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Their first three full-length albums are examples of the death/doom style, although the latter two incorporated some melodic and gothic elements. However, with the release of the albums Icon (1993) and Draconian Times (1995), Paradise Lost also became known as pioneers of the gothic metal subgenre. In accordance with the change in musical approach, vocalist Nick Holmes changed his singing style. He used a death grunt on the band's first three albums, but on Icon refined his voice to have a cleaner tone. Later (circa 1997), the band began experimenting with electronic styles but after four albums reverted again to gothic metal.
Their line-up has remained stable for such a long-standing heavy metal band, consisting of singer Nick Holmes, guitarists Greg Mackintosh and Aaron Aedy, and bassist Steve Edmondson. Holmes and Mackintosh are the principal composers, with almost all of the band's songs credited to them. During the years, the band has only changed drummers, with original member Matthew Archer replaced in 1994 by ex-Marshall Law drummer Lee Morris In March 2004, Morris left the band. Jeff Singer took Morris' place and has played on all subsequent releases, though he was not listed as a permanent band member until the release of the single "The Enemy" in 2007. In a recent video interview, Mackintosh and Holmes revealed that Singer had already auditioned for the band when Archer left, but they chose Morris instead because "[Singer] had a pink drumkit"
The opening day of the TTC's Extension north on Line 1 from Sheppard West to beyond the Toronto boundary into York Region and the City of Vaughan. Follow this series of views south from Vaughan to Downsview Park and the six new stations.
This is Vaughan Metropolitan Centre and the York Region Transit bus terminal leading directly into the station. You do have to pay another fare! The route 20 replaces the previous TTC-contracted route and this was the first day of service.
replaces the old top crawford bivvy, is apparantly the rebuilt, relocated (mid) top crawford hut. Couldn't see much sign of the old hut!
National Christmas Tree in Washington, D.C. replaced in spring of 2011
On February 19, 2011 the National Christmas Tree on the Ellipse in front of the White House was blown over by a large wind gust. The 42-foot Colorado blue spruce had served as the National Christmas Tree on the ellipse for more than 32 years, and was lit by six presidents in that time.
The National Park Service replaced the tree one month later on March 19th 2011.
The National Christmas Tree is lit in front of the White House in the area known as The Ellipse.
If you would like to attend the lighting Visit
The White House
1600 Pennsylvania Avenue NW
Washington, DC 20500
202-456-1414
Photos taken during The National Cherry Blossom Festival
Washington D.C. U.S.A.
04-03-2011
Photo
by Ryan Janek Wolowski
Volunteers straighten, level and replace broken stones outside of Columbarium Court 1 at Arlington National Cemetery, Arlington, Virginia, July 16, 2018. Over 400 volunteer landscape professionals participated in the National Association of Landscape Professionals’ 22nd annual Renewal and Remembrance event at Arlington National Cemetery. Volunteers aerated turf, planted flowers, laid irrigation pipes, and installed lighting protection on several trees. (U.S. Army photo by Elizabeth Fraser / Arlington National Cemetery / released)
This guy showed up after my house flooded and replaced basically every mechanical thing in the basement while I sat there, stunned, trying to make an Old Fashioned.
In PS5
1)duplicate bottom layer
2)on new layer, magic wand select sky shift+select multiple areas; select - feather 2 pts; clear (erase) sky, set at top layer
3)copy / paste a nice sky image as middle layer; add black layer mask; gradient tool mask light at bottom to dark at top
Lawn was replaced with curved pathways. Plants include Acorus 'Ogon', Japanese blood grass and Sea Lavender.
Built in 1929, this 17-story Art Deco-style former passenger railroad station was designed by Fellheimer & Wagner to replace the multiple previous train stations and termini in Buffalo, which were scattered throughout the city and belonged to different railroads. The structure stands on the site of the old Union Depot built in 1874, which closed in the early 1920s. The station began construction in 1925 when the New York Central Railroad settled on building their new union terminal in Buffalo at the site, with the station being built to accommodate the expected growth of Buffalo from a city of about 550,000 people to one with 1.5 million people, and to accommodate continued growth in passenger numbers. However, both of these projections never materialized, with the city’s population growth and the railroad’s passenger numbers growth, already slowing in the 1920s, slowing further due to the Great Depression during the 1930s, and then beginning a long, steady decline, only being briefly buoyed by World War II before falling out of favor as automobile travel proved more flexible and air travel more swift than train travel. Due to these circumstances, the terminal was overbuilt and never reached its full capacity during its operations, only coming close during World War II due to resource shortages and mass mobilization of the United States during wartime. The terminal was offered for sale by the New York Central Railroad for one million dollars in 1956, but found no buyers, with continuing declines in passenger numbers, coupled with the decline in the population of Buffalo itself, leading to several services being ended during the 1950s and 1960s. In 1966, the railroad, in an effort to save costs and downsize their facilities, demolished several outbuildings in the complex, and in 1968, the once powerful New York Central Railroad, a husk of its former self, merged with the Pennsylvania Railroad in an attempt to consolidate their expenses and save both companies, but this merger proved unsuccessful, leading to their bankruptcy in 1976, with both railroads absorbed into the public-private partnership known as Conrail.
In the meantime, Amtrak was formed in 1971 to provide passenger rail service in the United States, operating out of the terminal until 1979, with the agency facing budgetary limitations that did not allow them to renovate the aging structure, which, when coupled with the massive expenses of keeping the building comfortable, dry, and well-lit, led to the agency building two smaller stations in Buffalo during the 1970s to replace it. The terminal was subsequently purchased by Anthony T. Fedele, whom managed to maintain the building in decent condition, but was unable to find any interested developers to reuse the building, and eventually fell behind on taxes, leading to the building being seized at foreclosure so the taxes could be recouped by the government. During the time it was owned by Fedele, the building was vacated by Conrail’s offices between 1980 and 1984, and was listed on the National Register of Historic Places in 1984, with the final operations at the terminal, the interlocking towers that once signaled trains arriving at the station, being shut down in 1985. In 1986, the building was purchased at auction by Thomas Telesco, whom did not maintain the building, selling off many artifacts and fixtures from its interior, and proposing grandiose and unrealistic schemes of what he would do with the building, including being a stop on a high-speed rail line between New York and Toronto. The building was then sold to Bernie Tuchman and Samuel Tuchman, with the building seeing further elements removed and sold, and the building continuing to decay.
In 1997, the terminal, then in poor condition, was purchased by Scott Field of the Preservation Coalition of Erie County, whom paid for the building’s back taxes, and shortly thereafter, formed the Central Terminal Restoration Corporation, transferring ownership of the building to the organization. The building was stabilized and secured under the stewardship of the Central Terminal Restoration Corporation, which opened the building for public tours in 2003, and holds many fundraising events at the station every year. The building has been preserved, but a restoration or adaptive reuse of the structure has so far remained elusive.
The building features a brown brick exterior with an octagonal corner tower, with a large barrel-roofed main concourse structure wrapping around the tower to the south and east. The facade of the tower features multiple setbacks, chamfered corners, corner clock faces at the roofline above the twelfth floor, a rotunda with large archways and buttresses atop the tower with a decorative trim crown at the parapet, vertical window bays that stretch from the building’s base to the roofline, large entrances with metal canopies, large transoms, and stone surrounds, pilasters, and stone trim and caps atop the parapets. The main concourse portion of the building features large arched curtain walls at the ends of its barrel vaulted roof, a cavernous barrel vaulted interior, large metal canopies over the entrances, and a tunnel underneath that once allowed traffic on Curtiss Street to run beneath the building, though this has been closed since the 1980s due to the building’s decay, with a light court between the waiting room and a low-rise office block in the front, which sits just east of the tower and presents a similar facade treatment to that of the tower, with vertically accentuated window bays and pilasters. The rear of the building is more spartan in appearance, with a scar from the former location of the entrance to the train concourse to the rear, with the connecting structure having been removed following the discontinuation of railroad services at the building in 1979. The train concourse features multiple platforms with Art Deco-style aluminum canopies with sleek columns, thin-profile roofs, and rounded ends, with the train concourse featuring arched clerestory windows and a gabled roof, and being in a rather advanced state of deterioration with vegetation having grown throughout the structure and the surrounding abandoned tracks between the platforms. Attached to the southwest corner of the main building is the baggage building, a simpler six-story Art Deco-style structure with a buff brick exterior, a penthouse above the main entrance to the building, pilasters, vertically accentuated window bays, steel windows, stone spandrel panels, stone trim, and stone parapet caps, with long canopies along the base of the front and rear of the building that protected incoming and outgoing mail and baggage from inclement weather. To the west of the baggage building is the one-story mail processing building, which features a similar facade treatment, with the main difference besides height being the rooftop monitor windows in the middle of the building’s roof. Southwest of the baggage and mail processing building, sitting close to Memorial Drive, is a structure that formerly housed the Railway Express Agency, which is more utilitarian than the rest of the surviving complex, and is in an advanced state of decay, with the demolition of the structure being planned to take place sometime this decade. The structure features large window bays with steel windows, stucco cladding on the brick structure, and the remnants of canopies on the north and south facades of the first floor, with a long and low one-story wing to the rear.
