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YN10EOA Jak Travel of sandbeds keighley on the coach recovery trailer after breaking down.
Plaxton Profile Volvo B7R
Rawden Mill Lock on the Rochdale Canal in between Hebden Bridge and Todmorden, in Calderdale, West Yorkshire.
The Rochdale is a broad canal because its locks are wide enough to allow vessels of 14 feet width. The canal runs for 32 miles (51 km) across the Pennines from the Bridgewater Canal at Castlefield Basin in Manchester to join the Calder and Hebble Navigation at Sowerby Bridge in West Yorkshire. As built, the canal had 92 locks. Whilst the traditional lock numbering has been retained on all restored locks, and on the relocated locks, the canal now has 91. Locks 3 and 4 have been replaced with a single deep lock, Tuel Lane Lock, which is numbered 3/4.
The Rochdale Canal was conceived in 1776, when a group of 48 men from Rochdale raised £237 and commissioned James Brindley to conduct a survey of possible routes between Sowerby Bridge and Manchester. Brindley proposed a route similar to the one built, and another more expensive route via Bury. Further progress was not made until 1791, when John Rennie was asked to make a new survey in June, and two months later to make surveys for branches to Rochdale, Oldham and to a limeworks near Todmorden. Rennie at the time had no experience of building canals.
The promoters, unsure as to whether to build a wide or a narrow canal, postponed the decision until an Act of Parliament had been obtained. The first attempt to obtain an act was made in 1792, but was opposed by mill owners, concerned about water supply. Rennie proposed using steam pumping engines, three in Yorkshire, eight in Lancashire, and one on the Burnley Branch, but the mill owners argued that 59 mills would be affected by the scheme, resulting in unemployment, and the bill was defeated. In September 1792, William Crosley and John Longbotham surveyed the area in an attempt to find locations for reservoirs which would not affect water supplies to the mills. A second bill was presented to Parliament, for a canal which would have a 3,000-yard (2,700 m) tunnel and 11 reservoirs. Again the bill was defeated, this time by one vote. The promoters, in an attempt to understand the mill owners' position, asked William Jessop to survey the parts of the proposed canal that were causing most concern. Jessop gave evidence to the Parliamentary committee, and on 4 April 1794 an act was obtained which created the Rochdale Canal Company and authorised construction.
Rennie's estimated cost in the second bill was £291,000, and the company was empowered to raise the money by issuing shares, with powers to raise a further £100,000 if required. The estimate was for a narrow canal, whereas the act authorised a broad canal, and so the capital was never going to be adequate. The summit tunnel was abandoned in favour of 14 additional locks saving £20,000. Jessop proposed constructing each lock with a drop of 10 feet (3.0 m), resulting in efficient use of water and the need to manufacture only one size of lock gate.
The canal opened in stages as sections were completed, with the Rochdale Branch the first in 1798 and further sections in 1799. The bottom nine locks opened in 1800 and boats using the Ashton Canal could reach Manchester. Officially, the canal opened in 1804, but construction work continued for more three years. A 1.5-mile (2.4 km) branch from Heywood to Castleton opened in 1834.
Apart from a short profitable section in Manchester linking the Bridgewater and Ashton Canals, most of the length was closed in 1952 when an act of parliament was obtained to ban public navigation. The last complete journey had taken place in 1937, and by the mid 1960s the remainder was almost unusable. Construction of the M62 motorway in the late 1960s took no account of the canal, cutting it in two.
When an Act of Parliament was sought in 1965, to authorise the abandonment of the canal, the Inland Waterways Association petitioned against it, and when it was finally passed, it contained a clause that ensured the owners would maintain it until the adjacent Ashton Canal was abandoned. Discussion of the relative merits of restoring the canal or the Huddersfield Narrow Canal in 1973 led the formation of societies to promote both schemes in 1974. The Rochdale Canal Society wanted to see the canal fully re-opened, as part of a proposed Pennine Park
The Rochdale Canal Society worked hard both to protect the line of the canal and to begin the process of refurbishing it. A new organisational structure was created in 1984, with the formation of the Rochdale Canal Trust Ltd, who leased the canal from the owning company. The MSC-funded restoration was approaching Sowerby Bridge, where planners were proposing a tunnel and deep lock to negotiate a difficult road junction at Tuel Lane, so that a connection could be made with the Calder and Hebble Navigation. The entire eastern section from Sowerby Bridge to the summit at Longlees was open by 1990, although it remained isolated from the canal network.
