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These dogs are extremely powerful, but they weren't helped by the tourist who didn't have the nounce to get off the sled and push when they were struggling. Needless to say the local Sami guide who had been out with us on the Reindeer had a few words for him!! As I don't speak Sami I can't confirm what they were though LOL.
Received my radio trigger today finally. Snapped these two quickly before putting them to bed. I think my £30 flash, £15 trigger and £5 min soft box is going to improve things, as soon as I work out how to use 'em properly.
That's what I get looking up here for very long. It's a sight not seen in Redding and it's nice to have a chance to see every once in a while.
Blackwater OG Kush nug. First time shooting in manual focus. Would love feedback from my fellow nug pornographers.
#Anxiety has become a huge problem in our society today, and honestly, this is something that not a lot of people have been talking about. Anxiety is a major reason that people seek out the use of #medical #marijuana.
Why is that? Well, a lot of it is due to the fact that there are not a lot of good options for treating anxiety at the moment. #Therapy and #medications are available for some people that can afford it or have it covered by insurance, but medications for anxiety can be hit or miss at times. Personally, I think that therapy is probably the best sort of treatment for dealing with symptoms of anxiety, especially if you consider yourself having an actual anxiety disorder.
The difference between an anxiety disorder and regular anxiety is not always understood by people in our society. Regular anxiety is something that everyone deals with from time to time and is considered a normal human emotion. We can face anxiety about different situations at work, school, in our home life, or with finances. Anxiety disorders are different from regular anxiety.
Disorders like generalized anxiety, social anxiety, #PTSD, and others make it so that the patient suffers from severe anxiety from unknown and even non-existent causes. Sometimes people can have panic attacks about something that is not even a normal trigger for other people. With anxiety disorders on the rise in the United States, I think that it is important for us to have alternative treatment options like medical marijuana.
Anti anxiety medications, as I mentioned earlier, can have some pretty adverse side effects and sometimes leave a patient feeling worse off than they were without it. Today, I wanted to take some time to talk about different types of marijuana strains that are good for people with anxiety disorders. Certain types of marijuana can be great for relieving symptoms of anxiety, especially if you feel that other medications are not doing the trick.
Something that is important to keep in mind about using cannabis to treat anxiety is that you need to make sure you use the right strain. There are so many different types of strains available, and each one is unique in its own way. Certain strains are better than others when it comes to relieving anxiety and stress. Some strains can actually make these symptoms worse, and those are ones that you want to avoid if at all possible.
Either way, here are some of the best strains for dealing with anxiety. The first strain that I want to talk about today is called Amnesia Haze. This strain sounds very powerful by its name, and it definitely lives up to it. This strain is very popular among the medical marijuana community due to how potent and heavy hitting it is.
This particular strain is a sativa dominant #hybrid #strain that will help you to feel more energized while also keeping you very relaxed and calmed. Keep in mind that this strain has a very high #THC content, which means that it is more suitable for experienced marijuana users. Also, Amnesia Haze has a very unique, distinctive citrus fragrance that will help you to mellow out while still enjoying your night in. This is a great strain for relieving symptoms of anxiety.
Another great strain for treating anxiety disorders is called #Northern #Lights. I talk about this #strain a lot in my posts, and that is because of how wildly popular it is. This strain is best known for its #euphoric #effects that also promote peaceful and relaxing highs. This strain is super common among medical marijuana users for treating conditions such as #insomnia, pain, and of course, anxiety.
Muscles injuries or strains are the main causes for back pains. You can bother your back if you have any damage to your ligaments or any muscle strain. The following article will provide many common sense ideas for dealing with back pain. Back pain usually is not permanent.
Customized workout programs can be tremendously useful in terms of ameliorating back injuries and back discomfort. For example, participating in yoga can improve your flexibility and prevent some muscle strains. In a similar manner, movements intended to strengthen the core are great for those who routinely lift heavy objects, because such exercises work the muscle groups they most typically utilize.
When you have back pain, try to lay down with your knees and hips at a ninety degree angle. This is a comfortable position that reduces the stress on the back. However, whichever position feels most comfortable to you is best, just make sure you do not twist the spine.
If you are predisposed to back injuries - either genetically or through your lifestyle choices - then protect yourself by getting in the habit of regular chiropractor visits before you feel pain. Be sure to see your medical doctor for diagnostic testing before seeing a chiropractor, to avoid serious damage.
Avoid slouching, even if performing common household chores like vacuuming. When you slouch as you vacuum, you force your body to constantly reach forward, thus causing back pain. Stand vertically with good posture as you use your legs to push the vacuum instead of your back.
To prevent back pain, don't lift any boxes without already knowing its contents. If the box contains heavy objects, it could shock your back. Do not depend on what you see on the box to find out what is inside.