The complex is one of the largest designed by Fellheimer & Wagner, and has maintained a remarkable state of preservation in its original form with few changes since its construction, besides some damage from the years of decay and neglect in the 1980s and 1990s. Another notable structure by the firm, and one of the most well-known railroad stations in the world, is Grand Central Terminal in New York City, which was also built for the New York Central Railroad. In addition to Grand Central Terminal, the firm also designed terminals that are more similar in appearance to the Buffalo Central Terminal, including Union Station in South Bend, Indiana, and Cincinnati Union Terminal, with Grand Central Terminal, Buffalo Central Terminal, and Cincinnati Union Terminal being among the largest, most impressive, and most significant railroad stations ever built in the United States. The station, though unrestored, is still impressive, and hopefully will be eventually adaptively reused for an economically sustainable function.
I will replace this poor picture with a good scan when I get it in a week or so. There's a long text on the back, hand-written with a pencil, and dated 1926. The picture was taken around 1920 I think (one hundred years ago!).
Rothschild Blvd in its younger days on the right (probably from Allenby St., looking west) and the hill of Jaffa can just be seen in the distance on the left. Postcard by Eliyahu Brothers, who were the main postcard makers there at the time.
Car No. 288. This is known as a "Belgas" car; being one of a batch of 10 built by "Ateliers de Construction de Familleureux", Belgium in 1929 to replace cars lost in a serious depot fire at Boavista in 1928.
The coracle is a small, roundish shaped, lightweight boat of the sort traditionally used in Wales but also in parts of Western and South West England, Ireland (particularly the River Boyne), and Scotland (particularly the River Spey); the word is also used of similar boats found in India, Vietnam, Iraq and Tibet. The word "coracle" comes from the Welsh cwrwgl, cognate with Irish and Scottish Gaelic currach, and is recorded in English as early as the sixteenth century. Other historical English spellings include corougle, corracle, curricle and coricle.
STRUCTURE
Oval in shape and very similar to half a walnut shell, the structure is made of a framework of split and interwoven willow rods, tied with willow bark. The outer layer was originally an animal skin such as horse or bullock hide (corium), with a thin layer of tar to make it fully waterproof – today replaced by tarred calico or canvas, or simply fibreglass. The Vietnamese/Asian version of the coracle is made somewhat differently: using interwoven bamboo and waterproofed by using resin and coconut oil. The structure has a keel-less, flat bottom to evenly spread the weight of the boat and its load across the structure and to reduce the required depth of water – often to only a few inches, making it ideal for use on rivers.
Each coracle is unique in design, as it is tailored to the river conditions where it was built and intended to be used. In general there is one design per river, but this is not always the case. The Teifi coracle, for instance, is flat-bottomed, as it is designed to negotiate shallow rapids, common on the river in the summer, while the Carmarthen coracle is rounder and deeper, because it is used in tidal waters on the Tywi, where there are no rapids. Teifi coracles are made from locally harvested wood – willow for the laths (body of the boat), hazel for the weave (Y bleth in Welsh – the bit round the top) – while Tywi coracles have been made from sawn ash for a long time. The working boats tend to be made from fibreglass these days. Teifi coracles use no nails, relying on the interweaving of the laths for structural coherence, whilst the Carmarthen ones use copper nails and no interweaving.
They are an effective fishing vessel because, when powered by a skilled person, they hardly disturb the water or the fish, and they can be easily manoeuvred with one arm, while the other arm tends to the net; two coracles to a net. The coracle is propelled by means of a broad-bladed paddle, which traditionally varies in design between different rivers. It is used in a sculling action, the blade describing a figure-of-eight pattern in the water. The paddle is used towards the front of the coracle, pulling the boat forward, with the paddler facing in the direction of travel.
Another important aspect to the Welsh Coracle is that it can be carried on his back by one person. 'Llwyth dyn ei gorwgl' — the load of a man is his coracle. (Welsh saying).
HISTORY
Designed for use in swiftly flowing streams, the coracle has been in use in the British Isles for centuries, having been noted by Julius Caesar in his invasion of Britain in the mid first century BC, and used in his campaigns in Spain. Remains interpreted as a possible coracle were found in an Early Bronze Age grave at Barns Farm near Dalgety Bay, and others have been described, from Corbridge and from near North Ferriby.
According to Ian Harries, coracle fisherman, coracles are so light and portable that they can easily be carried on the fisherman's shoulders when proceeding to and from his work. Coracle fishing is performed by two coraclers. Where fishing is performed by two people, there is one fisherman per coracle. The net is stretched across the river between the two coracles (the coracler will paddle one handed, dragging the net in the other) and drawn downstream. When a fish is caught, each hauls up an end of the net until the two coracles are brought to touch, and the fish is then secured, using a priest (or knocker – a small block of wood) to stun the fish.
In the 1920s and 30s James Hornell personally visited hundreds of rivers in the British Isles to talk with remaining coracle makers and users, in order to save the tradition. This resulted in his major book British Coracles and the Curraghs of Ireland (The Society for Nautical Research, 1938) containing drawings, diagrams and construction details gleaned from regular makers.
TODAY
Coracles are now seen regularly only in tourist areas of West Wales, and irregularly in Shropshire on the River Severn – a public house in Sundorne, Shrewsbury called "The Coracle" has a pub sign featuring a man using a coracle on a river. The Welsh Rivers Teifi and Tywi are the best places to find coracles in Wales, although the type of coracle differs depending on the river. On the Teifi they are most frequently seen between Cenarth, and Cilgerran and the village of Llechryd.
In 1974 a Welsh coracle piloted by Bernard Thomas (~1923–2014) of Llechryd crossed the English Channel to France in 13 1⁄2 hours. The journey was undertaken to demonstrate how the Bull Boats of the Mandan Indians of North Dakota could have been copied from coracles introduced by Prince Madog in the 12th century.
For many years until 1979, Shrewsbury coracle maker Fred Davies achieved some notability amongst football fans; he would sit in his coracle during Shrewsbury Town FC home matches at Gay Meadow, and retrieve stray balls from the River Severn. Although Davies died in 1994, his legend is still associated with the club.
THE CORACLE SOCIETY
The Coracle Society is a UK-based organisation was founded in 1990 by its former president, Sir Peter Badge. The five founding aims of the Society were:
To promote the knowledge of coracles, curraghs and allied craft, their making and use, and also their study and collection,
To take all reasonable steps to support the continuance of fishing involving the use of coracles and to encourage the holding of coracle regattas, races and the like,
To publish a newsletter as a means of communication between all those interested in coracles,
To use its best endeavours to obtain supplies of materials for the construction of coracles, and
To promote demonstrations, courses, exhibitions, discussions and lectures relating to coracles.
The current president of the Society is Dr Irving Finkel, Assistant Keeper in the Department if the Middle East at the British Museum, who is known for decoding a cuneiform tablet detailing Noah's Ark – the description of which resembles a very large coracle. The current Society chairperson is Jude Pilgrim, a committee member of the Heritage Lottery Fund. She recently played an instrumental part in setting up the Ironbridge Coracle Trust, formed to save the Eustace Rogers coracle hut in Ironbridge from demolition.
There are many Society members across the country who demonstrate at events and/or run coracle building courses, helping meet the Society's founding aims. A list of some of this year's events can be found on the official Coracle Society website.
