters Towers and the important port of Townsville. However, in November 1885 a major gold strike was reported at Belmore Station, 145 km east of Normanton and by the end of 1886 the population of the Croydon field was 2000, rising to 6000 in the following year. Transportation was a major problem and access to this field became more important than the link to Cloncurry. It was decided to divert the line to Croydon.
The line was technically innovative, in response to the terrain and conditions. The country was flat but difficult for conventional railway tracks due to flooding, lack of suitable timber for sleepers and termite attack. In 1884 Phillips patented a system for taking railways across such country which utilised special U section steel sleepers laid directly on the ground. During floods the line could be submerged without washing out the ballast and embankments normally used, so that it could quickly be put back into service when the waters subsided. The steel sleepers were also impervious to termite attack, and although initially more expensive than timber sleepers, were cheaper to lay and maintain. The bridges along the line were also designed to be submersible. This system was particularly suited to the Gulf country and was specified for the Normanton to Croydon line with Phillips engaged to supervise the construction. Tenders were called in July 1887 and the first section to Haydon began in May 1888. The first line laid was between the Normanton station site and the Margaret and Jane landing at Normanton wharf in order to bring materials from ships to the terminal site. This line has not survived.
Some problems were encountered with constructing the line because of the difficulty of maintaining a constant and adequate supply of Phillips sleepers. They were cast at the Toowoomba Foundry at Woolloongabba in Brisbane and also in Glasgow, but in order to keep construction going, timber sleepers were used on some sections and timber was also used for some bridges, originally designed to be made of steel.
The construction method involved clearing a three metre wide band ahead of the rail which was stumped, ploughed, harrowed, rolled and lightly ballasted. The U shaped sleepers were then laid on this prepared surface and the rail attached to them by special clips. The construction train then passed over them forcing the U shape down into the ground and depressing the sleepers for above half their depth. Soft spots were then packed. The finished rails were intended to be 25 to 50 mm above the surface. However, in practice the sleepers became more deeply embedded with time. The first section of 61km to Haydon was opened in May 1889, then to Patterson's (Blackbull) in December 1890, and to Croydon in July 1891.
The buildings for the terminus at Normanton consisted of a station with a large arched carriage shade and a goods shed, all constructed of corrugated iron on timber frames, although the framework for the station building was used to considerable decorative effect. Because the line was isolated, a range of maintenance buildings and facilities such as machine shops, blacksmith and carpenters shops were added over the next few years. At the other end of the line, Croydon had more modest goods and locomotive sheds and a station with a roofed section over 2 tracks. In 1895, a railway water reserve was proclaimed on the flooded Bird-in-the-Bush shaft on True Blue Hill at Croydon.
Most of the timber sleepers on the line were soon replaced because of termite damage, although one section over salt pan used timber rather than metal to prevent corrosion. A number of low level bridges form an important part of this line and were also intended to be metal. In 1900 two bridges at Glenore Crossing which had been built in timber in 1890 were replaced by low level concrete and steel bridges. That at Glenore Crossing number 3 reused fishbelly plate girders from the original 1876 Albert Bridge in Brisbane as main spans. Original metal and concrete bridges survive and those at 80 Mile Creek and Belmore Creek at Croydon are good examples of their type.
Initially the line carried perishables, mail and passengers, and goods like building materials and merchandise. It also ferried firewood for mine boilers and batteries as the land was progressively cleared. During the late 1890s special trains were run for picnics at most of the water holes along the line, particularly the Blackbull lagoon and weekend excursions from Normanton to Croydon or Golden Gate. The Golden Gate mine, some 4 miles west of Croydon and on the railway line, was first mined in 1887. It enjoyed prosperity from about 1895 to 1901, and the Golden Gate township itself had 1500 inhabitants. A service between Croydon and Golden Gate on the weekends was introduced in 1902.
However, the goldfield at Croydon did not sustain its initial success. By the early 1900s its output had dropped considerably and after WWI when widespread mining diminished, it was obvious that the field would not recover. The railway had only run at a profit between 1898 and 1902 and traffic, never high, steadily declined. The line stayed open as a community service and as a vital link during the wet season. This was largely because the Phillips system worked well and the track could be put back into use almost immediately after flooding, whereas roads stayed impassable for much longer. Fortunately, the track took less maintenance than standard track because in the early 1920s the number of staff was considerably reduced. To cut costs, and because the supply of suitable water had always been a problem, the first railmotor, a Panhard, was introduced in 1922. By 1929 steam trains had been completely phased out. In the 1930s, all-weather roads made the railway less important, but until the late 1960s the rail remained a vital transport link in the area. The terminus now functions largely as a tourist attraction. One railmotor was restored and named the 'Gulflander' in 1978 and a railmotor now makes a weekly trip hauling carriages and a flat top wagon for passengers' cars. In the wet season it also carries freight when the roads are cut. Stops are at Clarina (11 miles), Glenore (14m), Haydon (40m), RM Stop No1 (49m), Blackbull (56m), and on to Croydon (94m). There is often also a photo stop at the remains of the Golden Gate mine (92m).
Not all of the buildings have survived; the station at Croydon being destroyed by a storm in 1969. The tank there was demolished in 1972, that at Haydon in 1980, and the blacksmiths shop and workshops in Normanton were sold and demolished in 1980.
Source: Queensland Heritage Register.
Post-Apocalyptic Survival Outpost
Located off the Texas Coast
I have always wanted to build a post-apocalyptic diorama but I didn't want to recreate the usual dio of dilapidated structures and cities in ruins.
In almost every apocalyptic scenario, the cities usually are the first place survivors head due to large amounts of supplies, weapons, non-perishable food, and the possibility of finding other survivors. However, urban areas are usually hit the hardest in any apocalypse. Large amounts of destruction, lack of electricity, presence of outlaw gangs, and other dangers await survivors that hope to find shelter in the metropolis.
With this in mind, where would you turn to find sustainable safety and security for a group of survivors? The county side? Rural towns? The coast?
A while back, I was out fishing near some gas and oil rigs in the Gulf of Mexico. I thought to myself, "why not build a survival outpost on rig a mile off the coast?"
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Offshore structures can provide all of the 5 resources required to survive.
Water - A basic desalinization devise along with large amounts of coastal rainfall would provide all the fresh water required
Food - Sea life of all kinds can be acquired near offshore rigs. The structure creates cooler water with shade from the sun and the underwater structure acts as a natural reef which attracts bait and then predators. Crustaceans and shellfish can be collected from the surrounding waters. The tropical climate makes for great greenhouse conditions.
Shelter - A roof and walls offer a place to keep supplies dry and a refuge from the elements.
Protection - Being offshore, the risk of attack is reduced. Survivors are better able to detect possible threats and react accordingly. The near proximity to the shore also makes trips to the mainland feasible. And of course, lots of guns.
Energy - With an almost infinite supply of natural gas and wind, you could power almost anything using natural gas engine conversions and wind generators.
The Normanton Railway Terminus:
The railway complex at Normanton consists of the major buildings of an important inland railway terminus connecting this port with the goldfield at Croydon.