Back pains can be quite debilitating. This condition is quite common in that people either remember the experience or what it felt like anyway. The above article offered important suggestions on how to deal with back pain issues, and it is now up to you. Take good care of your body by treating your back pain properly. www.chiropractorcharlotte.org
HFF everyone. Hope you all have a lovely weekend. Thank f**k it is here, that's all i can say
Sorry for the crappy photo... i'm running low on stock
Trevor Key began collecting Yuccas in 1979, his first plant purchased in rather humble surroundings from Tesco Supermarket. 33 years on this plant, now 12 feet tall, has to be regularly pruned to stop it creating strain on the glass roof of the Yuccary.
Throughout the 80’s and 90’s Trevor developed the collection by sourcing rare seeds from throughout the America’s and grew them with his original plant in the greenhouses at Renishaw.
In 1999 the derelict orangery at Renishaw was restored and has now become the permanent home to the National Collection of Yuccas, which now contains more than 40 species and cultivars.
Renishaw Hall is a Grade I listed building and has been the home of the Sitwell family for over 350 years.
The current owner of Renishaw is Alexandra Sitwell, daughter of the late Sir Reresby and Lady Sitwell.
The house was built in 1625 by George Sitwell (1601–67) who, in 1653, was High Sheriff of Derbyshire. The Sitwell fortune was made as colliery owners and ironmasters from the 17th to the 20th centuries. Substantial alterations and the addition of the west and east ranges were made to the building for Sir Sitwell Sitwell by Joseph Badger of Sheffield between 1793 and 1808 and further alterations were made in 1908 by Sir Edwin Lutyens.
The owner until 2009 was Sir Reresby Sitwell, 7th Baronet Sitwell of Renishaw the eldest son of Sir Sacheverell Sitwell brother of Edith and Osbert.
The gardens, including an Italianate garden laid out by Sir George Sitwell (1860–1943), are open to the public. The hall is open for groups by private arrangement. The park is listed in the Register of Parks and Gardens of Special Historic Interest in England as Grade II*.
The 1980 BBC adaptation of Pride and Prejudice used footage shot at Renishaw Hall. D. H. Lawrence is said to have used the local village of Eckington and Renishaw Hall as inspiration for his novel Lady Chatterley's Lover.
The Sitwells have always been avid collectors and patrons of the arts and the history of the family is filled with writers, innovators and eccentrics.
Dame Edith Sitwell (1887 - 1964) was a grandly eccentric poet and novelist, described by one observer as “an altar on the move.”
Sir Osbert Sitwell (1892-1969) wrote prose, poetry and also many short stories and novels, including Before the Bombardment (1926)
Sir Sacheverell Sitwell (1897-1988) His first volume of poetry, The People’s Palace, was published in 1918. He is also well known for his writing on art, architecture and ballet.
Information from Wikipedia and the Hall website
Grotte di Collepardo (FR)
K-5 + Samyang 14/2.8
(Flash Metz Mecablitz 36 AF-5 digital / Horusbennu Spider-Pod SM-829).
"Le Grotte di Collepardo (anche note come Grotte dei Bambocci) sono state originate da quell'insieme di fenomeni carsici presenti nel comune di Collepardo legati all'erosione sottoranea del suolo da parte dell'acqua, similmente al vicina dolina carsica detta Pozzo d'Antullo.
Il nome di Grotte dei Bambocci ha origine dalla caverna principale dove numerose stalattiti per le loro forme richiamano l'aspetto di bambole e pupazzi (detti appunto bambocci). Questo nome fu sostituito poi in "Grotte Regina Margherita" nel 1904 quando il Comune di Collepardo dedicò le grotte alla prima Regina d'Italia dopo la sua storica visita nella caverna. All'interno delle grotte sono stati rinvenuti resti di fauna risalenti al pleistocene, come Cervus elaphus, e scheletri umani dell'età del bronzo, collocabili fra il 1600 e il 1400 a.C..
Degni di menzione numerosi ex-voto pagani rinvenuti nella grotta, legati al culto solare del Sole Invitto Mitra. Questi reperti indicano che nella grotta vi era un grande santuario mitraico, detto "Mitreo", meta di continui pellegrinaggi, dove si svolgevano i riti misterici solari. I Mitrei erano dentro grotte naturali o artificiali che ricordassero la grotta dove nacque il dio Mitra il 25 dicembre; ma la grotta simboleggiava il nostro Universo, la "Caverna cosmica" cosicché, secondo i pagani, il dio nasceva in una grotta per simboleggiare la sua venuta nel nostro universo. Un sacerdote mitraico vestito di rosso detto "Pater" presenziava i riti di iniziazione nel Mitreo, tra cui il battesimo di acqua e poi di fuoco. Il Mitreo delle grotte di Collepardo doveva essere un grande santuario molto conosciuto all'epoca."