In 1997, the Rochdale Canal Trust was restructured, in response to announcements that there might be large grants available as part of the millennium celebrations. The canal was still at this point owned by a private company, and the Millennium Commission would not make grants to a scheme which was for private profit, rather than public benefit. The restructuring would allow the Trust to take over responsibility for the canal from the Rochdale Canal Company. However, the plan was rejected by the Commission, and in order to access the grant of £11.3 million, the Waterways Trust took over ownership of the canal. As restoration proceeded, boats could travel further and further west, and the restoration of the sections through Failsworth and Ancoats were a significant part of the re-development of the north Manchester districts. The restored sections joined up with the section in Manchester below the Ashton Canal junction, which had never been closed, and on 1 July 2002 the canal was open for navigation along its entire length.
NEEPSEND STATION & COAL SIDING INFO:
Neepsend Station, just three quarters of a mile west of Sheffield Victoria , was the first stop out of the city on the GCR route towards Penistone and Manchester Piccadilly. The station which opened in 1888 was a two platform local, serving Parkwood Springs village and Neepsend Gasworks which stood at either side, with a footbridge across the station linking them.
The station was built on site of old Parkwood brickworks and had been intended to open many years previously - the delay likely related to the above.
Distinguishing structures included an immensely tall signal box at the end of the platform, and more importantly a mightily impressive coal drop siding which sat on top of a tall brick-built embankment, overlooking Hoyland Street. This was accessed by a very short branch which joined the main line immediately west of the station.
Neepsend closed 1940, nearly two decades ahead of the others at Oughtibridge, Wadsley Bridge, Deepcar and Wortley.
All trace left today of the station's existence is the footbridge which still takes pedestrians from Neepsend to Parkwood. The line itself has been reduced to a single track branch to Stockbridge since 1986, and since then has only played host to weekend goods and occasional charter services although the forthcoming Don Valley Railway plan will soon hopefully witness change. Neepsend's coal drops survive and are still easily to view from the road despite a small business occupying an area on Hoyland Street straight beneath.
The rest of the area has been overwhelmed by a growing multitude of modern industrial estates plus a go-Kart circuit, while the gasholders went in 2015. Most of Parkwood itself has since disappeared, a large part of it lost beneath the now also-shut Ski Village.
The coal siding branch can still be traced to a single track bore under the Parkwood Rd overbridge - immediately alongside the mainline arch. The difference in brickwork on the parapet identifies the exact point at where the single line passed under.
If you see a treeline in Holland, there is in most cases, a road.
The theory behind that, has always been that trees suck the shoulders of the road dry, so its foundation stays firm, something that otherwise could not be achieved, because most of Holland consists out grounds with a high level of groundwater.
And a fully grown tree like a poplar, "drinks" 1500/24h ltr of water in the summer, to feed its leaves.
That there is a lot of water in the ground, is good news for the wooden stakes under our houses (they don't rot that way), but not so much for the roads on our reclaimed land, they behave like a water bed.
I live in a part of Holland called : "the Green Heart".
That's a protected part of the country with stringent rules when it comes to building houses, because of the unique landscape.
(you're not allowed to built wherever you want)
All our houses by the way, are standing on long stakes, driven into the ground until they reach "solid" ground, mostly a sandbed, and that can be 15mtr down.
So when a heavy truck or tractor drives by (say at a distance of 30mtrs from our house) you can see the ground (garden) act like a waterbed, with plants and all.
Even the brick house does, because the water masses under your feet in the moorland, push against the stakes the house stands on, in waves.
If you're inside the house, you can hear the stone walls interact on each other.
My house is 35 yrs old, but there's no single crack to be seen anywhere, and the house shakes several times a day.
So at least 35 yrs ago, they knew how to built houses on grounds like this . .
That ground being mostly an old estuary of rivers, with clay, sand and moorlands in between.
Monteith garage, sandbed, hebden bridge, west yorkshire, hx7 6pt
Opposite Beverley is a red brick building with a flat roof which used to be called Sandbed House. This was built in about 1890 by Tommy Jackson who had a theory that flat roofs were more practical than pitched roofs. Tommy and his father John were engineers and operated in an attached machine works called the smithy. John went around Yorkshire (in a top hat and morning suit) repairing the newly introduced farm machinery, while Thomas maintained machinery in local mills. Tommy Jackson retired by 1916 to look after his ageing father. He cycled every week to Eastwood Co-op wearing an old jacket and ancient cycling hat.