A railway line between Normanton and Cloncurry had been discussed as early as 1883 and was approved by Parliament in 1886. This was a difficult stretch for carriers and a rail link would have been valuable to pastoral stations in the area and would also have served the Cloncurry Copper Mine. It was at the time intended to eventually link the new line with the Great Northern Railway connecting Charters Towers and the important port of Townsville. However, in November 1885 a major gold strike was reported at Belmore Station, 145 km east of Normanton and by the end of 1886 the population of the Croydon field was 2000 and 6000 in the following year. Transportation was a major problem and access to this field became more important than the link to Cloncurry. It was decided to divert the line to Croydon. Tenders were called in July 1887 and the first section to Haydon began in May 1888. The work was designed and supervised by George Phillips and this section opened on 7 May 1889. The current route of the line was finalised in 1889 and reached Croydon on 7 July 1891, opening on the 20 July.
In 1867 Phillips had taken part in the exploration of the country around Normanton with William Landsborough, working for him a surveyor. Soon afterwards, he surveyed the area chosen as a port to become the town of Normanton. The country was difficult for conventional railway tracks due to flooding, lack of suitable timber and voracious termites. In 1884 Phillips patented a system for taking railways across such country which utilised special U section steel sleepers laid directly on the ground. During floods the line could be submerged without washing out the ballast and embankments normally used, so that it could quickly be put back into service when the waters subsided. The steel sleepers were also impervious to termite attack, and although initially more expensive than timber sleepers, were cheaper to lay and maintain. It was this system that was specified for the Normanton to Croydon line and Phillips was engaged to supervise the construction. After the railway was completed he maintained an interest in the area, serving as MLA for Carpentaria, inspecting artesian bores and writing a report on ports and railways in 1909.
The station building and carriage shade were designed under Phillips direction by James Gartside, a draftsman for the department. and were built about 1889. The line was opened in 1891. At its peak, the complex at Normanton consisted of a station building containing a telegraph office, station master's and traffic manager's offices, clerks' room, waiting room, parcels and cloak room, booking office, and a ladies' room with a ramp to ladies-only earth closets. Attached to the station building, and sheltering the platform and three tracks, was an arcaded carriage shade with a curved roof .
The terminus also had a large goods shed with a crane and because the line was isolated, a workshop area comprising a maintenance store, suspense stores, a timber shed, tanks, locomotive store, fitting shop, carpenter's and blacksmith's shops, timber shed, gantry and engine shed.. There was also a horse and carriage dock, porters' and lamp rooms, closets, and a tool house nearby. Residences for the station master, enginemen and guard were located south-east of Landsborough St. The traffic manager's house and stables adjoined where the wharf line departed for the Margaret and Jane landing on the Norman River.
The goldfield at Croydon did not sustain its initial success. By the early 1900s its output had dropped considerably and after WWI when widespread mining diminished, it was obvious that the field would not recover. Traffic on the line was never high and steadily declined, although its value as a community service and a vital link during the wet season kept the line open. This was because the Phillips system worked well and the track could be put back into use almost immediately after flooding, whereas roads stayed impassable for much longer. Fortunately, the track took less maintenance than standard track because in the early 1920s the number of services and staff were considerably reduced. In the 1930s, all weather roads made the railway less important, but until the late 1960s the rail remained a vital transport link in the area. The terminus now functions largely as a tourist attraction. One railmotor was restored and named the 'Gulflander' in 1978.
Although the line initially used steam locomotives, supplying enough suitable water for them locomotives was a problem from the beginning on this line and trains eventually carried water trucks. Railmotors were also more economical to run, so in 1922 the first railmotor, a Panhard, was tried on this route. In 1929 steam locomotives were discontinued and railmotors only were used. Diesel locomotives supplemented these in the 1980s.
Some of the working buildings at the terminus deteriorated and were removed including the workshops, carpenters and blacksmiths, though the sites can be still plainly seen.
The Normanton to Croydon Railway Line:
The railway line linking Normanton to Croydon was built between 1888 and 1891 and is the last isolated line of Queensland Rail still in use. It utilised an innovative system of submersible track with patented steel sleepers and retains buildings of considerable architectural and technical interest at its terminus in Normanton.
In 1867 William Landsborough investigated the Norman River area to select a port site to serve the pastoral stations south of the Gulf of Carpentaria. With him was George Phillips who shortly thereafter surveyed the chosen site of Normanton. Phillips later supervised the construction of the Normanton to Croydon Railway, and retained an interest in the area, serving as MLA for Carpentaria in the 1890s.
A railway line between Normanton and Cloncurry had been discussed as early as 1883 and was approved by Parliament in 1886. This was a difficult stretch for carriers and a rail link would have been valuable to pastoral stations in the area and was planned to serve the Cloncurry Copper Mine. It was at the time intended to eventually link the new line with the Great Northern Railway connecting Charters Towers and the important port of Townsville. However, in November 1885 a major gold strike was reported at Belmore Station, 145 km east of Normanton and by the end of 1886 the population of the Croydon field was 2000, rising to 6000 in the following year. Transportation was a major problem and access to this field became more important than the link to Cloncurry. It was decided to divert the line to Croydon.
The line was technically innovative, in response to the terrain and conditions. The country was flat but difficult for conventional railway tracks due to flooding, lack of suitable timber for sleepers and termite attack. In 1884 Phillips patented a system for taking railways across such country which utilised special U section steel sleepers laid directly on the ground. During floods the line could be submerged without washing out the ballast and embankments normally used, so that it could quickly be put back into service when the waters subsided. The steel sleepers were also impervious to termite attack, and although initially more expensive than timber sleepers, were cheaper to lay and maintain. The bridges along the line were also designed to be submersible. This system was particularly suited to the Gulf country and was specified for the Normanton to Croydon line with Phillips engaged to supervise the construction. Tenders were called in July 1887 and the first section to Haydon began in May 1888. The first line laid was between the Normanton station site and the Margaret and Jane landing at Normanton wharf in order to bring materials from ships to the terminal site. This line has not survived.
Some problems were encountered with constructing the line because of the difficulty of maintaining a constant and adequate supply of Phillips sleepers. They were cast at the Toowoomba Foundry at Woolloongabba in Brisbane and also in Glasgow, but in order to keep construction going, timber sleepers were used on some sections and timber was also used for some bridges, originally designed to be made of steel.
The construction method involved clearing a three metre wide band ahead of the rail which was stumped, ploughed, harrowed, rolled and lightly ballasted. The U shaped sleepers were then laid on this prepared surface and the rail attached to them by special clips. The construction train then passed over them forcing the U shape down into the ground and depressing the sleepers for above half their depth. Soft spots were then packed. The finished rails were intended to be 25 to 50 mm above the surface. However, in practice the sleepers became more deeply embedded with time. The first section of 61km to Haydon was opened in May 1889, then to Patterson's (Blackbull) in December 1890, and to Croydon in July 1891.