29/365
I strain my eyes
And try to tell the difference
Between shooting stars and satellites
From the passenger seat as you are driving me home
"Do they collide?"
I ask and you smile
With my feet on the dash
The world doesn't matter
Once again, this is Savannah. Hope you like it! I loved her expression. Happy monday everyone, hope it's been alright
(Nikon D3100)
Edited in: PhotoScape
You can drink this right now, as is, but it'll have a thick mouth feel and the solids will sink to the bottom.
Making almond milk.
From the Instructable here.
Could these in-line ratchet wire strainers be my favourite gadget?
On long fence runs the good old walking chain wire strainer does a great job of tensioning wire strands. By loading up the wire to somewhere tight enough and below its elastic limit and then tying it off a pretty much permanent job is easily done. At a pinch and with some ingenuity they'll even strain pre-fabricated fencing like ring lock and hinge joint.
But on short runs something more ingenious is needed. Using traditional methods you'll either push the wire past its elastic limit as you try to keep it tight or just end up with a slack and useless fence. That's where these elegant in-line strainers save the day; and make you look good. So yes, you are right, this is a short piece of fence just next to that abandoned strainer post with its now redundant lock .
I love these things so much I've used them to strain the horizontal strands of short runs of deer and game fencing. Expensive? Yep, but not as expensive as a fence that doesn't do its job. I guess that's why I like them so much.
Paige Papyrus LaWall prepares to reverently blow out the last flame of the circusSPARK Tribute to Queen Fire Show as the last strains of Bohemian Rhapsody fade into the Raleigh night.
Lighting: In addition to the last flame on the fire hoop, and the stop light, and another performer's flames, there are two Canon 430EX IIs in 5 inch Honl snoots involved. One is between 8 and 9 'o'clock about 20 feet from the fire area, and the other is between 3 and 4 o'clock and about 15 feet from the fire area. Both were swaying the wind atop fully extended 13-foot light stands, so they could shoot over the crowd. Power level set to 1/8, zoom to 105, and controlled via the YN 622-td/622 trigger system.
The Peebles Railway was a railway company that built a line connecting the town of Peebles in Peeblesshire, Scotland, with Edinburgh. It opened on 4 July 1855, and it worked its own trains.
The friendly North British Railway later promoted a line, at first identified as the Galashiels, Innerleithen and Peebles Railway, from Peebles to Galashiels, making a connection with the Peebles Railway there, and also with the Caledonian Railway which had its own line at Peebles. The GI&PR line was built by the North British Railway and opened on 1 October 1864.
In 1860 the Peebles Railway company leased its line to the North British Railway, which operated the Galashiels and Edinburgh sections as a continuous through route.
Road transport of goods and passengers provided fierce competition in the 1950s and the line closed in 1962. No railway use is now made of the former lines.
History
Before the Peebles railway
In the eighteenth century Peebles had become an important manufacturing town, chiefly for woollen weaving and also the preparation of cotton and linen products, and also brewing. Its location on the banks of the Upper River Tweed put it on the communication routes of the area, constrained by the hills north and south surrounding Windlestraw Law and Dollar Law respectively.
When the turnpikes were introduced, Peebles was within five hours of Edinburgh by post-chaise. In 1807 Thomas Telford was commissioned to design a double-track waggonway connecting Glasgow and Berwick, a distance of 125 miles (201 km), running through Carluke, Peebles and Melrose. The waggonway would have been horse-operated, and was intended to form an outlet for iron products and lime to the borders area, and agricultural products, in particular grain, to the industrial towns of central Scotland.
The mountainous terrain of the route would have required steep gradients which would have been challenging for horse traction, and the estimated cost of construction was £365,000, a huge amount at that time, and the scheme was dropped.
A second waggonway scheme was proposed in 1821, this time designed by Robert Stevenson, on an alternative route but it too was considered too ambitious to be practicable.
In 1838 the Edinburgh and Glasgow Railway was authorised by Act of Parliament. Although local railways had been operating in Scotland, this was a major advance, connecting the two great cities. As the construction progressed, public opinion became active over making a connection between central Scotland and the merging English railway network. The controversy became very heated, and a great number of schemes were put forward, including some that would run through Peebles. Not all of the schemes were realistic, and in time they reduced to what became the North British Railway line between Edinburgh and Berwick, the Caledonian Railway between Edinburgh and Glasgow and Carlisle through the valley of the River Annan, and what became the Glasgow and South Western Railway via Kilmarnock and Dumfries. These great companies were all authorised by Parliament in the middle years of the 1840s.