The Society was present at the 2005 Shrewsbury River Festival, where they displayed various coracles on the River Severn. There is also an annual coracle regatta held in Ironbridge on the August Bank Holiday Monday every year. Organised by the Green Wood Centre until 2014 and the Ironbridge Coracle Trust from 2015, it is run on an informal basis whereby anyone with a coracle can take part in the event. Each year new entrants come with coracles made on the Bank Holiday weekend at the Green Wood Centre.
Members of the Society support the annual world championship coracle races in Shrewsbury, which raises funds in support of Macmillan Cancer Support.
In 2010, the Society celebrated its 20th anniversary with a number of events planned to recognise this important milestone, including a morning of talks at the National Coracle Centre in Cenarth. In 2015, the Society celebrated its 25th anniversary at its founding home of St Fagans National History Museum. A number of events took place, including a talk from Dr Irving Finkel about his experiences decoding the Noah tablet and making the accompanying Channel 4 documentary. The Society also supported the return of coracles and coracle regattas to Welshpool in 2015.
SAFETY
The design of the craft, as explained above, makes the coracle an unstable craft. Because it sits "on" the water, rather than "in" it, the vessel can easily be carried by currents and the wind. The Coracle Society has published guidelines for safely using coracles.
SIMILAR CRAFT
The oldest instructions yet found for construction of a coracle are contained in precise directions on a four-thousand-year-old cuneiform tablet supposedly dictated by the Mesopotamian god Enki to Atra-Hasis on how to build a round "ark". The tablet is about 2,250 years older than previously discovered accounts of flood myths, none of which contain such details. The earliest known written evidence of a coracle-type boat (quffa), still in use today, is in the Bible, Exodus 2:3.
The Irish curach (also currach or curragh) is a similar, but larger, vessel still in use today. Curachs were also used in the west of Scotland:
The curach or boat of leather and wicker may seem to moderns a very unsafe vehicle, to trust to tempestuous seas, yet our forefathers fearlessly committed themselves in these slight vehicles to the mercy of the most violent weather. They were once much in use in the Western Isles of Scotland, and are still found in Wales. The framework [in Gaelic] is called crannghail, a word now used in Uist to signify a frail boat.
— Dwelly's [Scottish] Gaelic Dictionary
The currachs in the River Spey were particularly similar to Welsh coracles. Other related craft include:
India – parisal
Iraq – kuphar or quffa
Native American societies – bull boat
Tibet – ku-dru and kowas
Vietnam – thung-chai
INDIAN CORACLE
Indian coracles (Tamil:பரிசல், Kannada:ಹರಗೋಲು,ತೆಪ್ಪ) are commonly found on the rivers Kaveri and Tungabhadra in Southern India. Coracles are primitive, light, bowl-shaped boats with a frame of woven grasses, reeds, or saplings covered with hides. Indian coracles are considered to have been in existence since prehistoric times, and are a major tourist attraction at the Hogenakkal falls on the Kaveri river. Although these boats were originally designed for general transport, they have recently been used mostly for giving tourists rides.
TYPES
The coracles found in the Hogenakkal are of two types, which differ mainly in size. The smaller ones are about 1.9 metres in diameter, and are used primarily for fishing. The larger ones, which measure up to 2.6 metres in diameter, are used for tourists.
DESIGN
Indian coracles are either saucer or bowl shaped and circular, with the greatest diameter across the mouth. The circular coracles in Iraq are very similar, but they have convexly curved sides, and thus the mouth is not the widest part. Indian coracles are on average about 2.24 metres in diameter, but can still hold eight people at a time. Other kinds of coracles usually can only hold one person. Indian coracles, and coracles in general, are made of bamboo and take about a day to build, given all the necessary materials. The bottoms of the boats are covered in hides, or sometimes with sheets of plastic, in order to make them waterproof. In modern times, a sheet of LDPE plastic is often embedded between two layers of bamboo. Sometimes the bottom of the craft is tarred to make it waterproof. Coracles are steered and propelled using a single paddle, making them unique.
CONSTRUCTION
The boats are made primarily from bamboo. The first step in construction is a basic framework woven from bamboo sticks. Then the bottom is further reinforced with the addition of more bamboo sticks, making the boat's base sturdy. Once the bottom is structurally sound, the lowest points of the sides are defined by a circumferential band of three flat strips of bamboo woven into the existing lattice. The sides of the boat are then made with 20 to 30 adjacent strips of bamboo. Finally this framework is again strengthened by lightweight bamboo, making sure that the sides are not heavier than the base.
The boats had earlier been waterproofed by using hides of animals, but these days plastic sheets are used for this purpose as they are cheaper as well as easily available. The waterproofing is further enhanced by a layer of tar, a feature which is common in most contemporary coracles.
Local names
Parisal, sometimes spelt as parical – Tamil
Teppa or harigolu – Kannada
Putti in Telugu
WIKIPEDIA
⚠️ Replaced in 2026
New Replacement - Aquarama Stargate S6
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WashTec Softcare Pro Classic in grey "EG Wash” design with black and grey SofTecs brushes installed in 2021 by EG Group, replacing a Istobal M12+
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Item No.217 C5/99986/2015/R
Agenda:
To consider joint application for transfer of regular permit in respect of stage carriage KL 08 AX 9761 (Replaced with KL 08 W 3039) operating on the route N Paravoor , Thrissur Medical College, Via Kodungallur, Ijk , Oorakam, Patturaikkal Thiroor.1St Trip From Ijk To Kodungallur Via Vellangallur, Pattepadam, Mankidi, Maniyamkavu, Valoor, Kadalayi,Karumathra, Karupadanna , Narayanamangalam As LSOS from the name of the permit holder to the name of the 2nd applicant.
Applicants:
1)Smt.Geetha,Chiriyath Madam ,Vellangallur GP,Thrissur
2.Shri. Johnson, Arakkal (H), Porathissery, Madayikonam,Thrissur
⚠️ Replaced in 2026
New Replacement - Christ Alpha C173
======================
Out Of Service Christ Varius C163 in White/Blue with blue and black sensomix brushes installed in 2016, replacing a Ryko Premier Plus.
Video - youtu.be/SO6NNmOJvnk
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Tesco
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Wilcomatic
• Address •
Tesco Petrol Station
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England
I recently replaced my beloved Slimmy wallet with a Mighty Wallet from Dynomighty Design.
As you can see, it looks like an Air Mail envelope; it also happens to feel like one as well. It's made out of the same sort of material, but with a thicker gauge - so despite looking paper-ish, it holds up really well. Two main card pockets, two "business card pockets", and two billfolds for dollars or receipts.
They have other designs - you may have seen the dot matrix one - but this one struck me as the best.
Available at AC Gears for $15, or you can order them online.
The standard mount on the Sony A7 is prone to flexing. It's especially noticeable when using heavier lenses, but one can feel it even when handling a small one like the Zeiss 55mm F/1.8.
I kinda got tired of this and upgraded to the Fotodiox Tough E-mount version.
It replaces the front ring and the plastic one underneath with a single piece.
Hebron Public School, Hebron, Ind.
Date: 1915
Source Type: Postcard
Publisher, Printer, Photographer: Unknown (#1-HIR)
Postmark: January 18, 1915, Hebron, Indiana
Collection: Steven R. Shook
Remark: This school was constructed in 1914 to serve the Hebron, Porter County, Indiana, community and to alleviate overcrowding at the school it replaced. It was constructed on the same site of the old school along the west side of Adams Street. This school consisted of eleven classrooms, an auditorium/gymnasium, and a shop room.
Overcrowding began to occur at this school during the late 1920s and the community started to contemplate the construction of a new high school. The community, hindered by the financial impact of the Great Depression, did not construct a new school until 1939. The new school that replaced the one seen above was funded through funds from the Works Progress Administration (WPA).
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The following newspaper item appears in the April 2, 1914, issue of The Chesterton Tribune:
HEBRON.