The buildings for the terminus at Normanton consisted of a station with a large arched carriage shade and a goods shed, all constructed of corrugated iron on timber frames, although the framework for the station building was used to considerable decorative effect. Because the line was isolated, a range of maintenance buildings and facilities such as machine shops, blacksmith and carpenters shops were added over the next few years. At the other end of the line, Croydon had more modest goods and locomotive sheds and a station with a roofed section over 2 tracks. In 1895, a railway water reserve was proclaimed on the flooded Bird-in-the-Bush shaft on True Blue Hill at Croydon.
Most of the timber sleepers on the line were soon replaced because of termite damage, although one section over salt pan used timber rather than metal to prevent corrosion. A number of low level bridges form an important part of this line and were also intended to be metal. In 1900 two bridges at Glenore Crossing which had been built in timber in 1890 were replaced by low level concrete and steel bridges. That at Glenore Crossing number 3 reused fishbelly plate girders from the original 1876 Albert Bridge in Brisbane as main spans. Original metal and concrete bridges survive and those at 80 Mile Creek and Belmore Creek at Croydon are good examples of their type.
Initially the line carried perishables, mail and passengers, and goods like building materials and merchandise. It also ferried firewood for mine boilers and batteries as the land was progressively cleared. During the late 1890s special trains were run for picnics at most of the water holes along the line, particularly the Blackbull lagoon and weekend excursions from Normanton to Croydon or Golden Gate. The Golden Gate mine, some 4 miles west of Croydon and on the railway line, was first mined in 1887. It enjoyed prosperity from about 1895 to 1901, and the Golden Gate township itself had 1500 inhabitants. A service between Croydon and Golden Gate on the weekends was introduced in 1902.
However, the goldfield at Croydon did not sustain its initial success. By the early 1900s its output had dropped considerably and after WWI when widespread mining diminished, it was obvious that the field would not recover. The railway had only run at a profit between 1898 and 1902 and traffic, never high, steadily declined. The line stayed open as a community service and as a vital link during the wet season. This was largely because the Phillips system worked well and the track could be put back into use almost immediately after flooding, whereas roads stayed impassable for much longer. Fortunately, the track took less maintenance than standard track because in the early 1920s the number of staff was considerably reduced. To cut costs, and because the supply of suitable water had always been a problem, the first railmotor, a Panhard, was introduced in 1922. By 1929 steam trains had been completely phased out. In the 1930s, all-weather roads made the railway less important, but until the late 1960s the rail remained a vital transport link in the area. The terminus now functions largely as a tourist attraction. One railmotor was restored and named the 'Gulflander' in 1978 and a railmotor now makes a weekly trip hauling carriages and a flat top wagon for passengers' cars. In the wet season it also carries freight when the roads are cut. Stops are at Clarina (11 miles), Glenore (14m), Haydon (40m), RM Stop No1 (49m), Blackbull (56m), and on to Croydon (94m). There is often also a photo stop at the remains of the Golden Gate mine (92m).
Not all of the buildings have survived; the station at Croydon being destroyed by a storm in 1969. The tank there was demolished in 1972, that at Haydon in 1980, and the blacksmiths shop and workshops in Normanton were sold and demolished in 1980.
Source: Queensland Heritage Register.
Mauro Nardi - Me songhe 'nnamurate 'e te - Napolitan singer
www.youtube.com/watch?v=Vl-LedjSgTk
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Herculaneum
Located 8 km east of Naples, Herculaneum was founded according to legend and as its name evokes by Hercules, on his return to Iberia. The Oscans, the Samnites and then settled in the late fifth century BC In 89 BC, Titus Didius, a prelate of Scylla seized it. Herculaneum was soon transformed into a resort for Roman patricians attracted by the proximity of Neapolis, active cultural center, and therefore wanted!
In AD 79, following the eruption of Vesuvius, a torrent of mud engulfed Herculaneum completely, a town of 4,500 inhabitants.
It shall be solidified, became a wall of tuff 12-18 m height preserving everything that was perishable as wood, food, cloth. Some patrician villas also appear better preserved than Pompeii
Unlike Pompeii, which was covered with a rain of stones and ash devastating, Herculaneum and became a witness complementary and unique in its specificity of our past!
The tour takes us to Herculaneum in the discovery of a city and the daily life of the Romans 2000 years ago!
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Ercolano - Napoli - Italia
This photo showcases a boat laden with plantains, docked at Isla Colón, Bocas del Toro, Panama. Having completed one leg of its journey, the vessel rests a while before venturing forth to other designated drop-off points across the island. In the backdrop, local inhabitants gather near a Crepes cart, using this little port as a hub for socializing, exchanging the day's news, and doing business.
Plantains and other cooking bananas are the cornerstone of the tropical diet. They are a major source of carbohydrates for millions of people in Africa, the Caribbean, Latin America, Asia, and the Pacific. Given their perishable nature, the rate of plantain post-harvest losses varies across countries, influenced by the organization of market chains and consumption patterns.
In Panama, Bocas del Toro is one of the major Plantain producers. This fact gives rise to such scenes of loaded boats, ready for the hustle and bustle of distribution across the archipelago.
History
The Bishop's throne
The city of Chester was an important Roman stronghold. There may have been a Christian basilica on the site of the present cathedral in the late Roman era, while Chester was controlled by Legio XX Valeria Victrix. Legend holds that the basilica was dedicated to St Paul and St Peter. This is supported by evidence that in Saxon times the dedication of an early chapel on this site was changed from St Peter to St Werburgh. In the 10th century, St Werburgh's remains were brought to Chester, and 907 AD her shrine was placed in the church. It is thought that Ethelda turned the church into a college of secular canons, and that it was given a charter by King Edgar in 968. The abbey, as it was then, was restored in 1057 by Leofric, Earl of Mercia and Lady Godiva. This abbey was razed to the ground around 1090, with the secular canons evicted, and no known trace of it remains.
In 1093 a Benedictine monastery was established on the site by Hugh Lupus, Earl of Chester, and the earliest surviving parts of the structure date from that time. The abbey church was not at that time the cathedral of Chester; from 1075 to 1082 the cathedral of the diocese was the nearby church of St. John the Baptist, after which the see was transferred to Coventry. In 1538, during the dissolution of the monasteries, the monastery was disbanded and the shrine of St Werburgh was desecrated. In 1541 St Werburgh's abbey became a cathedral of the Church of England by order of Henry VIII. At the same time, the dedication was changed to Christ and the Blessed Virgin. The last abbot of St Werburgh’s Abbey, Thomas Clarke, became the first dean of the new cathedral at the head of a secular chapter.
While no trace of the 10th century church has been discovered, there is much evidence of the monastery of 1093. This work in the Norman style may be seen in the north west tower, the north transept and in remaining parts of the monastic buildings. The abbey church, beginning with the Lady Chapel at the eastern end, was extensively rebuilt in Gothic style during the 13th and 14th centuries. At the time of the dissolution of the monasteries, the cloister, the central tower, a new south transept, the large west window and a new entrance porch to the south had just been built in the Perpendicular style, and the south west tower of the façade had been begun. The west front was given a Tudor entrance, but the tower was never completed.