The Caledonian Railway proposed the Caledonian Extension Railway in 1845, to run eastward from the Lanark area through Biggar and Stobo to Peebles, continuing through Galashiels to Kelso; this would have cost £1,500,000, the same as the Caledonian Railway itself from Edinburgh and Glasgow to Carlisle. However the proposal was rejected in Parliament.
In 1845 too, the North British Railway suggested a Peebles branch from Galashiels on the line that it was then building, which became the Waverley Route. The townspeople of Peebles did not think an eastward line to Galashiels was their highest priority. Supporters of an independent railway to Edinburgh had also been active, and on 23 June 1845 a meeting was held in Edinburgh. It was told that a line had been designed leaving the Edinburgh and Hawick Railway near the later Niddrie station.
In the 1846 Parliamentary session, the Edinburgh and Peebles Bill failed standing orders, and the North British Peebles branch was withdrawn by its proposers: neither line would proceed.
The Peebles Railway
As the Scottish railway network developed in the following years, the cost of transporting goods to and from towns connected to a line fell dramatically; and Peebles, and other towns not connected, felt at a marked disadvantage in the cost of the necessities of living, and in moving its manufactures to markets, and this heightened the feeling that Peebles must have a railway line. John Bathgate was the principal promoter of the Peebles Railway.
In April 1852 a meeting was held, at which a revised version of the failed Edinburgh and Peebles scheme was tabled. The engineer Thomas Bouch was engaged. The line would run through Penicuik and join the Hawick line at Eskbank, near Dalkeith, shortening the length of new construction, and the line could be built for £80,000. There was considerable enthusiasm locally and in London for the line and numerous persons registered for shares, although in the event many of them did not proceed with the commitment they had made. Enthusiasm took hold of the provisional committee too, for they sought tenders for the construction of the line and accepted one.
There remained the issue of actually obtaining the Act of Parliament incorporating the company, but this went through without great difficulty and on 8 July 1853; the Peebles Railway was authorised, with capital of £70,000.
Getting the line ready
The directors put in hand the construction of the line, under Bouch's supervision, and the share subscriptions were coming in satisfactorily. They considered the working of the line, and talked to the North British Railway but found their financial terms unacceptable. They went to some lengths to explore the possibility of getting an independent contractor to work the line, but this proved fruitless, and the company decided to work the line itself. They set about procuring the rolling stock, and planning the workforce, for operating and for track and rolling stock maintenance, that would be required.
On 2 April 1855 the line was ready enough for the steam locomotive Soho to be brought to Peebles, but this seems to have been a demonstration run, for it was not until 29 May that passenger coaches and goods wagons were brought to Peebles.
The line was considered ready for inspection by the Board of Trade Inspecting Officer, and Captain Tyler visited on 28 June. The inspection was thought to have gone well, but the formal approval received from the Board of Trade stipulated working by one engine only, and that sidings were required to shunt goods trains before passenger trains[note 2] were started. The Company had issued printed bye-laws and regulations, but these referred to disciplinary matters and not to operating rules; the Company had two locomotives and appear not to have given thought to signalling arrangements. While considering what was to be done, the Company started operating within the BoT requirements, and on 4 July 1855 the train service started. This apparently involved the construction of a passing loop at Penicuik.
Relations with the contractor for constructing the line appear to have deteriorated in the final months, and after opening it was stated in a General Shareholders' Meeting that there was an outstanding debt of £5,600, but that the Board would not pursue for damages.
The line in operation
Three trains operated in each direction daily, except Sundays. Leaving Edinburgh the Peebles coaches were attached at the rear of an NBR Hawick train, and detached at Eskbank. There the Peebles Railway locomotive coupled to the detached portion and took the train on to Peebles. The physical junction was at Hardengreen. The locomotives ran tender first from Eskbank to Peebles.
The trains were an instant success, carryings being beyond what could have been anticipated, and the first full week brought in receipts of £99, climbing a month later to £166. The stations were Peebles, Eddleston, Leadburn, Penicuik, Roslin and Hawthornden, but at the last minute it was agreed to provide a station at Bonnyrigg, and this was opened a month after the opening of the line itself.
In 1856 the North British Railway operated seven trains each way daily except Sundays, of which four were passenger trains. One of these was a "fast passenger" service leaving Peebles at 08:50 and taking 65 minutes, returning at 16:20 and also taking 65 minutes.
Soon after the opening one of the locomotives, St Ronans, became defective, "because it could not negotiate the curves on the track". Although the Company owned two locomotives and was only allowed to use one at a time, nonetheless it found it necessary to hire in a replacement. The other locomotive was named Tweed. The locomotive fleet was soon augmented but the details are unclear. The carriage stock was also required to be increased, but these acquisitions were straining the capital resources of the company and deferment of payment was practised.
The electric telegraph was installed on the line (and the NBR section), giving Peebles telegraph communication with Edinburgh for the first time, from 1858.