Sandbed House was left to Betty Cockroft in 1935 and she rented it to Richard Houghton for a few years before it was sold. It was later used as a garage run by Maurice Marney. Maurice was famous for his large collection of budgerigars which were kept in cages out the back.
Just after the Second World War it was taken over by CVS - an Upper valley institution. CVS which stands for Calder Valley Salvage was started by three disabled servicemen (George Crowther and Jim Weeble). They bought a rag bag of items from Ministry sales, so you never knew what to expect. If you wanted something, but couldn't think who would sell it, CVS was always a first port of call.
CVS turned into a builders merchants, but a fire in the 1980s destroyed most of the building. The building is now occupied by Ecoheat.
Next to CVS is a garage and tyre dealer called Murts Motor Centre. This started life before the war as a haulage business run by the Hursts who lived in Wood Villas. After the second world war it was called the Monteith Garage. Steve Murty describes mainly repairing vehicles built in the 1930s and 40s. Tyre regulations were non existent and bald tyres only discarded when they wore through the inner tubes.
In the 60s the garage got involved in building (mainly in the evenings and weekends!) and racing motorbikes. This led to Steve becoming the European sprint champion in 1972.
Murts is perhaps most famous as the home of the Ultimate Motor Stunts team who use large trucks to do wheelies at 100 mph - stunts that set a British landspeed record and put Steve Murty in the Guinness Book of Records (a video of the best stunts is sold at the garage).
The garage and tyre business continues.
NEEPSEND STATION & COAL SIDING INFO:
Neepsend Station, just three quarters of a mile west of Sheffield Victoria , was the first stop out of the city on the GCR route towards Penistone and Manchester Piccadilly. The station which opened in 1888 was a two platform local, serving Parkwood Springs village and Neepsend Gasworks which stood at either side, with a footbridge across the station linking them.
The station was built on site of old Parkwood brickworks and had been intended to open many years previously - the delay likely related to the above.
Distinguishing structures included an immensely tall signal box at the end of the platform, and more importantly a mightily impressive coal drop siding which sat on top of a tall brick-built embankment, overlooking Hoyland Street. This was accessed by a very short branch which joined the main line immediately west of the station.
Neepsend closed 1940, nearly two decades ahead of the others at Oughtibridge, Wadsley Bridge, Deepcar and Wortley.
All trace left today of the station's existence is the footbridge which still takes pedestrians from Neepsend to Parkwood. The line itself has been reduced to a single track branch to Stockbridge since 1986, and since then has only played host to weekend goods and occasional charter services although the forthcoming Don Valley Railway plan will soon hopefully witness change. Neepsend's coal drops survive and are still easily to view from the road despite a small business occupying an area on Hoyland Street straight beneath.
The rest of the area has been overwhelmed by a growing multitude of modern industrial estates plus a go-Kart circuit, while the gasholders went in 2015. Most of Parkwood itself has since disappeared, a large part of it lost beneath the now also-shut Ski Village.
The coal siding branch can still be traced to a single track bore under the Parkwood Rd overbridge - immediately alongside the mainline arch. The difference in brickwork on the parapet identifies the exact point at where the single line passed under.
This is a conversion from straw yards to cow cubicles. These are out post mounted stalls with open fronts. The cows knees are positioned by a 6inch round wood rail set in the beds.
This is a conversion from straw yards to cow cubicles. These are out post mounted stalls with open fronts. The cows knees are positioned by a 6inch round wood rail set in the beds. These cows are positioned well.
This is a conversion from straw yards to cow cubicles. These are out post mounted stalls with open fronts.
A Green Tree Frog (Pelodryas caeruleus syn. Ranoidea/Litoria caerulea), Tomago Sandbeds, New South Wales, Australia.
A juvenile frog pictured here. These frogs are often easy to detect on warm (25C+) nights with high humidity, or following heavy rain in the warmer months when breeding occurs, otherwise they can be difficult to find, despite their conspicuousness and large (adult) size.
The Tomago sandbeds, covering the area from Tomago/Heatherbrae across to the Tillergerry Peninsula appears to be a stronghold for this species on the NSW Central Coast. Otherwise the species has suffered declines and is now uncommon in many parts of its coastal range.
NEEPSEND STATION & COAL SIDING INFO:
Neepsend Station, just three quarters of a mile west of Sheffield Victoria , was the first stop out of the city on the GCR route towards Penistone and Manchester Piccadilly. The station which opened in 1888 was a two platform local, serving Parkwood Springs village and Neepsend Gasworks which stood at either side, with a footbridge across the station linking them.