In 1636 the space beneath the south west tower became a bishop's consistory court. It was furnished as such at that time, and is now a unique survival in England. Until 1881, the south transept, which is unusually large, also took on a separate function as an independent ecclesiastical entity, the parish church of St Oswald. Although the 17th century saw additions to the furnishings and fittings, there was no further building work for several centuries. By the 19th century, the building was badly in need of restoration. The present homogeneous appearance that the cathedral presents from many exterior angles is largely the work of Victorian restorers, particularly Sir George Gilbert Scott. The twentieth century has seen continued maintenance and restoration. In 1973–75 a detached belfry designed by George Pace was erected in the grounds of the cathedral. In 2005 a new Song School was added to the cathedral.
External appearance
The cathedral is built of New Red Sandstone, like the cathedrals of Carlisle, Lichfield and Worcester. The stone lends itself to detailed carving, but is also friable to rain and wind, and is badly affected by pollution. With the other red sandstone buildings, Chester is one of the most heavily restored of England's cathedrals. The restoration, which included much refacing and many new details, took place mainly in the 19th century.
Because the south transept is similar in dimension to the nave and choir, views of the building from the south-east and south-west give the impression of a building balanced around a central axis, with its tower as the hub.See image, top The tower is of the late 15th century Perpendicular style, but its four large battlemented turrets are the work of the restoration architect George Gilbert Scott. With its rhythmic arrangement of large, traceried windows, pinnacles, battlements and buttresses, the exterior of Chester Cathedral presents a fairly homogeneous character, which is an unusual feature as England's cathedrals are in general noted for their stylistic diversity. Close examination reveals window tracery of several building stages from the 13th to the early 16th century. The richness of the 13th-century tracery is accentuated by the presence of ornate, crocketted drip-mouldings around the windows; those around the perpendicular windows are of simpler form.See image, top
The west front of the cathedral is not of particular architectural significance, as neither of its towers was completed. To the north is lower stage of a Norman tower, while to the south is the lower stage of a tower designed and begun, probably by Seth and George Derwall, in 1508, but left incomplete following the dissolution of the monastery in 1538. The façade is dominated by a large eight-light window in the Perpendicular style, which rises above a Tudor screen-like porch.The cathedral's façade is largely obscured from view by the building previously used as the King's School, which is now a branch of Barclays Bank. The door of the west front is not used as the normal entrance to the cathedral, which is through the south west porch. This porch was probably designed by Seth Derwall, and it formed part of the same late 15th-century building programme as the south transept, central and southwest towers, and cloister.
The nave, looking towards the choir
Interior
The interior of Chester Cathedral gives a warm and mellow appearance because of the pinkish colour of the sandstone. The proportions appear spacious because the view from the west end of the nave to the east end is unimpeded by a pulpitum and the nave, although not long, is both wide and high compared with many of England's cathedrals. The piers of the nave and choir are widely spaced, those of the nave carrying only the clerestory of large windows with no triforium gallery.See image, left The proportions are made possible partly because the ornate stellar vault, like that at York Minster, is of wood, not stone.
Norman remnants
The present church, dating from around 1283 to 1537, replaced the earlier monastic church founded in 1093 and built in the Norman style. It is believed that the newer church was built around the older one. That the few remaining parts of the Norman church are of small proportions, while the height and width of the Gothic church are generous would seem to confirm this belief. Aspects of the design of the Norman interior are still visible in the north transept, which retains wall arcading and a broadly moulded arch leading to the sacristy, which was formerly a chapel. The transept has retained an early 16th-century coffered ceiling with decorated bosses, two of which are carved with the arms of Henry VIII and Cardinal Wolsey.
The north west tower is also of Norman construction. It serves as the baptistry and houses a black marble font, consisting of a bowl on a large baluster dating from 1697. The lower part of the north wall of the nave is also from the Norman building, but can only be viewed from the cloister because the interior has been decorated with mosaic.
Early English
The Early English Gothic chapter house, built between 1230 and 1265, is rectangular and opens off a "charming" vestibule leading from the north transept. The chapter house has grouped windows of simple untraceried form. Alec Clifton-Taylor describes the exterior of this building as a "modest but rather elegant example of composition in lancets" while Pevsner says of the interior "[It is] a wonderfully noble room" which is the "aesthetic climax of the cathedral". To the north of the chapter house is the slype, also Early English in style, and the warming room, which contains two large former fireplaces. The monastic refectory to the north of the cloister is of about the same date as the chapter house.
The Lady Chapel to the eastern end of the choir dates from between 1265 and 1290. It is of three bays, and contains the Shrine of St Werburgh, dating from the 14th century. The vault of the Lady Chapel is the only one in the cathedral that is of stone. It is decorated with carved roof bosses representing the Trinity, the Virgin and Child, and the murder of St Thomas à Becket. The chapel also has a sedilia and a piscina.
Decorated Gothic
The choir, looking towards the nave
The choir, of five bays, was built between 1283 and 1315 to the design of Richard Lenginour, and is an early example of Decorated Gothic architecture. The piers have strongly modelled attached shafts, supporting deeply moulded arches. There is a triforium gallery with four cusped arches to each bay.See image, right The sexpartite vault, which is a 19th century restoration, is supported by clusters of three shafts which spring from energetic figurative corbels. The overall effect is robust, and contrasts with the delicacy of the pinnacled choir stalls, the tracery of the windows and the rich decoration of the vault which was carried out by the ecclesiastical designers, Clayton and Bell. The choir stalls, dating from about 1380, are one of the glories of the cathedral.
The aisles of the choir previously both extended on either side of the Lady Chapel. The south aisle was shortened in about 1870 by George Gilbert Scott, and given an apsidal east end, becoming the chapel of St Erasmus. The eastern end of the north aisle contains the chapel of St Werburgh.
The nave of six bays, and the large, aisled south transept were begun in about 1323, probably to the design of Nicholas de Derneford. There are a number of windows containing fine Flowing Decorated tracery of this period. The work ceased in 1375, in which year there was a severe outbreak of plague in England. The building of the nave was recommenced in 1485, more than 150 years after it was begun. The architect was probably William Rediche. Remarkably, for an English medieval architect, he maintained the original form, changing only the details. The nave was roofed with a stellar vault rather like that of the Lady Chapel at Ely and the choir at York Minster, both of which date from the 1370s. Like that at York, the vault is of wood, imitating stone.
Perpendicular Gothic
From about 1493 until 1525 the architect appears to have been Seth Derwall, succeeded by George Derwall until 1537. Seth Derwall completed the south transept to a Perpendicular Gothic design, as seen in the transomed windows of the clerestory. He also built the central tower, southwest porch and cloisters. Work commenced on the south west tower in 1508, but it had not risen above the roofline at the time of the dissolution of the monasteries, and has never been completed. The central tower, rising to 127 feet (39 m), is a “lantern tower” with large windows letting light into the crossing. Its external appearance has been altered by the addition of four battlemented turrets by George Gilbert Scott in the 19th century.
The Perpendicular Gothic cloister is entered from the cathedral through a Norman doorway in the north aisle. The cloister is part of the building programme that commenced in the 1490s and is probably the work of Seth Daerwell.