Additional capital
A Parliamentary Act was obtained on 27 June 1857 authorising the issue of an additional £27,000 in shares; improvements and rectification of some deficiencies in the original construction of the line needed attention.
In 1859 it was decided to install turntables at Peebles and Hardengreen Junction, as the tender-first running was said to cause excessive wear on the locomotives and the track. The North British Railway had to install the Hardengreen turntable and this seems to have been delayed, being ready in 1860.
The track had been laid with the cheapest materials at the advice of the engineer Thomas Bouch, and already in 1858 it was giving trouble, being in need of major renewal. The routine maintenance was carried out by platelayers with the assistance of a labourer, each responsible for about two miles of route. In August 1860 all the wooden bridges on the line were tarred and repainted.
Extending the line
The Peebles lines in 1866
The Peebles lines in 1866
For some time the community of Innerleithen had agitated for a railway connection, by the building of an independent line from Peebles. A number of attempts were made to bring this about without success, until in 1860 a line was proposed from Galashiels to Peebles through Innerleithen. Agreement was made for the North British Railway to run the trains. The railway was promoted as the Galashiels, Innerleithen and Peebles Railway (GI&PR). A Parliamentary Bill failed in 1860, but being re-presented the following year as an NBR branch, it gained the Royal Assent on 28 June 1861. The capital authorised was £95,000.
A Caledonian dependency, the Symington, Biggar and Broughton Railway, had been extended to Peebles and the GI&PR line would meet it, as well as the Peebles Railway, there.
The first section, from Peebles to Innerleithen, was opened on 10 October 1864 and the remainder on 18 June 1866. The Peebles Railway terminus at Peebles was unsuitable for the through services contemplated, and after unsuccessful overtures to the Caledonian Railway proposing a joint station, the North British Railway built a new single platform station to serve the Galashiels line and the Peebles Railway trains. It was a modest affair, opening in 1864. The Peebles Railway station continued in use for the time being, renamed Peebles (Old).
The train service now operated from Galashiels to Edinburgh via Peebles, as a through route; there were five trains daily, two on Sundays, with some short workings.
The Caledonian Railway station at Peebles was on the south side of the River Tweed and a connection was to be made crossing the river; the connection with the GI&PR line was intended to be a triangle, allowing through running towards Galashiels and towards Edinburgh.
It is doubtful whether the eastward curve was completed, although the earthworks were formed.[note 6] The NBR wished to prevent the Caledonian gaining access to Galashiels, which the curve would have enabled.
When the line opened throughout, the NBR operated passenger trains through from Edinburgh to Galashiels via Peebles.
Lease to the North British Railway
From about 1858 the Peebles Railway considered sale of its line to the NBR "before major expenditure on the line would be required". The NBR itself was planning to absorb several local railways and negotiations were fruitful. On 14 April 1860 a shareholders' meeting heard the proposed sale, but rejected it. The Company Chairman resigned immediately. A further proposal, to lease the line to the NBR, was tabled the following year, on 1 February 1861, and shareholders voted for it. The terms were generous: the line was profitable but considerable upgrade work was necessary. The NBR agreed to pay for PR shareholders to receive between 5% and 6% dividends, as well as considerable other expenses including purchase of the Peebles Railway rolling stock for £20,000. The Peebles Railway (Lease) Act authorised the move on 11 July 1861.
Connecting lines
The Peebles Railway company determined not to extend its line or make branches, but it co-operated with independent concerns that wished to do so and to make connections with its line. In North British Railway days a similar policy was followed.
The Leadburn, Linton and Dolphinton Railway was authorised by Act of 3 June 1862, to form a junction with the Peebles Railway line at Leadburn. It opened on 4 July 1864. The Dolphinton station was separate from the Caledonian Railway station there, although shunt transfers were possible through a siding connection.
During the construction of the Dolphinton line, there was a collision at the junction at Leadburn on 29 October 1863. A construction train working on the Dolphinton line ran away on a steep gradient to Leadburn. The only protection to the main line was a scotch block at Leadburn, and the runaway vehicles ran over the block and collided head on with an approaching passenger train on the Peebles line; a boy was killed and several persons were injured.
The Esk Valley Railway was being promoted in 1860; it was to run to Polton, a village with several important paper mills, from a junction with the Peebles Railway at Hardengreen. The North British Railway provided much of the deposit required to submit the Parliamentary Bill, and the Peebles Railway gave its consent. The Esk Valley Railway got its authorising Act on 21 July 1863, and the line opened on 16 April 1867. The point of divergence of the Esk Valley line was a short distance south of Hardengreen Junction, and the Esk Valley line ran parallel with the Peebles Railway for that section; it was later agreed to convert the two single lines to operate as one double track from Hardengreen Junction to Esk Valley Junction.