The contract for the new Hebron school building was let last Saturday afternoon to the lowest bidder, who proved to be the Wiley Bros. of Chicago, their bid being $23,524 for the construction of the building. The plumbing and heating contract was awarded to the Lige Bros. of Auburn, Ind., whose bid was $5,360. This will make a total cost of the building complete below $30,000, and seems to be a very satisfactory price to the taxpayers. A large number of contractors were present and the bidding was lively. The Wiley Bros., who secured the contract have the reputation of being first class, honest workmen, and were born and raised at Orchard Grove, Ind., and there have a number of old friends and acquaintances here who are glad to see them land the contract. A firm from Chesterton came within $11 of their bid.
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The following newspaper item appears in the April 30, 1914, issue of The Chesterton Tribune:
HEBRON.
School closed here last Friday afternoon, which was two weeks early in order that the contractors who are to erect the new school building could get to work on it as soon as possible. The three out of town teachers, Misses Tofte, Felton and Padgett, left on the evening train for the respective homes at Valparaiso, Crown Point and Evansville.
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The following newspaper item appears in the April 30, 1914, issue of The Chesterton Tribune:
HEBRON.
The workmen on the old school building have made rapid work when they succeeded in tearing it down to the ground in a week's time.
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The following newspaper item appears in the July 16, 1914, issue of The Chesterton Tribune:
HEBRON.
The Wiley Bros., who are constructing the new school house were given quite an extra expense last Friday when a large portion of the northwest wall which was nearly completed collapsed with a roar that was heard for several blocks and within a few minutes over a hundred people were on the scene, fearing that some of the workmen had been injured, but fortunately they had quit work for the day about 10 minutes before it occurred and this no doubt saved some from being seriously injured if not killed. The accident was caused by having the brick carriers pile up brick all day on the upper floor so that the hoist could be taken to their other contract at Bloomington, Ill., and the extra heavy weight caused one of the joists to break, which in giving way pulled the wall with it. It will require about a week's worth in making the repairs, but will not affect the building in any way and it will be safe in every sense of the word. It merely means an expense of several hundred dollars to the contractors.
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The following newspaper item appears in the July 30, 1914, issue of The Chesterton Tribune:
HEBRON.
The bricklayers have finished their work on our new school building and the carpenters have now commenced work. We are getting one of the finest buildings in the county and it will be a great credit and improvement to the town.
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The following newspaper item appears in the September 3, 1914, issue of The Chesterton Tribune:
HEBRON.
The work on the new school here is progressing nicely and it is expected that it will be completed so that school can begin by the first of October. The building is a credit to the town and township and one that we may all feel proud of.
Sources:
The Chesterton Tribune, Chesterton, Porter County, Indiana; April 2, 1914; Volume 31, Number 2, Page 2, Column 2. Column titled "Hebron."
The Chesterton Tribune, Chesterton, Porter County, Indiana; April 30, 1914; Volume 31, Number 6, Page 2, Column 1. Column titled "Hebron."
The Chesterton Tribune, Chesterton, Porter County, Indiana; May 7, 1914; Volume 31, Number 7, Page 2, Column 3. Column titled "Hebron."
The Chesterton Tribune, Chesterton, Porter County, Indiana; July 16, 1914; Volume 31, Number 17, Page 2, Column 5. Column titled "Hebron."
The Chesterton Tribune, Chesterton, Porter County, Indiana; July 30, 1914; Volume 31, Number 19, Page 2, Column 3. Column titled "Hebron."
The Chesterton Tribune, Chesterton, Porter County, Indiana; September 3, 1914; Volume 31, Number 24, Page 2, Column 6. Column titled "Hebron."
History Committee. 1990. Charter Centennial: Hebron, Indiana, 1890-1990. Hebron, Indiana: Star Printing. 120 p. [see pp. 24-26]
Copyright 2009. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
A victory over 3rd bottom Southport Hesketh would've seen Longridge go 5 points clear at the top of the West Lancashire League Premier Division with 4 games to play. Sadly, Town produced their worst performance of the season, going down 3-0 to a hard working Southport side, who played a 90 minutes that belied their League position.
Manager Lee Ashcroft started with two up front, Jack Preston joining Brad Carsley, with Jordan Bowen playing just in behind. Town started OK on a bumpy surface, with Carsley heading wide a Mark Woods cross after just 12 minutes, but four minutes later a Southport corner to the edge of the penalty area was volleyed home to put Hesketh 1-0 up.
The travelling Town support was to be disappointed if they expected a response from the League leaders as, playing into a strong wind, Longridge were struggling to get going, being out worked all over the pitch by the Home side.
After 38 minutes a free kick was lofted into the Longridge area and, after failing to clear their lines, Town went two down as the ball was stabbed home from six yards.
2-0 as the teams went in at half time, and Town would now be playing with the wind at their backs.
Former Southport player Mark Jeffers was introduced, in place of Jack Preston, at half time as Ashcroft look to get the ball wide and provide the ammunition for Carsley to add to his 26 goal tally.
Jeffers looked bright and Town started the half looking for the goal to get them back in the game, but the closest they came was a glancing header from Danny Morris that rolled wide from a corner.
Joe Melling was replaced by Jordan Tucker on the hour, as Ryan McKenna moved up front with Carsley, but it was all in vain as the Southport keeper remained untroubled, aside from showing good hands when saving a Carsley free kick on 76 minutes.
Just 2 minutes later it was all over, although it had felt that way for a while, as Southport outnumbered the Town defence and fired a 3rd goal into the corner of the net. 3-0.
The final 12 minutes were played out in the grim belief that Longridge had missed an opportunity, but Southport had played well and fully deserved their 3 points on the day.
After the match Manager Lee Ashcroft (pictured)was philosophical regarding his teams chances , " The important thing now is that we win our next 3 matches, as the outcome is still in our own hands then, before going to Blackpool on the final day. We were poor today admittedly, but we have to respond and I'm pleased that we have the chance to do that quickly with the Tempest game on Wednesday night."
Town now have 3 home games, starting on Wednesday night against Tempest United with a 7.30pm kick off, before then facing title rivals Blackpool Wren Rovers on the final day of the season on Saturday May 13th.
Today's result leaves Longridge two points clear at the top of the West Lancashire League Premier Division on 72 points, two clear of nearest challengers Wren Rovers.
Well my kitchen is crazy right now. Half the roof is down (replacing plumbing in the upstairs bathroom. A whole new ceiling is going up and new lights. Some of the walls have been primed out, the doors will be primed out this weekend. I found a vintage 1950's cupboard with counter to replace an existing one and the sink cupboards will just be plain white ones very minimal but high gloss.) The sink will be a double farmers sink with high chrome taps and that counter will be wood. The temporary pantry I am going to paint red and install some chrome vintage handles. (this is a temporary solution until I can afford a full on pantry. The walls will be light turquoise and the trim plain white. The floors need to be redone, area rugs gone. The list just goes on and on. Fridge and stove are new and staying, as will the microwave but in a different location (shelf above stone) I am doing open upper shelves, with pipe detailing added around them (painted white or red) for a totally different look.
son working on his brother's truck again...and what part of "I don't do electric or carbs" did he not understand?? I ended up doing the wiring for the turn signal and really hope I did it correctly. First time for everything. Good news, the truck now has both brake lights.
Funny part...the blinkers still were not working. Stayed on but didn't blink. Hmmm...wonder if it could be a fuse or something (yes that was mentioned a couple of days ago. The wiring did need to be replaced but I told him it seemed like a 'fuse' problem or a relay). Hey guess what, found the manual and surprise! No flash relay at all LOL!! So now the truck has blinkers, brake lights, the turn signal switch stays in place (well sort of...), and all we gotta worry about is whether or not the wiring part stays put. o.O
Reminded me of how much I miss working on cars. At least he got it honestly :)
Universal Technical Institute is gonna have a great student with this guy. He makes me smile.
Oh and no shock, sparks, or fire...yay!
Fundamentally, your Kitchen faucet is a valve that controls the flow of water from an outlet in the kitchen. They are offered in a assortment of designs and designs that can change the way your kitchen appears and feels. No matter whether you decide on a fundamental design or a sleek modern...
Work is well underway on Sky Waka, the new high-speed gondola at Whakapapa on New Zealand’s North Island, with the team facing ever-changing logistical challenges with engineering specifications, getting materials on-site, and the physical construction process.