The south wall of the cloister, dating from the later part of the Norman period, forms the north wall of the nave of the cathedral, and includes blind arcading.
Among the earliest remaining structures on the site is an undercroft off the west range of the cloisters, which dates from the early 12th century, and which was originally used by the monks for storing food.
It consists of two naves with groin vaults and short round piers with round scalloped capitals.
Leading from the south of the undercroft is the abbot's passage which dates from around 1150 and consists of two bays with rib-vaulting. Above the abbot's passage, approached by a stairway from the west cloister, is St Anselm's Chapel which also dates from the 12th century. It is in three bays and has a 19th-century Gothic-style plaster vault. The chancel is in one bay and was remodelled in the early 17th century. The screen, altar rails, holy table and plaster ceiling of the chancel date from the 17th century. The north range of the cloister gives access to a refectory, built by Simon de Whitchurch in the 13th century. It contains an Early English pulpit, approached by a staircase with an ascending arcade. The only other similar pulpit in England is in Beaulieu Abbey.
The Quadripartite vault of the choir
the 19th century the fabric of the building had become badly weathered, with Mr. Charles Hiatt writing that "the surface rot of the very perishable red sandstone, of which the cathedral was built, was positively unsightly" and that the "whole place previous to restoration struck one as woebegone and neglected; it perpetually seemed to hover on the verge of collapse, and yet was without a trace of the romance of the average ruin". Between 1818 and 1820 the architect Thomas Harrison restored the south transept, adding corner turrets. This part of the building served until 1881 as the parish church of St Oswald, and it was ecclesiastically separate. From 1844 R. C. Hussey carried out a limited restoration including work on the south side of the nave.
The most extensive restoration was carried out by the Gothic Revival architect, Sir George Gilbert Scott, who between 1868 and 1876 "almost entirely recased" the cathedral. In addition to extensive additions and alterations to the body of the church, Scott remodelled the tower, adding turrets and crenellations. Scott chose sandstone from the quarries at Runcorn for his restoration work. In addition to the restoration of the fabric of the building, Scott designed internal fittings such as the choir screen to replace those destroyed during the Civil War. He built the fan vault of the south porch, renewed the wooden vault of the choir and added a great many decorative features to the interior. Later in the century, from 1882, Sir Arthur Blomfield and his son Charles made further additions and modifications, including restoring and reinstating the Shrine of St Werburgh. More work was carried out in the 20th century by Sir Giles Gilbert Scott between 1891 and 1913, and by F. H. Crossley in 1939.
Rare fittings
The treasures of Chester Cathedral are its rare fittings, specifically its choir stalls and the 17th century furnishing of the bishop’s consistory court in the south tower, which is a unique survival. The choir stalls date from about 1380. They have high, spiky, closely set canopies, with crocketed arches and spirelets. The stall ends have poppyheads and are rich with figurative carving. The stalls include 48 misericords, all but five of which are original, depicting a variety of subjects, some humorous and some grotesque. Pevsner states that they are "one of the finest sets in the country",while Alec Clifton-Taylor calls them “exquisite” and says of the misericords that “for delicacy and grace [they] surpass even those at Lincoln and Beverley”.
Stained glass
Chester suffered badly at the hands of the Parliamentary troops. In consequence, its stained glass dates mainly from the 19th century. Of the earlier Victorian firms, William Wailes is the best represented here, as well as Hardman & Co.. Glass from the High Victorian period is well represented by two leading London firms, Clayton and Bell and Heaton, Butler and Bayne. The Aesthetic style is represented by Kempe. There are also several notable modern windows, the most recent being the refectory window of 2001 by Ros Grimshaw which depicts the Creation.
Organ
In 1844, an organ by Gray & Davison of London was installed in the cathedral, replacing an instrument with parts dating back to 1626. The organ was rebuilt and enlarged by Whiteley Bros of Chester in 1876, to include harmonic flutes and reeds by Cavaillé-Coll. It was later moved to its present position at the front of the north transept. In 1910 William Hill & Son of London extensively rebuilt and revoiced the organ, replacing the Cavaillé-Coll reeds with new pipes of their own. The choir division of the organ was enlarged and moved behind the choirstalls on the south side. The instrument was again overhauled by Rushworth and Dreaper of Liverpool in 1969, when a new mechanism and some new pipework made to a design drawn up by Roger Fisher was installed. Since 1991 the organ has been in the care of David Wells of Liverpool.
Communion plate
The communion plate includes two flagons dated 1662–63, two small and two large patens dated 1662, a silver chalice dating from about 1665, a silver gilt alms dish dated 1669, a chalice spoon of 1691, two small alms dishes dated 1737, two chalices dated 1838, a small chalice dated 1897, a small paten of 1903, two candlesticks dated 1662 and two vergers' maces of 1662.
Tour of features
Nave
The west end of the nave is dominated by an eight-light window in the Perpendicular Gothic style which almost fills the upper part of the west wall. It contains stained glass designed by W. T. Carter Shapland dating from 1961 and depicts the Holy Family in the middle two lights, flanked by the northern saints Werburgh, Oswald, Aidan, Chad and Wilfrid, and Queen Ethelfleda.
The stained glass in the north aisle, dated 1890, is by Heaton, Butler and Bayne.[35] The south aisle includes three stained glass windows, dated 1992, designed and made by Alan Younger to replace windows damaged in the Second World War. They were donated by the 6th Duke of Westminster to celebrate the 900th anniversary of the cathedral.[36] The stained glass in another window in the south aisle is by William Wailes, dated 1862.The stone nave pulpit was designed by the restorer R. C. Hussey and the lectern, dated 1876, is by Skidmore.] The mosaic floor of the tower bay was designed by Dean Howson and executed by Burke and Co. The same firm installed the mosaics which decorate the wall of the north aisle, depicting the patriarchs and prophets Abraham, Moses, David and Elijah. They were designed by J. R. Clayton of Clayton and Bell, and date from 1883–86.
Monuments in the nave include those to Roger Barnston, dated 1838, by John Blayney, to Bishop Stratford, dated 1708, to Bishop Hall who died in 1668, to Edmund Entwistle, dated 1712, to John and Thomas Wainwright who died respectively in 1686 and 1720, to Robert Bickerstaff who died in 1841 by Blayney, to Dean Smith who died in 1787 by Thomas Banks, and to Sir William Mainwaring, dated 1671.
Choir stall with canopy and misericord
Choir
The most famous feature of the choir is the set of choir stalls, dating from about 1380, and described above. The lectern, in the form of a wooden eagle, symbol of John the Evangelist, dates from the first half of the 17th century. The candlesticks also date from the 17th century and are by Censore of Bologna who died in 1662.
With these exceptions, most of the decoration and the fittings of the choir date from the 19th century and are in keeping with the Gothic Revival promoted by the Oxford Society and Augustus Welby Pugin. The restored vault of the choir is typical of the period, having been designed by Scott and decorated and gilded by Clayton and Bell.