The first station on the Esk Valley line was to be called Bonnyrigg. It was closer to the town than the Peebles Railway Bonnyrigg station, but the Peebles Railway was unwilling at first to change the name of its own station. The PR later agreed to change the name of its Bonnyrigg station to Bonnyrigg Road. This led to confusion of passengers, and the NBR renamed the station Broomieknowe and the Peebles Railway station reverted to Bonnyrigg.
The nominally independent Penicuik Railway was authorised by Act of 20 June 1870, for a 4-mile (6.4 km) branch from Hawthornden on the Peebles Railway to Penicuik. It was opened on 2 September 1872, and the company was absorbed by the NBR on 1 August 1876 along with the Esk Valley Railway.
The Peebles Railway had a Penicuik station, which was a considerable distance from the town, and it was now renamed Pomathorn
The North British Railway had renamed Roslin as Rosslyn in 1864 and renamed it again Rosslynlee in 1872 because of the Rosslyn station on the Penicuik Railway line. Rosslyn on the Penicuik line was renamed Rosslyn Castle on 11 Feb 1874. Rosslynlee closed from 1 January 1917 to 2 June 1919.
Amalgamation
From 1870 the Peebles Railway and the NBR considered amalgamation, and agreement having been reached, the North British Railway (Additional Powers) Act of 13 July 1876 authorised the amalgamation, which became effective on 1 August 1876.
Angling Club Cottage Platform
Edinburgh Angling Club had acquired a house, named The Nest, close to the River Tweed, near Clovenfords. (The location is on Cliff Road, a short distance west of the roundabout junction of the present-day A72 and A707.) In 1898 an unadvertised halt named Angling Club Cottage Platform was provided there for the use of club members. The halt became disused in the mid-twentieth century.
The twentieth century
Passenger train services had now been enhanced to six daily from Galashiels to Edinburgh via Peebles with an additional Saturdays Innerleithen to Edinburgh train; by now the typical journey time was a little under an hour from Peebles to Edinburgh. A Peeblesshire Express was introduced for business travel from Peebles to Edinburgh. It left Peebles at 08:44 daily, stopping at Leadburn to attach a portion from Broomlee on the Dolphinton branch, arriving at Edinburgh at 09:37. The return train left Edinburgh at 16:32 Monday to Friday, and 13:33 on Saturdays.
In 1905 the North British Railway extended and improved the Peebles station, although it remained a one-platform station, with no passing loop.
The Border Show was held in Peebles by the Highland and Agricultural Society in July 1906, and the North British was asked to arrange special services at reduced rates, which it declined to do. In 1904 the NBR had declared that it considered Peebles an inappropriate location for the heavy traffic that the show would attract, due to the limited track facilities there. 20,000 visitors daily were expected, requiring 20 to 30 trains. Considerable public criticism resulted, and in March 1905 the NBR realised that the rival Caledonian Railway was improving its own Peebles branch. This resulted in an immediate move to arrange the necessary facilities. Additional stabling sidings and a passing loop were provided, and the Old station was to be reopened temporarily for passenger use. The company was still concerned about line capacity and issued a public notice that "The Company will not guarantee passengers will reach Peebles and will not be responsible for delays." In the event the trains ran and some delays were experienced. The NBR lost considerable good will because of its stance over the matter.
There was a daily goods service over the link line between the Caledonian and North British stations at Peebles, but there was never a regular passenger service. Light engines used it after the closure of Peebles (NBR) engine shed if they required to turn, using the Caledonian turntable. However some passenger excursions used the link. On 25 June 1936 a Caledonian Railway excursion from Lanark ran to Galashiels, using the link, and reversing in Peebles NBR station.
In 1923 the railways of Great Britain were "grouped" following the Railways Act 1921; the North British Railway was a constituent of the new London and North Eastern Railway (LNER). Twenty five years later, nationalisation of the nation's railways took place, and the Peebles route was part of the Scottish Region of British Railways. Now that both railway lines to Peebles were under the same ownership, Peebles NBR station was renamed Peebles (East) on 25 September 1952, although the former Caledonian Railway branch had closed to passengers by then. The NBR station reverted to simple Peebles in February 1958.
Diesel multiple unit trains were introduced on the line from 17 February 1958 after a demonstration run on 11 June 1956; a considerably enhanced passenger service was introduced in the Edinburgh suburban area, extending out as far as Rosewell.
A new station, Rosslynlee Hospital Halt, was opened on 11 December 1958 to serve Rosslynlee Hospital; the exiting Rosslynlee station was not conveniently situated for the hospital. The House Steward at the hospital sold tickets.