Lack of access over unique volcanic terrain adds to the complexity of this project. Even transporting concrete from the truck to the construction site has required some out of the box thinking.
“Conventional concrete trucks drive part way up the mountain and are then replaced with a trailer concrete mixing bowl with a 3.5 cubic metre capacity” says Whakapapa General Manager, Jono Dean.
“The concrete is then transferred onto a purpose built aerial material ropeway system that then transfers the loads to the locations required in the mid mountain. To date, 400 of the 1100 tonnes required for this project has been transported.”
The Swiss engineered ropeway can transport up to 5 tonnes of equipment and materials without relying on helicopter use, which can be restricted due to weather conditions. At over 1000m in length with towers up to 34m tall, it is the first of its kind in NZ to be constructed for the purpose of building a passenger ropeway on a ski field.
“We’ve had amazing luck with weather this summer, which has got the project off to a great start but being up a mountain conditions could change rapidly and affect the project timeline.”
The construction of the 14 tower foundations to support the new Sky Waka gondola line are nearly complete and work is underway on the terminal stations where people will get on and off the gondola.
Italian based company Leitner is supplying and installing the gondola, and General Manager David Ratcliffe says he’s excited to be involved in New Zealand’s largest gondola installation. “This project has presented unique challenges but work is progressing well and it’s exciting to be a part of such an iconic project.”
The fifty Sky Waka gondola cabins will feature floor to ceiling glass for breathtaking views, internal ski racks, audio and lighting and individual leather seats offering business-class luxury to passengers befitting of the UNESCO Dual World Heritage status of Whakapapa Ski Area. Each cabin accommodates 10 passengers and even the tallest skiers will be able to stand upright in the cabin with more than 2m of internal clearance.
The Sky Waka will run from the Top of the Bruce base area directly to the award-winning Knoll Ridge Café. It will transport 2,400 people per hour over the 1.8km in approximately 5 minutes.
Social and economic indicators for the gondola project are compelling, with a team of about 35 hands on people working on the project and another estimated 100 people contributing to the project behind the scenes, including a strong contingent of local employment from the area.
The gondola project has involved working closely with Ngati Tuwharetoa and DOC which has seen a significant reduction in the number of structures on the mountain, the new installation having less than half of the structures it replaces.
As a public benefit entity RAL invests its proceeds back into developing the mountain’s facilities and the new gondola forms part of the $100m reinvestment strategy announced by the RAL board in 2015.
Les travaux vont bon train sur Sky Waka, la nouvelle télécabine à haute vitesse de Whakapapa, sur l’île du Nord de la Nouvelle-Zélande. L’équipe est confrontée à des défis logistiques en constante évolution: spécifications techniques, mise en place des matériaux et processus de construction.
Le manque d'accès sur un terrain volcanique unique ajoute à la complexité de ce projet. Même le transport du béton du camion sur le chantier a nécessité une réflexion originale.
«Les camions en béton conventionnels roulent en partie sur la montagne et sont ensuite remplacés par un bol à béton d'une remorque d'une capacité de 3,5 mètres cubes», a déclaré Jono Dean, directeur général de Whakapapa.
«Le béton est ensuite transféré sur un système de remontée mécanique sur matériaux aériens spécialement conçu à cet effet, qui transfère ensuite les charges aux emplacements requis en moyenne montagne. À ce jour, 400 des 1 100 tonnes requises pour ce projet ont été transportées. ”
Les remontées mécaniques suisses peuvent transporter jusqu'à 5 tonnes d'équipements et de matériaux sans recourir à l'utilisation d'hélicoptères, ce qui peut être limité en raison des conditions météorologiques. Avec plus de 1000 m de long et des tours atteignant 34 m de haut, il s'agit du premier du genre en Nouvelle-Zélande à être construit dans le but de construire un téléphérique pour passagers sur un domaine skiable.
"Nous avons eu une chance incroyable avec la météo de cet été, ce qui a donné un bon départ au projet, mais être dans les conditions montagneuses pourrait changer rapidement et avoir une incidence sur le calendrier du projet."
La construction des 14 fondations de la tour pour soutenir la nouvelle gondole Sky Waka est presque terminée et des travaux sont en cours sur les gares terminales où les gens pourront monter et descendre de la télécabine.
Leitner, société italienne, fournit et installe la gondole. Le directeur général, David Ratcliffe, se dit ravi de participer à la plus grande installation de gondoles de Nouvelle-Zélande. "Ce projet a présenté des défis uniques, mais le travail avance bien et c’est excitant de faire partie d’un projet aussi emblématique."
Les cinquante cabines de la télécabine Sky Waka comprendront des baies vitrées offrant une vue époustouflante, des porte-skis internes, un système audio et d'éclairage ainsi que des sièges individuels en cuir offrant un luxe de classe affaires aux passagers, digne du statut de domaine de ski de Whakapapa classé au double patrimoine mondial de l'UNESCO. Chaque cabine peut accueillir 10 passagers et même les plus grands skieurs pourront se tenir debout dans la cabine avec plus de 2 m de dégagement interne.
Le Sky Waka ira de la base de Top of the Bruce au Knoll Ridge Café, un établissement primé. Il transportera 2 400 personnes par heure sur 1,8 km en 5 minutes environ.
Les indicateurs sociaux et économiques du projet de gondole sont convaincants, avec une équipe d'environ 35 personnes travaillant sur le projet et environ 100 personnes contribuant au projet en coulisse, y compris un fort contingent d'emplois locaux de la région.
Le projet de télécabine a impliqué une collaboration étroite avec Ngati Tuwharetoa et DOC, qui a enregistré une réduction significative du nombre de structures en montagne, la nouvelle installation remplaçant moins de la moitié des structures.
En tant qu’entité d’intérêt public, RAL réinvestit ses recettes dans le développement des installations de la montagne. La nouvelle télécabine fait partie de la stratégie de réinvestissement de 100 millions de dollars annoncée par le conseil d’administration de RAL en 2015.
South Range Local Schools 29 - 2000 Thomas Freightliner; Bus Yard - Beaver Township, Mahoning County, Ohio. One of many Thomas Freightliners in the fleet. Bus was used as a route bus until another Thomas Freightliner was purchased to replace this bus on a route. It was purchased used from Poland Local Schools and was their bus 4.
(From left to right) Resident acting company members Fred Sullivan Jr. (Geoffrey), Anne Scurria (Marion),Angela Brazil (Jane), Stephen Berenson (Sidney), Phyllis Kay (Eva), and Timothy Crowe (Ronald) in Alan Ayckbourn's darkly humorous Absurd Person Singular, directed by Brian McEleney at Trinity Rep. Now playing through November 21, 2010 in the Dowling Theater. Costume design by William Lane, set design by Michael McGarty, lighting design by John Ambrosone. (Photo: Mark Turek)
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In 2008, the European Ka was replaced with a model developed and produced for Ford by Fiat in conjunction with Fiat's own 500 vehicle. The car was built in Fiat's Tychy, Poland, factory alongside the Fiat 500, Fiat Panda, and Lancia Ypsilon. Production started on 18 July 2008.
The second-generation Ka came with a choice of two engines, a 1.2-litre petrol with 69 PS (51 kW) of power and 102 N⋅m (75 lbf⋅ft) of torque and a 1.3-litre TDCi diesel engine with 75 PS (55 kW; 74 hp) of power and 145 N⋅m (107 lb⋅ft) of torque.
The Ka made its debut in the 22nd James Bond film Quantum of Solace and was unveiled in October 2008's Paris Motor Show.
Production ended on 20 May 2016.
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Queensland State Archives DR136
The William Jolly Bridge is a heritage-listed road bridge over the Brisbane River between North Quay in the Brisbane central business district and Grey Street in South Brisbane, within City of Brisbane, Queensland, Australia. It was designed by Harding Frew and built from 1928 to 1932 by MR Hornibrook.
The style of the bridge's design is Art Deco, which was popular at the time. MR Hornibrook company built the bridge that consists of two piers that were built in the river and two pylons on the river banks, which support three graceful arches. The rainbow arch type, as it was described, was claimed to be the first of its type in Australia. It is a steel frame arch bridge with an unusual concrete veneer, treated to make it appear like "light-coloured porphyry".