The choir is entered through a screen designed by Sir George Gilbert Scott, with gates made by Skidmore. The rood was designed by Sir Giles Gilbert Scott, and was made by F. Stuflesser. The bishop’s throne or “cathedra” was designed by George Gilbert Scott to complement the choir stalls. It was constructed by Farmer and Brindley in 1876. The reredos and the floor mosaic date from 1876, and were designed by J. R. Clayton. The east window has tracery of an elegant Decorated Gothic design which is filled with stained glass of 1884 by Heaton, Butler and Bayne.
Lady Chapel
The 13th century Lady Chapel contains the stone shrine of St Werburgh which dates from the 14th century and which used to contain her relics. The shrine, of the same pink stone as the cathedral, has a base pierced with deep niches. The upper part takes the form of a miniature chapel containing statuettes. During the dissolution of the monasteries it was dismantled. Some of the parts were found during the 1873 restoration of the cathedral and the shrine was reassembled in 1888 by Blomfield. A carving of St Werburgh by Joseph Pyrz was added in 1993. Also in the chapel are a sedilia and a piscina. The stained glass, dated 1859, is by William Wailes. The chapel contains a monument to Archdeacon Francis Wrangham, made by Hardman & Co. and dating from 1846.
North choir aisle
The north choir aisle has a stone screen by R. C. Hussey and an iron gate dated 1558 that came from Guadalajara. At the east end of the aisle is the chapel of St Werburgh which has a vault of two bays, and an east window depicting the Nativity by Michael O'Connor, dated 1857. Other stained glass windows in the north aisle are by William Wailes, by Heaton, Butler and Bayne, and by Clayton and Bell. The chapel contains as a piscina dating from the 14th century, and monuments to Bishop Graham dated 1867, and to William Bispham who died in 1685, Other monuments in the north aisle include a tablet to Bishop Jacobson, dated 1887, by Boehm to a design by Blomfield.
North transept, sacristy and chapter house
The small Norman transept has clerestory windows containing stained glass by William Wailes, dated 1853. The sacristy, of 1200, has an east window depicting St Anselm, and designed by A. K. Nicholson. In the north transept is a freestanding tombchest monument to Bishop Pearson who died in 1686, designed by Sir Arthur Blomfield and carved by Nicholas Earp, with a recumbent effigy by Matthew Noble. Other monuments in the transept include one to Samuel Peploe, dating from about 1784, by Joseph Nollekens. The wall monuments include cenotaphs to members of the Cheshire (Earl of Chester's) Yeomanry killed in the Boer War and in the First and Second World Wars. At the corner of the transept with the north aisle is a 17th-century Tree of Jesse carved in whale ivory. A niche contains a rare example of a "cobweb picture", painted on the web of a caterpillar. It depicts Mary and the Christ-Child, and is based on a painting by Lucas Cranach the Elder.
The chapter house has stained glass in its east window by Heaton, Butler and Bayne and grisaille windows in the north and south walls, dated 1882–83, by Blomfield. It contains an oak cope cupboard from the late 13th century, and houses part of the cathedral library. In the vestibule is a copy of Ranulf Higdon's Polychronicon.[46] The front of the chapter house was rebuilt to a design by Hussey.
South choir aisle
Flowing Decorated tracery and glass by Heaton, Butler and Bayne in the south transept
The south aisle was shortened in about 1870 by Scott, and given an apsidal east end, becoming the chapel of St Erasmus. The stained glass in the apse window is dated 1872 and is by Clayton and Bell. Below this is a mosaic designed by J. R. Clayton and made by Salviati, and a fresco painting by Clayton and Bell, dated 1874. Elsewhere the stained glass in the aisle is by Wailes, and by Hardman & Co. to a design by Pugin.[42] The aisle contains the tomb of Ranulf Higdon, a monk at St Werburgh's Abbey in the 12th century who wrote a major work of history entitled Polychronicon,[47] a monument to Thomas Brassey (a civil engineering contractor who died in 1870), designed by Blomfield and made by Wagmuller, a monument to Bishop Peploe who died in 1752, and three painted monuments by Randle Holme.
South transept
The south transept, formerly the parish church of St Oswald contains a piscina and sedilia in the south wall. On the east wall are four chapels, each with a reredos, two of which were designed by Sir Giles G. Scott, one by Kempe and the other by his successor, W.E. Tower. The south window is dated 1887 and was made by Heaton, Butler and Bayne to a design by R. C. Hussey. Other stained glass in the transept is by Clayton and Bell, by C. E. Kempe and by Powell. The monuments include those to George Ogden who died in 1781, by Hayward, to Anne Matthews who died in 1793, by Thomas Banks, to John Philips Buchanan who died at Waterloo in 1815, and to the first Duke of Westminster, designed by C. J. Blomfield. On the wall of the southwest crossing pier are monuments which include a cenotaph to the casualties in HMS Chester in the Battle of Jutland in 1916 who included the 16-year-old Jack Cornwell VC. The west wall of the south transept has many memorials, including cenotaphs to the Cheshire Regiment, the Royal Air Force and the Free Czech Forces.
Cloisters and refectory
The cloisters were restored in the 20th century, and the stained glass windows contain the images of some 130 saints.[26] The cloister garth contains a modern sculpture entitled The water of life by Stephen Broadbent. The refectory roof is dated 1939 and was designed by F. H. Crossley. The east window with reticulated tracery was designed by Sir Giles G. Scott and is dated 1913. The stained glass in the west window, depicting the Creation, was designed by Ros Grimshaw and installed in 2001 to celebrate the Millennium. On the refectory's west wall there is a tapestry depicting Elymas being struck with blindness which was woven at Mortlake in the 17th century from a cartoon by Raphael. The heraldic paintings on the north wall represent the arms of the Earls of Chester.
Bell tower
Towards the end of 1963 the cathedral bells, which were housed in the central tower, were in need of an overhaul and ringing was suspended. In 1965 the Dean asked George Pace, architect to York Minster, to prepare specifications for a new bell frame and for electrification of the clock and tolling mechanism. Due to structural difficulties and the cost of replacing the bells in the central tower it was advised that consideration should be given to building a detached bell and clock tower in the southeast corner of the churchyard. It was decided to proceed with that plan, and in 1969 an announcement was made that the first detached cathedral bell tower was to be erected since the building of the campanile at Chichester Cathedral in the 15th century. In February 1969, nine of the ten bells in the central tower were removed to be recast by John Taylor & Co as a ring of twelve bells with a flat sixth. The new bells were cast in 1973. Work on the new bell-tower began in February 1973. Two old bells dating from 1606 and 1626 were left in the tower. On 26 February 1975 the bells were rung for the first time to celebrate the wedding of a member of the Grosvenor family. The official opening on 25 June 1975 was performed by the Duke of Gloucester. The belfry is known as the Dean Addleshaw Tower, after the dean of the cathedral responsible for its construction. Between the bell tower and the south transept is a garden in remembrance of the Cheshire Regiment (originally the 22nd Regiment of Foot).