However the general decline in local rural passenger services was hastened by the improving bus services, and the Peebles line was nominated for closure. The final passenger trains ran on 3 February 1962, and the following day the route between Hawthornden Junction and Galashiels via Peebles was closed completely.
The Edinburgh suburban passenger service from Edinburgh to Rosewell and Hawthornden continued until Saturday 8 September 1962, being closed from 10 September. The Penicuik branch continued to operate a goods train service, and the Peebles Railway section from Hardengreen Junction to Hawthornden Junction (where the Penicuik line diverged) remained open to serve those trains, until they ceased in 1967.
The entire network of lines is closed to railway activity; the section between Hardengreen Junction and Rosewell has been converted to a cycleway.
Locations on the line were:
Hardengreen Junction; the Peebles Railway diverged from the Hawick line;
Esk Valley Junction; the Esk Valley line diverged;
Bonnyrigg; renamed Bonnyrigg Road from 1868; closed 10 September 1962;
Hawthornden; variously known as Rosewell and Hawthornden, and Hawthornden Junction and Rosewell; closed 10 September 1962;
Hawthornden Junction; the Penicuik Railway diverged;
Roslin; renamed Rosslyn 1864; renamed Rosslynlee 1872; closed 1 January 1917; reopened 2 June 1919;
Rosslynlee Hospital Halt; opened 11 December 1958;
Penicuik; renamed Pomathorn 1872; renamed Pomathorn Halt 1947;
Leadburn; the Dolphinton line diverged; the summit of the line at 935 feet was near Leadburn; closed 7 March 1955;
Earlyvale Gate; opened June 1856; trains stopped at the level crossing on market days etc.; closed 28 February 1857;
Eddleston;
Peebles; closed after 1 October 1864, superseded by new station built by NBR.
North British Railway extension to Galashiels: opened 1 October 1864; closed 5 February 1962.
Peebles; renamed Peebles East 1950; renamed Peebles 1958;
Cardrona;
Innerleithen;
Walkerburn; opened 15 January 1867;
Thornilee; opened 18 June 1866; soon renamed Thornielee; closed 6 November 1960;
Angling Club Cottage Platform; opened 1898; closed after 1932;
Clovenfords; opened 18 June 1866;
Kilnknowe Junction; convergence with the NBR line to Galashiels.
Haleakala Crater hike on 7/9/2019
I caught the first Hawaiian Airlines flight to Maui from Oahu which left at 5:05 am, arrival at 5:44 am.
I took a carryon duffel bag and a photo backpack ( no checked bags )
Picked up my rental car from Alamo and first stopped at 7-Eleven for water, food and snacks.
Maui Airport has changed. All the car rental companies moved to one central location reachable by tram. Additonally a specific Airport Access road was constructed and in use by this trip.
7:40 am left 7-Eleven for Haleakala.
7:30 am arrived at park entrance. $25 entrance fee by credit card only.
8:00 am arrived at Halemau'u trail head parking lot. Filled my CamelBak bladder with 3L of water, redistributed my equipment and used the bathroom to add a thermal underwear layer for the cold.
8:40 am left the parking lot and went to the Hitchhiking spot to wait for a ride. I was picked up by the 3rd car to come along. A single young male on vacation by himself. As I was grabbing my things to get into his car a mother and young son came up and asked to share the ride. I only waited maybe 5 minutes to catch a ride.
9:00 am arrived at the Summit Visitor Center parking lot. The driver had never been up to Haleakala even after visiting Maui a couple of times before, and he was considering doing a short hike while up there. I would be passed by him and the other hitch hiker about a mile down the trail later.
9:15 am after a short look around at the lookout and tightening up my boot laces, I started on Keonehe'ehe'e ( Sliding Sands Trail )
11:51 am I would get to the bottom of the crater and the trail for Holua cabins or Kapaloa, Paliku cabins. Ate lunch of one Spam musube.
12:06 pm I would start on the trial to Holua Cabin
12:59 pm top of the ascent to "Ka Moa o Pele"
1:24 pm trail juncture on the left of "Halali'i"
2:14 pm Silver Sword loop begin ( did not take the loop )
2:22 pm Silver Sword loop end
3:05 pm Holua Cabin - rested
3:32 pm left Holua Cabin and headed out on Halemau'u trail and the crater rim.
4:13 pm arrived at base of crater rim and the start of the switchbacks up the crater wall. rested and stretched.
4:27 pm started up the crater rim switch backs.
6:56 pm I would reach the flat narrow spot I consider the end of the switchbacks.
7:00 pm the temperature would be 56 degrees and dropping down to 52 degrees ( not including windchill )
7:10 pm Sunset, and I was hiking in dark shadow. Too dark to take meaningful pictures or pics of my watch.
8:00 pm I would reach the Halemau'u parking lot and my car.
8:30 pm I would finish unloading and repacking bags for going to my hotel and possibly doing some astro photography.