When opened, during the worst year of the Great Depression, the bridge was known simply as the Grey Street Bridge. It was renamed to the William Jolly Bridge on 5 July 1955 in memory of William Jolly, the first Lord Mayor of Greater Brisbane. It was added to the Queensland Heritage Register on 6 August 1996.
History
The William Jolly Bridge was constructed between 1928 and 1932 following the formation of Greater Brisbane in 1925, and was one of the first major capital works of the new Brisbane City Council and bears the name of its first Mayor, William Jolly. At the time of construction, the only traffic bridge linking the Brisbane central business district and South Brisbane was the second Victoria Bridge, built in 1897 to replace an earlier bridge washed away in the flood of 1893. The William Jolly Bridge crosses the Brisbane River at the tip of the South Brisbane peninsula between Grey Street, South Brisbane, and at North Quay at the intersection of Skew and Saul Streets on the northern bank.
The tip of the South Brisbane peninsula is traditionally a point of crossing. A sandy beach marked the point of crossing for aboriginal tribes from the Moreton region, then later for Europeans who crossed the river near this point on the North Quay ferry, and then from the 1930s via the William Jolly Bridge. On the south bank, aboriginal and later European pathways and land use patterns formed the basis for subsequent traffic networks.
Prior to European settlement, the whole of the South Brisbane peninsula was known as Kurilpa, meaning the place of rats, due to the large number of bush rats to be found in the lush vegetation of the area. (The riverfront park adjacent to the bridge at South Brisbane is now called Kurilpa Point.). The first European use of the south bank occurred soon after the establishment of the Moreton Bay penal settlement in 1825 when convicts cleared the flats across the river in order to grow grain to feed the settlement. In 1830 the cultivation of the flats on the south bank was ordered to cease by the Commandant; however throughout the 1830s timber was being exported to Sydney from the south bank. Those en route to the outstations at Coopers Plains, Limestone Hill and Cleveland crossed the area.
On 10 February 1842, following the closure of the penal settlement, the Moreton Bay district was declared open for free settlement. As the point of entry and exit, South Brisbane prospered in the 1840s. In 1846 Brisbane was brought within the provisions of the Police Towns Act of 1839, and boundaries to the town were set.
The first ferry to convey passengers, horses and carriages began operation from Russell Street c.1842. For over 30 years this was the only vehicular ferry crossing to North Brisbane (as the Brisbane CBD was then known) in this area, except for a brief period from June 1865-November 1867 when a temporary timber bridge, which was rapidly destroyed by marine borer, spanned the river.
Brisbane's first burial ground had been established on the northern bank where Skew Street is now located, (later moved to Hale Street where it became known as Paddington Cemetery, site now partially occupied by Suncorp Stadium), and to the rear of the burial ground a new gaol was established by 1860 and military barracks in 1864. Farming was established along the banks of the river, and development concentrated on Petrie Terrace. Land between the new burial ground and barracks was put up for auction in 1861, and from 1863 the auctioning of suburban allotments (now Paddington) encouraged the spread of the settlement along the ridges.
The North Quay Ferry, a row boat, crossed the river where the bridge now stands, and the River Road (now Coronation Drive) was established as a track which serviced properties towards Toowong. The extension on the Main Line railway from Ipswich to Brisbane in 1875 isolated the strip of riverfront residences from the working-class houses in Milton and Paddington, and this contributed to the relative lack of development along the northern bank of the Milton Reach of the river in subsequent years.
The opening of the Victoria Bridge on 15 June 1874 provided an important transport and communications link between the north and south banks of the river, and provided further impetus to the development of the south bank. The Victoria Bridge was funded by the Brisbane Municipal Council and a toll was imposed to recover costs. Eventually, responsibility for the bridge was taken over by the Queensland Government.
In the 1880s, the south bank experienced a development boom. The South Brisbane dry dock was opened in 1881, coal wharves at Woolloongabba and associated rail links were established c.1885, and South Brisbane railway station was established as the passenger terminus for suburban and country lines built during the 1880s. Industry and commerce was attracted to the area, and Stanley Street developed into a major retail centre and thoroughfare. The spread of housing included the development of large residences located along the ridges with views of the river, and industry developed along the southern bank of the Milton Reach.
The establishment of the South Brisbane municipality occurred on 7 January 1888. The development of the civic centre focused on the Stanley and Vulture Street intersection, with the construction of the South Brisbane Town Hall, Fire Station, Post Office and South Brisbane railway station. The boom of the 1880s collapsed, followed by maritime and pastoral strikes in the early 1890s, and the collapse of banks in 1893. Land and rent values plummeted to their lowest levels and hundreds of home owners applied to the council to work out their rates. A series of floods of the Brisbane River in 1893 resulted in the collapse of the Albert rail bridge at Indooroopilly in 1893, which diverted all rail traffic to South Brisbane, and the collapse of Victoria Bridge on 6 February 1893 which cut vital transport and communications links with the central city. A report in the Telegraph on 8 February 1893 described the event as:
"What a terrible hiatus in the course of business alone has been caused by the collapse of Victoria Bridge. Once again, for practical purposes, the metropolis is divided into two separate towns. No bridge, no telephone, no telegraph, and vastly inadequate ferry accommodation."
Urban expansion on both sides of the river continued with the opening of the new Victoria Bridge in 1897 and the advent of electric trams. The first encroachment of industry into the residential enclave along the high northern embankment occurred above the North Quay ferry terminal in 1897 with the construction of the Helidon Spa Company's extensive works from the North Quay-River Road intersection. The residential enclave was further reduced when the Morrow-Rankin (later Arnott's Biscuits) factory was established upstream from the Helidon Spa works in 1913.
On 3 October 1903, the Queensland Government gazetted the proclamation which constituted the City of South Brisbane. From 1908 the South Brisbane City Council tried to bring all the wharves in the South Brisbane Reach under its control and encouraged further commercial and industrial development along the river front. As finance permitted, provision of services such as gas, electricity, road sealing, water supply and an adequate system of drainage and sanitation improved the living and working conditions in the area and generated a demand for residential accommodation and improved cross-river communication.
In the immediate period after World War I, residential growth created continued demand for public transport, particularly through and from the South Brisbane peninsula. Land resumption for road widening was enacted in both Stanley and Melbourne Streets, and in September 1925, South Brisbane City Council is noted as having a population of 40,000 persons. In 1930 the completion of the Sydney to South Brisbane interstate railway benefited the local economy with a demand for factory and manufacturing sites. Health factors, noise and nuisance associated with industry and proximity to wharves and docks all contributed to the changing perception of the area bounded by Grey and Boundary Streets, Montague Road and the river. As a result, when the time came to resume land in connection with the construction of the Grey Street Bridge, there was scant opposition.
The Grey Street Bridge was conceived as a bypass for motor traffic between the southern suburbs and western suburbs of Brisbane to avoid increasing traffic congestion on the Victoria Bridge and on CBD streets such as George Street.
By the time Greater Brisbane was formed in 1925, the need for further cross river links had been established. Traffic across the Victoria Bridge had increased 76% from 1912–1925, and in 1923 it was noted that traffic tonnage had increased 49.5% in 15 months. The Victoria Bridge also contributed to traffic congestion in the Brisbane CBD as all traffic between the suburbs on the north and south sides of the river had to pass through the CBD. The 1897 Victoria Bridge had a paved deck with bituminous surfacing on wrought iron troughing. Between 1920-1922 this paving was replaced by concrete, causing traffic congestion. In 1922, the need for additional traffic on Victoria Bridge was identified, and the Mayor of Brisbane noted the need for cross river traffic as pressing and urgent. The Victoria Bridge structure was investigated in 1923 to determine its strength for further loading, and Walter James Doak, Bridge Engineer of the Queensland Railways, noted that the bridge is now loaded to rather more than its orthodox capacity under live load, but it was considered that there was no immediate danger of collapse. His recommendations included various repairs, and that a second bridge should be built.