The station was built on site of old Parkwood brickworks and had been intended to open many years previously - the delay likely related to the above.
Distinguishing structures included an immensely tall signal box at the end of the platform, and more importantly a mightily impressive coal drop siding which sat on top of a tall brick-built embankment, overlooking Hoyland Street. This was accessed by a very short branch which joined the main line immediately west of the station.
Neepsend closed 1940, nearly two decades ahead of the others at Oughtibridge, Wadsley Bridge, Deepcar and Wortley.
All trace left today of the station's existence is the footbridge which still takes pedestrians from Neepsend to Parkwood. The line itself has been reduced to a single track branch to Stockbridge since 1986, and since then has only played host to weekend goods and occasional charter services although the forthcoming Don Valley Railway plan will soon hopefully witness change. Neepsend's coal drops survive and are still easily to view from the road despite a small business occupying an area on Hoyland Street straight beneath.
The rest of the area has been overwhelmed by a growing multitude of modern industrial estates plus a go-Kart circuit, while the gasholders went in 2015. Most of Parkwood itself has since disappeared, a large part of it lost beneath the now also-shut Ski Village.
The coal siding branch can still be traced to a single track bore under the Parkwood Rd overbridge - immediately alongside the mainline arch. The difference in brickwork on the parapet identifies the exact point at where the single line passed under.
NEEPSEND STATION & COAL SIDING INFO:
Neepsend Station, just three quarters of a mile west of Sheffield Victoria , was the first stop out of the city on the GCR route towards Penistone and Manchester Piccadilly. The station which opened in 1888 was a two platform local, serving Parkwood Springs village and Neepsend Gasworks which stood at either side, with a footbridge across the station linking them.
The station was built on site of old Parkwood brickworks and had been intended to open many years previously - the delay likely related to the above.
Distinguishing structures included an immensely tall signal box at the end of the platform, and more importantly a mightily impressive coal drop siding which sat on top of a tall brick-built embankment, overlooking Hoyland Street. This was accessed by a very short branch which joined the main line immediately west of the station.
Neepsend closed 1940, nearly two decades ahead of the others at Oughtibridge, Wadsley Bridge, Deepcar and Wortley.
All trace left today of the station's existence is the footbridge which still takes pedestrians from Neepsend to Parkwood. The line itself has been reduced to a single track branch to Stockbridge since 1986, and since then has only played host to weekend goods and occasional charter services although the forthcoming Don Valley Railway plan will soon hopefully witness change. Neepsend's coal drops survive and are still easily to view from the road despite a small business occupying an area on Hoyland Street straight beneath.
The rest of the area has been overwhelmed by a growing multitude of modern industrial estates plus a go-Kart circuit, while the gasholders went in 2015. Most of Parkwood itself has since disappeared, a large part of it lost beneath the now also-shut Ski Village.
The coal siding branch can still be traced to a single track bore under the Parkwood Rd overbridge - immediately alongside the mainline arch. The difference in brickwork on the parapet identifies the exact point at where the single line passed under.
A series of pictures to follow now that this year has got underway and the Lock-down is 3 weeks old and set to continue for at least another 3. This series will look back to the date, as near as can be managed, to the date the pictures are posted. This set of 3 were taken on an amble around the Parkwood Springs area of north-west Sheffield where now, as has been reported, the site will come under development for a new Sports facility. Some of the shots were featured in the Landscape video, up-loaded in April of last year, see-
www.flickr.com/photos/vinc2020/49796455413/
when the UK went under its 1st Corona Virus Lock-down and we are now in the third and things look much grimmer than they did back then. With lineside photography not that easy to do at present through lack of interesting traction, lack of will and concerns over mixing and distancing, the series presented here will just be a hark back 1 year to what was available before the traumatic events full unfolded in 2020. Not least among these events was the ousting of one of the most odious characters in the USA, which saw an end to his 4-year reign of tyranny and a new, more competent President elected in November and inaugurated last week.
In the left picture, the view is almost directly north towards Shirecliffe with the massive gates of the 'Ski Village' area closed and locked with the bed of the Ski Slope itself, visible in the background. Apart from odd heaps of old detritus from the Ski Slope installation, the area is now over-grown and the closed gates haven't prevented the fly-tipping of large piles of rubbish, piles being dumped at various places on the site over the years. A series of fires were also set which ultimately destroyed the place, the main building being destroyed by fire in April, 2012. Various pieces of equipment were stolen and there were more fires after the initial one with a grass fire on adjacent land sweeping through the place in September, 2018, see-
en.wikipedia.org/wiki/Sheffield_Ski_Village
Some idea of a small portion of the material fly-tipped on the site can be seen in the centre and right pictures and this is in addition to a large amount of old, very large tyres, caravans at one stage and other more noxious materials all of which will one day have to be cleaned up by someone...