The choral tradition at Chester is 900 years old, dating from the foundation of the Bendedictine monastery. There are usually ten choral services at the cathedral each week. Chester has a cathedral choir of male lay clerks, boy trebles and since 1997 the cathedral has recruited a choir of girl choristers, who sing on alternate Sundays to the boys and the same number of weekday services. There is no choir school at Chester, so the choristers come from local schools. On occasions the boy and girl choristers sing together. There is also a nave choir which sings Evening Prayer on Sundays, and sometimes joins with the cathedral choir on special occasions. The nave choir was formed in the middle of the 19th century, and was England’s first voluntary cathedral choir. The director of music is Philip Rushforth and the assistant organist is Ian Roberts. There are lunchtime organ recitals weekly on Thursday.The monthly program of music is available on the cathedral's website.
ODC-Motion
This is my neighbour who lives across the street. She had someone build this little food pantry and we are going to put non-perishable food items in it for those who come and go past our homes. Anyone can contribute or take food. I think this is a fabulous idea!
Best viewed Original size, with apologies for poor quality image.
One of two LMS Wolverton built (1938, Diag 2002, Lot 1156) Creamery vans M38998M at Wolverton - 05/1970.
I'm told by Bill Beford:
"No one is really sure. what they were used for. The diagram, Lot numbers and configuration indicate they were identical to the D.2001 sausage vans, and they were built to the same drawings."
Jenkinson and Essery say:
"We guess that they too were probably used for part loads of high value perishable traffic of a 'Dairy' nature and we feel they must of been associated with one specific service, possibly even one manufacturer. They were clearly long-lived, lasting until the 1970s."
Their use in later years is believed to have been on regular parcels traffic.
© 2017 - 53A Models of Hull Collection. Scanned from the original 35mm colour transparency; photographed by John Senior.
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This is the most drawn back view I've taken of the new Starbucks counter, which actually occupies a lot of the space where produce once was before the major 2013-14 remodel and expansion.
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Kroger, 2004-built, Goodman Rd. at Getwell Rd., Southaven, MS
Aztalan State Park is a Wisconsin state park in the Town of Aztalan, Jefferson County, at latitude N 43° 4′ and longitude W 88° 52′. Established in 1952, it was designated a National Historic Landmark in 1964 and added to the National Register of Historic Places in 1966. The park covers 172 acres (0.7 km² or 70 ha) along the Crawfish River.
Approximate areas of Mississippian and related cultures. Aztalan is in the Oneota region of the map.
Aztalan is the site of an ancient Mississippian culture settlement that flourished during the 10th to 13th centuries. The indigenous people constructed massive earthwork mounds for religious and political purposes. They were part of a widespread culture with important settlements throughout the Mississippi River valley and its tributaries. Their trading network extended from the Great Lakes to the Gulf Coast, and into the southeast of the present-day United States.
Pre-history (900–1300)
Aztalan was first settled around 900 by a Native American culture known as the Middle Mississippian Tradition. The chief center of a Middle Mississippian settlement is at Cahokia, in present-day Illinois, a city that at its peak had 20,000–30,000 people. This was not surpassed by Europeans in North America until after 1800. These settlements are characterized by the construction of mounds, stockades, and houses, by decorated Mississippian culture pottery and agricultural practices. There are also elements of the Woodland culture found there.
The residents had long-distance trading relationships with other settlements, linked by their use of the rivers for transportation. For example, items found at the settlement include copper from Michigan's Upper Peninsula, shells from the coast of the Gulf of Mexico, and stone such as Mill Creek chert from other areas of the Midwest.
Sometime between 1200 and 1300, the Aztalan settlement was abandoned. Archeologists and historians surmise they may have outgrown environmental resources, or encountered more warfare from other cultures, but do not know for sure. The Little Ice Age occurred soon after 1300 and may have contributed to farming difficulties, putting too much stress on the local chiefdoms.[3]
Life in Aztalan
Most of the residents lived in circular or rectangular houses which they built between the river and the eastern secondary wall. The placement of the structures suggests that the layout was planned. The dwellings were built around a central ceremonial plaza likely used for rituals and public gatherings, as has been found at similar locations. Posts for the house frames were placed either in individual holes, or in a trench dug slightly narrower than the posts. The walls were completed with wattle and daub, a plaster mixture of grass and clay. The roof was covered with bark or thatch. The doorway usually faced south to keep out the winter's north winds. Inside, a single family slept on pole-frame beds, covered with tamarack boughs, deer skins, and furs. Sometimes a fire was kept in the middle of the house and a hole in the roof let out the smoke. Storage pits dug in the earthen floor of the house held foods such as corn, nuts, and seeds in woven bags. Perishable foods like meat were most likely stored outside prior to cooking. Refuse pits for garbage and community storage pits were located outside.[4]
The site was well chosen to provide a variety of food sources, and other resources. The staple of the diet was corn or maize, and other plants were also gathered as food, such as acorns, hickory nuts, and berries. Tobacco was grown at this time for sacred rituals, as tobacco seeds have been found at this site. The main source of meat was deer, especially in the winter. The people also caught and ate beaver, elk, fox, muskrats, and raccoons. They hunted birds and turtles, collected mussels, and caught fish in the Crawfish River directly next to the site. To help with fishing, the people set up rock barriers called fish weirs at key points, one of which is visible when the river is low. They caught catfish, bass, suckers, buffalo fish, pike, drum fish, and gar. They disposed of the thousands of shells from consumed mussels in middens. These have layers of shells several feet thick.[citation needed]
The people living here gathered food and resources for tools and building. Other materials were obtained through trade.[5] They hunted small game and deer and fished the rivers.[5] Trees nearby provided wood for posts for house walls and stockades, bows and arrow shafts, and firewood. Smaller tree branches and grass were used for bedding and roofs. Shells were used to make jewelry, beads, spoons, and digging tools. The people dug river clay which was used to fashion fired pottery. Traded items, used for ornamental or ceremonial purposes, were an attribute of status because of their rarity.[5]
Largest platform mound viewed from the south and part of a stockade
Replica of a house built over 1000 years ago at Aztalan from an exhibit in the Wisconsin Historical Museum
Interior of Aztalan house in museum exhibit
Physical features
Reconstructed stockade behind the northwestern mound
The most obvious features of Aztalan are its pyramid-shaped, flat-topped platform mounds and the stockades, believed to have served both ceremonial and defensive functions.
Mounds
Three platform mounds remain on the site. The largest is the one in the southwest corner of the stockade; one almost as large is located in the northwest corner. The smallest of the three is along the east side of the settlement, near the Crawfish River (labeled "West Branch of Rock River" on the plates). The hill in the southeast corner is a natural gravel knoll, not built by the inhabitants.[6]
The largest mound was built in three stages, with a set of steps leading to the top, where a structure was built over the entire flat top. The mound was covered with a clay cap, probably to enhance its appearance. Corn was stored in pits inside the structure. Scholars have several theories about why the corn was kept there, and the overall purpose of the structure. It may have been the storage facility for the entire village or storage for food just for the top village officials; it may have been used for ceremonies and rituals; or it could have been a house for the village officials. This topmost structure was rebuilt each time a larger stage of the mound was built on top of the old.