8:45 pm arrive at Kalahaku overlook to check out the possibility of astro photography. The 50% moon washed out the Milky way too much, stars were visible and I was starting to yawn. So I didn't, and I left at 9:05 pm for Kahului and a shower.
I used up all my water, when I got to my hotel and check, the hydration bladder was flat. Possibly one or two sips left in the tube. This was the 2nd time hiking this trail. Both times I brought a collapsable water bag w/filter to refil water at Holua and did not. If I do this again I really, REALLY need to refill water at Holua cabin.
The weather reports for the previous week were about the possibility of hurricane Barbera hitting the islands the day before my trip. Fortunately Barbera down graded and by the time of my trip and predictions for the summit were somewhat cloudy with occasional showers. While hiking I only encountered a few light drizzle/drops from the clouds that didn't require me to break out any of the rain gear I brought or to stow my cameras from rain.
The weather at the summit was cloudy and approximately 65 degrees with windchill. Along the hike until the ascent up the crater rim at the end, the temperature would not seem as cold as I expected or remember from my previous hike a couple of years ago. Possibly due to my wearing thermal underwear, hiking pants, a medium thick long sleeve athletic shirt beneath a button long sleeve hiking shirt and my broad brimmed hat of course. While moving I felt cool and relatively comfortable temperature wise, while raising a slight glistening sweat. At least it wasn't dripping into my eyes.
Keeping to my expected and normal average hiking pace of around 1 mph or less going down hill and across the flats, I would take pictures about every 1-2 hundred feet of the trail. Boring, but I like to document the trail condition. In addition to any interesting views, scenery or recording the weather.
I kept one of my watches attached to my sleeve so it would not be in skin contact and would mostly dangle in my body shade. This would give me a way of tracking my elevation and mostly the temperature.
There were many more day hikers actually crossing the crater along the same route I was going. Most notable was the mother and son that caught a ride with me. They met up with her husband and other son who caught another ride a bit later.
Probably all the hikers that were crossing the crater caught up to me and passed me, and they all started later than I did. The only people who caught up but didn't pass me were 3 female park rangers on their way to Holua Cabin and pretty much started doing their park ranger stuff in the area where they caught up to me and didn't catch up again.
I was constantly annoyed by the hikers I would see taking short cuts along the trail. I had to remind myself to not get pissy with them. I'm tempted to think the only other hikers on the trail that did not take short cuts were the park rangers I met.
Personally, I started the hike with a kinda sharp lower back pain, which had been ongoing since the previous week. But since this hike was already book and paid for I wasn't going to cancel. All thru the hike my back would be in constant pain and I would continually think I might have to give up hiking if my back doesn't get better. It was most painful going down hill, while the flats and going up weren't as bad.
I was hoping the strain and constant back movement would loosen up my lower back and aleviate my pain. Supprisingly, while getting on my stomach with all my gear still on me, when I got up my lower back was better. The pain would come and go, but could now be aleviated for short periods of time by taking off all my gear and bending over to stretch my back. When I would get home, my lower back pain issues would return to "normal"
Evidently, the dry cold air and constant breeze caused my face and lips to chap, which showed up a day after I got home.
Once again I brought chapstick but didn't use it.
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CamelBak Octane 16X Hydration Pack (3L Hydration bladder)
3 liters of water = 6.6 pounds
1x Nikon D700 w/battery grip - Nikon 28-300mm
1x Nikon D700 w/out grip - Rokinon 12mm f2.8 fisheye
Tokina 16-28mm f2.8
Camera & lens weight = 12 pounds
I brought both cameras to reduce the amount of time spent changing lenses and the possibility of getting grit on the camera sensors. Turns out I never changed to the 16-28 so never removed any lens. Yay, no spots in my pictures, Bo, lugged another heavy lens around for nothing. At least I left the 100mm macro in the car already.
RA name: Stephanie Strain
Year: 2023
Program: MLEF
University: California State Polytechnic University-Pomona
Mentor Name: Stoichko Antonov
Research Advisor Name: n/a
Center (RIC): Materials Engineering & Manufacturing
Team: Structural Materials Team
Directorate: Multi-scale deformation twinning analysis
NETL location: Albany
A pleasant sight to see a double decker on the usually busy single decker Fastway 10, looks like it got relatively full taking a lot of strain of the usual kite hydrogen single decks.
Straining against the obvious gradient at the Eastern entrance to the yard and kicking up quite a noise (for modern locomotives) Canadian National locomotive Nos.2257 ( GE ES 44D, 4400hp) and 5752 (GMDD SD751, 4400hp) exert a tremendous tractive effort moving their incredible, and very obstinate load forward against the force of gravity. These freights have to be seen to be believed. 24/5/14