MAybe not the best example of how to start the new year with a look back 12 months, but this matched the date, so there we are..
MURT'S MOTOR CENTRE 01422 844 171
A garage and tyre dealer called Murts Motor Centre. This started life before the war as a haulage business run by the Hursts who lived in Wood Villas. After the second world war it was called the Monteith Garage. Steve Murty describes mainly repairing vehicles built in the 1930s and 40s. Tyre regulations were non existent and bald tyres only discarded when they wore through the inner tubes.
In the 60s the garage got involved in building (mainly in the evenings and weekends!) and racing motorbikes. This led to Steve becoming the European sprint champion in 1972.
Murts is perhaps most famous as the home of the Ultimate Motor Stunts team who use large trucks to do wheelies at 100 mph - stunts that set a British landspeed record and put Steve Murty in the Guinness Book of Records (a video of the best stunts is sold at the garage).
The garage and tyre business continues.
www.charlestownhistory.org.uk/sandbeds.html
COLLECTING A NEW TOY | TWIN V8 ENGINED TANK VAN
The view from your bus stop is one you look at often! Whether you stand looking continously for the bus to appear, or glance occationally from whatever else your doing in hope that it is in sight, you see that view a lot - but do you photograph it?
High Street, Queensbury.
Jumble Hole Road
Opposite Beverley is a red brick building with a flat roof which used to be called Sandbed House. This was built in about 1890 by Tommy Jackson who had a theory that flat roofs were more practical than pitched roofs. Tommy and his father John were engineers and operated in an attached machine works called the smithy. John went around Yorkshire (in a top hat and morning suit) repairing the newly introduced farm machinery, while Thomas maintained machinery in local mills. Tommy Jackson retired by 1916 to look after his ageing father. He cycled every week to Eastwood Co-op wearing an old jacket and ancient cycling hat.
Sandbed House was left to Betty Cockroft in 1935 and she rented it to Richard Houghton for a few years before it was sold. It was later used as a garage run by Maurice Marney. Maurice was famous for his large collection of budgerigars which were kept in cages out the back.
Just after the Second World War it was taken over by CVS - an Upper valley institution. CVS which stands for Calder Valley Salvage was started by three disabled servicemen (George Crowther and Jim Weeble). They bought a rag bag of items from Ministry sales, so you never knew what to expect. If you wanted something, but couldn't think who would sell it, CVS was always a first port of call.
CVS turned into a builders merchants, but a fire in the 1980s destroyed most of the building. The building is now occupied by Ecoheat.
www.hebdenbridgehistory.org.uk/charlestown/sandbeds.html
THE TURNPIKE
A rough track between Todmorden and Hebden Bridge was used in use during the first half of the 18th Century. At a trial in 1738 at Halifax Sessions twenty three landowners along the route were found to be liable to repair the track as a horse way. The track was in a poor state of repair and was never kept up by the land owners or the townships.
In 1760 Parliament passed an act establishing the Todmorden Turnpike Trust with the aim of "diverting, altering, widening, repairing and amending the roads from todmorden to Halifax, Burnley and Littleborough". The stretch of road through Charlestown was overseen by a surveyor called George Bolland. Work started in november 1760 with marking and staking of the route.
we have some information about the construction and improvement
In march 1763 Abraham Gibson of Bridge royd, Eastwood was paid three guineas for building a bridge over Ingham Clough at Bridgeroyd
In 1763 the first toll house was built at Charlestown (location unknown)
In May 1768 Thomas Kershaw who could not read or write was paid thirteen guineas for a bridge over Blackshaw Clough (now known as Jumble Hole Clough). The bridge was known as Mutterhole Bridge. The specification was very detailed and he was paid extra on completion.
In 1770 Henry Cockroft was paid £5-11s-11d for land in Cockden Lane (Halifax road) Eastwood for widening.
In 1830 Mutterhole bridge was widened and finally rebuilt in the 1900s.
In 1830 John Eastwood was paid £1-7s-0d for land to widen the road between Myrtle grove Chapel, Eastwood and Woodmill.
In 1831 the road was widened and lowered between Stoodley Bridge and Beaton.