The first meeting of the Greater Brisbane Council in March 1925 passed a motion concerning the employment of experts to investigate what cross river facilities were required and their best locations. Mayor William Alfred Jolly was Chairman of the Bridges and Ferries Committee, and recommended that three experts be employed. A motion was passed on 20 May 1925 to appoint a Cross River Commission, which reported on 11 January 1926 (chairman Roger Hawken, Professor of Engineering at the University of Queensland, William Muir Nelson and Ronald Martin Wilson). The report showed 11 proposed river crossings, and considered costs and savings made due to the reduction in haulage costs etc., and the need for a railway bridge was also discussed. A bridge at Grey Street would be a bypass for motor traffic between the southern suburbs and western suburbs of Brisbane to avoid increasing traffic congestion on the Victoria Bridge and on CBD streets such as George Street. A crossing at Kangaroo Point (where the Story Bridge was later built) was estimated to cost 6 times the Grey Street crossing, and further reports were commissioned from William John Earle, the City Planner, and Eneas Fraser Gilchrist, the City Engineer. These reports proposed the Grey Street bridge be two level for road and rail traffic, and a second bridge from Wellington Road to Sydney Street, New Farm, with a major ring road called the Main Parkway Boulevard, be constructed.
On 7 June 1926 Council decided to build a bridge from Grey Street, South Brisbane. However, Gilchrist Avenue (named after EF Gilchrist City Engineer), which is on the other side of the rail line to the proposed Main Parkway Boulevard, is in essence part of the proposed traffic system for the Grey Street Bridge as per Earle's recommended ring road system. The existing Gilchrist Avenue's original drawings are dated 25 June 1930.
The Council called applications for a bridge engineer to design a steel or reinforced concrete bridge on 10 July 1926. Harding Frew, a local but prominent civil engineer, was appointed Engineer for the bridge on 12 November 1926.
Problems were encountered with the design of the bridge due to the depth of rock below the river bed increasing from approximately 14 to 23 metres (46 to 75 ft) on the southern bank. Due to the costly foundation work, a bridge type with long spans was chosen. Harding Frew considered five bridge types, each a variation on a theme, stating in his report that:
"it is frankly admitted that the purely economical aspect alone has not been given as much weight... as the consideration of utility, with good taste, combined with minimum maintenance cost. ... The maintenance requirements for, and performance of, steel bridges was also noted as a concern."
Harding Frew recommended bridge type A and the Council adopted his recommendation, of which some of the details of approaches etc. changed from design to construction. The chosen bridge design was to be of concrete-encased steel with arched ribs which rise through the deck. The final decision of the type of bridge, from the five under consideration, was essentially aesthetic, and was influenced by the so-called Rainbow Arch Bridge, carrying Robert Street, St Paul, Minnesota across the Mississippi River. Harding Frew acknowledged this in his report, including photographs of the bridge, and stated that:
"the time has come when some improvement in the appearance of our city bridges should be looked for in Queensland. ...The questions of utility and aesthetics should also be weighed carefully, especially in relation to a city's importance, its civic pride, and its future."
The selected bridge design differed from the St Paul bridge in that it has three major spans whereas the St Paul bridge only has one, and this has been suggested as possibly making the William Jolly Bridge unique.
The council resumed large areas of land bounded by Roma, Saul and Skew Streets, and between Skew Street, Eagle Terrace and North Quay on the northern side, and on the southern side, east of Grey Street between Montague Road and Melbourne Street. The final position of the bridge was determined by Harding Frew's recommendations (Earle and Gilchrist's were slightly upstream from the present site) and was accepted by Council in late 1926. The bridge was to have a North Quay underpass, and the estimated total cost was £700,000 including viaducts, compulsory acquisitions, roadways, approaches and contingencies. This caused dismay, and the Commissioner for Main Roads considered that the cost should be contained to £500,000 by reducing the North Quay roadworks, minimising resumptions and building a different type of bridge.
Nevertheless, Council called tenders and MR Hornibrook Ltd submitted the lowest of £384,850 and this was accepted on 8 May 1928. Work commenced in August 1928 and was completed in March 1932.
An artist's impression at the time of construction shows trams crossing the bridge with overhead cables, a monument of some kind at the intersection of Skew and Saul Streets, and a different number of viaducts on southern side to those actually built.
An incident occurred on 17 February 1927 which highlighted the potentially disastrous situation of having only one bridge across the Brisbane River. The cargo steamer Chronos was taken upstream by a rising tide and the bow was wedged under the Victoria Bridge. Tugs managed to pull it out eventually, but the rising tide could have dislodged a span of the bridge and dumped it in the river, and this was highlighted in the press at the time.
As mentioned, the depth-to-rock over much of the length of the William Jolly Bridge posed a major problem in the design of the foundations. The original design had the piers supported on timber piles, with inclined piles to resist the thrust from the small arch. Piles were driven immediately to the south of the pier, but it became impossible to drive them into the rock and the design was changed to utilise reinforced concrete caissons (heavy, hollow, vertical reinforced concrete cylinders), and the contractor was noted as being completely in accord with this decision. The southern approach spans piers founded on timber piles all driven to rock, or to such depths as it was possible to drive them without damage, and the river piers are founded on reinforced concrete caissons. To achieve this the Sand Island method was invented by Manuel Hornibrook (1893-1970).
The Sand Island is an artificial island constructed by placing sand within a closed ring of sheet piles driven into the bed of the river. Two islands were constructed for each pier (one for each of the cylindrical caissons) with the caissons being 28 feet (8.5 m) in diameter at the base. The pier on the sloping mud bank also used this method with rectangular caissons. Hornibrook is quoted as stating:
"...as far as I am concerned the idea is an original one....The idea came to me one morning about 3 o'clock. I was so much taken up with it that I got out of bed and commenced to design a scheme to carry out the piers for the Grey Street Bridge."
The use of Sand Islands was highly successful and very accurate, and overcame the problem of requiring the cutting edge to be placed directly on dry ground. The material was dredged out of the centre of the caisson and the cylinder progressively sank; however it was necessary to ensure that the caisson was fixed securely to rock and it was therefore essential to ensure man-access into the cylinder. This was achieved by using an air-lock system, but as the men worked under high pressure they could possibly suffer from the bends and an hospital air-lock was located at the surface for repressurisation if required. The foundations for the bridge were very deep, and the experience gained in the construction of this bridge, and later the Story Bridge, was considered of great value and to be a major achievement.
The steelwork was fabricated at the Evans Deakin & Company plant at Rocklea, and the arches had just been fixed in place when, on 5 February 1931 a major flood swept timber falsework away but fortunately the steelwork remained in place.
The steelwork was encased in Gunite, a sprayed dry mix concrete, the process of which was based on an invention in the United States at turn of century to spray plaster of paris in the reconstruction of skeletons of prehistoric animals. Between 1904-1909 this method was modified to spray sand and cement using a machine known as a Cement- Gun. Gunite was copyrighted in 1912 and continued as a proprietary trademark until 1967, when it became a generic term. The process involves a mixture of sand and cement which is loaded into one chamber, a stream of the dry mixture is forced along a delivery pipe to the gun, and on discharge is mixed with an annular jet of water. It was only in the 1920s that the process spread internationally, and it is difficult to ascertain whether other examples of bridges using the Gunite process, beside the St Paul Minnesota bridge, exist. It would appear that the use of Gunite in the arches, beams, deck members and hangers of the main spans, is a major early use of the process in Australia. The Opening Booklet for the bridge states:
"The encasing of broad flange beams with concrete applied under pressure introduces new methods to Brisbane."
The southern approach of the bridge, to the south of Montague Road, was designed to have wider footpaths and roadway than the remainder of the bridge to conform with the decision of the council to utilise this portion of the approach, so that access might be had to abutting buildings (directly) from the bridge roadway.
The concrete balustrades were made by the Hume Pipe Company, and were centrifugally cast in their factory at West End. The Hume brothers invented the centrifugal casting method, for the casting of concrete pipes etc., and their firm was established in Adelaide in 1910. The mould for the grotesques, which decorate the bridge, was made by Karma Eklund, daughter of the State Manager, Hugo Eklund.
The structural steelwork including angles, plates, channels etc. was almost wholly imported from Great Britain. Broad flange beams were supplied from Belgium, the largest being 30 x 12 inches (300 mm) which were larger than Australian rolled beams at the time. The use of large sections in the southern approaches allowed longer spans thereby reducing the number of piers. The cement and aggregate was supplied by the Queensland Cement and Lime Company.