The northwestern mound, used for formal burial, was also built in three stages.[6] A special structure, approximately 4 metres (13 ft) by 2 metres (6.6 ft), with its long axis towards the northeast/southwest, was built on the west side of the mound. Its doorway was in its southwest corner, and the structure was covered with a mixture of clay, willow branches, and grass. The floor was covered with a mat of what may have been cattails. The bodies of ten people were placed side by side on this, with their heads toward the doorway. The bones of another person were bundled together with cord and placed near them. Once this construction was complete, and the bodies were inside, the building was burned.
The eastern mound had a large open-walled structure, about 12 metres (39 ft) by 27 metres (89 ft), built on top of it, with firepits lined with white sand inside. The function of this mound and structure remain unclear.
Additionally, to the northwest of the stockaded area, a row of round mounds extends northward. When archaeologists dug in these mounds during the 1920s, they did not find the burial sites they had expected. Instead, each mound had a large post set in a pit in its center, surrounded by gravel and soil, with the pit capped with clay and gravel to hold the post steady. These mounds have been termed "marker mounds" because they may have been used to mark the site for travelers, but this is not certain. They may also have been used for announcements, message relays, or for calculations of astronomical phenomena, as has been found at other Mississippian sites, such as Cahokia.
Stockade
Reconstructed stockade near the Crawfish River
The settlement was surrounded on the north, west, and south sides by a palisade, a wall of logs set vertically into the ground. Narrow holes were dug into the ground, then the posts were lifted into position and set into the holes. The stockade was finished by people weaving flexible willow branches through the posts, and plastering the whole with a mixture of clay and grass to fill in the gaps, a technique similar to wattle and daub.
At some point, a smaller stockade was built within the outer one to delimit the dwelling areas. Archeologists have not been able to determine whether both stockades existed simultaneously, for a layered defense, or one was built after the other fell into disuse.
In 1850, Increase A. Lapham, an author, scientist, and naturalist, surveyed the site on behalf of the Smithsonian Institution. He described the outer stockade as being "631 feet (192 m) long at the north end, 1,149 feet (350 m) long on the west side and 700 feet (210 m) on the south side; making a total length of wall of 2,750 feet (840 m). The ridge or wall is about 22 feet (6.7 m), and from 1 foot (0.30 m) to 5 feet (1.5 m)) in height".[7] It had at least 33 square bastions at regular intervals along its length, similar in form and placement to some European fortifications, in order to allow defensive warriors to cover that area by shooting arrows. In addition, others were built along the secondary walls. Rather than having a gate to protect the entrance, the builders constructed the entrance so that it was camouflaged from direct view and blended in with the wall on either side.
During the time Aztalan was inhabited, two sets of outer stockades were built. The posts of the first one eventually rotted, and the second one burned and was never rebuilt. It is not clear whether the purpose of the stockade was to keep out invaders, or if the occupants built it for another reason.
Modern discovery (1835–1919)
A young man named Timothy Johnson discovered the ruins of the ancient settlement in December 1835. In January 1836, N. F. Hyer conducted the first rough survey of the site, and published his discovery in the Milwaukie Advertiser of January 1837. According to Lapham:
The name Aztalan was given to this place by Mr. Hyer, because, according to Humboldt, the Aztecs, or ancient inhabitants of Mexico, had a tradition that their ancestors came from a country at the north, which they called Aztalan; and the possibility that these may have been remains of their occupancy, suggested the idea of restoring the name. It is made up of two Mexican words, atl, water, and an, near; and the country was probably so named from its proximity to large bodies of water. Hence the natural inference that the country about these great lakes was the ancient residence of the Aztecs.[8]
Hyer wrote, "We are determined to preserve these ruins from being ruined." However, in 1838, President Martin Van Buren refused a request by Massachusetts statesman Edward Everett to withdraw the site from public sale, and it was sold for $22. In the following years, the surface was plowed, the mounds were leveled for easier farming, pottery shards and "Aztalan brick" were hauled away by the wagonload to fill in potholes in township roads, and souvenir hunters took numerous artifacts.
In 1850, Lapham urged the preservation of the stockade. At the time, the stockade was still standing, though not in the condition it had once been.
State park foundation and reconstruction (1919–present)
Historic marker for Aztalan State Park
In 1919, archeological excavations began at Aztalan under the direction of Dr. S. A. Barrett. In 1920, the Landmarks Committee of the State Historical Society of Wisconsin under Publius V. Lawson started a new effort to save what remained of Aztalan, supported by the Friends of Our Native Landscape and the Wisconsin Archeological Society. They made their first purchase of some of the land in 1921, three acres (12,000 m²) west of the stockade and containing eight conical mounds, and presented it to the Wisconsin Archeological Society.
Work for preservation continued. In 1936, the state's archeological and historical societies petitioned the federal government for funds to reconstruct the stockade, without success, although during the Great Depression it funded archeological work and preservation at numerous ancient sites around the country. In 1941, the newly founded Lake Mills-Aztalan Historical Society began an energetic campaign to preserve the stockade area.
In 1945, the Wisconsin State Assembly passed a bill directing the State Planning Board to study the possibility of establishing a state park at Aztalan. In 1947, the Wisconsin State Legislature passed a resolution requesting the State Conservation Commission to purchase Aztalan. 120 acres (490,000 m²) were purchased to this end in 1948, and the Wisconsin Archeological Society and the Lake Mills-Aztalan Historical Society donated their holdings. Aztalan opened to the public as Aztalan State Park in 1952.
Aztalan was designated a registered National Historic Landmark in 1964 and added to the National Register of Historic Places in 1966. In 1968, the state reconstructed portions of the stockade wall by placing new posts in the original holes. A section of this was also covered with the wattle and daub, but this has since worn away or been removed.
Here's a classic view looking "right down the pipe" into Duluth Union Depot. The Soo Line depot shows at upper left. The bright white building to the right of the Soo depot is the Great Northern's inbound freight house in Duluth. This was used only for inbound LCL and perishables. Just to the right of the GN's freight house is a rather special track that glides down hill into Duluth Union Depot. It's the one with the gray colored ties. That is the former track off of the GN High Line that connected the GN's passenger trains with Duluth. GN used Track 1 inside Duluth Union Depot. That's the track furthest left under the train sheds that allowed trains to arrive and depart via the High Line route. Kind of makes sense that GN used Track 1 in the depot when we can see how that track connected with the High Line. Of course that was torn down in 1945. But the legacy remains in this 1957 view. Officially, the High Line was used "exclusively" for passenger service into Duluth. But clearly, back in that day, it was also used to move GN's LCL freight and perishables to the inbound freight hose as those tracks connected with the High Line as well. During steam days the GN kept a Class C-1 0-8-0 here (near the freight house) to move these important LCL and perishable loads about the freight house for prompt unloading and it was virtually the only locomotive that GN kept on station anywhere near Duluth Union Depot and it was used exclusively to switch this small, but important, freight facility. FYI, outbound LCL from Duluth was handled at the Northern Pacific's freight house on 5th Avenue West and they handled all of the car loading for GN, Milwaukee Road, as well as their own.
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