Provision for a major water pipe never eventuated, and the closer spacing of stringers in the centre to support a tramway was not utilised. The decorative towers were intended to support overhead cables for the proposed tramway. The bridge originally crossed the North Quay underpass on two continuous, reinforced-concrete girder spans, each 33 feet (10 m) with girders of variable depth. These have since been replaced by precast, prestressed concrete deck units above Coronation Drive, which links onto the Riverside Expressway, and in the process the footpath widths have been reduced.
The extent of work included in the bridge contract excluded some retaining walls, roadways etc. on the northern side which were designed by the council. A statement was presented to the council on 14 November 1933 showing the official final cost as £688,387/12/5.
The Grey Street Bridge opened on 30 March 1932. The bridge was officially opened to traffic on 30 March 1932 by Sir John Goodwin, the Governor of Queensland, just eleven days after the opening of the Sydney Harbour Bridge. A large crowd gathered on both sides of the river and 600 invited guests were in attendance.
There was great community interest in the massive public works under construction at the time. It was the era of the Great Depression and massive public works, and Vida Lahey, a distinguished Queensland artist, painted the bridge at least three times during its construction. She also painted other public works including Anzac Square, the State Government Offices (Anzac Square Building), and the Central railway station. Although there was widespread public interest in the bridge, it was eclipsed within ten years by the much larger and more prominent Story Bridge.
An unusual feature of the Grey Street Bridge is that the arches rise through the deck. It is noted that those living in Brisbane tend to regard this as normal for a bridge of this type; however this is in fact most unusual and few bridges around the world, including the Sydney Harbour Bridge, have this feature. The problem confronting Harding Frew was not the span-t- rise ratio of the arch itself, but rather its effect on the design of the deep foundations required at the site.
The bridge was designed to alleviate the traffic on the Victoria Bridge, but by as early as 1939 it was carrying 45% of the cross river traffic and was effectively doing more than it was designed to achieve.
On 5 July 1955, the Council decided to rename the bridge the William Jolly Bridge, in honour of William Alfred Jolly (1881-1955). Jolly was Alderman of Windsor Town Council from 1912 to 1925, including 5 years as Mayor. On 21 February 1925 he was elected first Mayor (later Lord Mayor) of the Greater Brisbane Council for six years until his retirement in 1931. John William Greene was the lord mayor when the bridge was opened. Jolly had moved the motions which led to the construction of the bridge. The Greater Brisbane Act gave the council a charter which vested in the council the power to frame its own legislation and the Council proceeded with a bold policy of civic improvements, including the Grey Street Bridge, the newBrisbane City Hall, Anzac Square, the tramways, water supply and sewerage.
Originally the bridge, roadways and footpaths were illuminated by spherical glass light fittings on cast metal mountings on both sides of the arches and the decorative arches of the tower-like elements. These fittings were replaced by the present lighting in 1964.
Many of the balustrades have been replaced, and prior to 1972 the complete roadway was resurfaced with asphalt. The bridge was first painted in 1974. A cream colour was chosen to reflect the approximate colour of newly poured concrete. Floodlighting was also introduced in 1974.
The original two-span overpass over North Quay, later over Coronation Drive, was replaced by the present single-span structure using precast, prestressed concrete deck units in 1988.
Description
The William Jolly Bridge crosses the Brisbane River at the tip of the South Brisbane peninsula between Grey Street, South Brisbane, and North Quay at the intersection of Skew and Saul Streets on the northern bank. The bridge carries four lanes of traffic with pedestrian paths to either side, and retaining walls return at right angles to the bridge at the northern end supporting North Quay above.
The bridge spans between ground level on the higher northern bank, ramping down to Grey Street inland from the southern bank. To achieve this, the bridge was constructed with three major spans of arched ribs across the river, with two smaller arches at the northern embankment and a single arch at the southern embankment, and a viaduct consisting of 16 spans ramping down to Grey Street to the south. The southern ramping section curves towards the southeast in plan, crossing Montague Road to align with Grey Street. The two smaller arches at the northern embankment are no longer extant, and have been replaced by precast, prestressed concrete deck units above Coronation Drive, which links onto the riverside expressway.
The bridge is constructed of concrete encased steel, with the three major spans of arched ribs rising through the deck. The roadway is partly supported by hangers from the arches which project above, and cross girders and stringers below. The ramping southern section roadway is supported by longitudinal broad flange beams supported by rows of piers, with the southern end abutment being earth filled between reinforced concrete retaining walls.
A misconception at the time of construction was that the concrete encasing was decorative and was only used to hide the structural steelwork of the bridge. This was incorrect as the bridge was designed as a reinforced concrete structure, with the steelwork acting as reinforcing and the concrete carrying a major part of the load. However, the concrete is also used in a decorative manner to represent oversized coursing on the main piers and voussoirs on the arched ribs.
Other decorative features include grotesques to the outer face of some balustrades, and a floral-like motif at either side of the top of the four ornamental tower-like elements. These four tower-like elements frame both entrances to the bridge, surmounting the end piers of the cross-river section, and each consists of an arched opening to a projecting balcony with a stepped crown surmounted by a metal spire. These were originally intended to have the functional purpose of supporting the overhead cables for the proposed electric tramway.
The bridge has cast concrete balustrades, and carefully detailed elements such as the curved ends to the concrete encased cross girders beneath the roadway, and the termination blocks for the upper portions of the arched ribs. Openings in the cross girders below the roadway, intended for a major water pipe which was not installed, are evident.
A pedestrian stair with iron balustrade is located on the southern side of Montague Road and rises through the southwestern footpath. A stair is also located within the North Quay retaining wall on the northeastern side of the bridge connecting North Quay and Coronation Drive. This stair has a solid concrete balustrade, and is no longer accessible from below.
Street lighting has been installed along the length of the bridge, and traffic lights are located at the northern end.
Traffic use
The William Jolly Bridge is shared by vehicular traffic, pedestrians and cyclists. It connects Grey Street in South Brisbane to Roma Street on the western edge of the Brisbane central business district. It was constructed with the intention of building tram lines over it and although the tracks were never installed, anchor points for tramway overhead were installed at the top of each arch. These overhead anchor points remain in situ.
Information sourced from en.wikipedia.org/wiki/William_Jolly_Bridge
(Replaced with one in comments)
Confide in your reflection; tell the secrets of your mind.
For here is where they shall stay, hidden deep, until the next time.
As kids we feared of ghosts and ghouls, but now I know for sure,
Our demons live inside of us, deep within our core.
Part of the "Nightmare" series.
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c1910 postcard view of the new Coulter Building in downtown Frankfort, Indiana. This building replaced the M. B. Thrashers Building that burned in 1910 on the southeast corner at Jackson and Washington Streets. The photographer was standing on the northwest corner of that intersection when he took the photograph. The Coulter Building is now gone and that corner is a vacant lot. However, the two buildings to the south in this view are still standing today.
The 1906 Sanborn™ fire insurance map set for Frankfort shows the Thrashers Building with a dry goods store on the corner (59-61 North Jackson Street) and a grocery in the south part of the building (57 North Jackson Street). The 1912 map set shows the same types of businesses in the new building. The second-floor window awnings in this scene advertised a DENTIST and a TAILOR. A sign above those windows also advertised BERT. E. ISGRIGG, TAILOR.
Next door, the sign on the third-floor balcony advertised GUSHWA’S BAKERY. Both map sets show a restaurant and bakery business (55 North Jackson Street) on the main floor of that building. Both map sets also show a millinery business on the second floor, but there is no evidence of that business in this scene. Partially visible signs on the next building to the south (51-53 North Jackson Street) advertised FURNITURE and HARDWARE. Both map sets show a business selling furniture, hardware and novelties in that building.
There were a few pedestrians in this view as well as a guy straddling a motorcycle at the curb in front of the Coulter Building.
From the collection of Jane Lyle.
A close-up section of this postcard can be seen here.
www.flickr.com/photos/hoosier_recollections/6334480590/in...
Copyright 2005-2014 by Hoosier Recollections. All rights reserved. This image is part of a creative package that includes the associated text, geodata and/or other information. Neither this package in its entirety nor any of the individual components may be downloaded, transmitted or reproduced without the prior written permission of Hoosier Recollections.