View allAll Photos Tagged uniquely
Unique 1939 built 2-6-2 99 6001-4 waits at Magdesprung to pass the arriving Mallet 99 5906-5. The former was on the 09.12 from Eisfelder Talmuhle to Gernrode, while the Mallet was on the 10.55 from Gernrode to Harzgerode.
The design of the Blackwood screwdock is a superb example of Victorian engineering, representing dry dock design at its best – good even by modern standards. Two primary elements of the design were unique: the use of power screws for lifting and trussed timber beams for the transverse girders. Another key feature of the design was the spacing of the screw jacks which kept down the loading on individual screws and beams. Planking laid athwart each beam abuts that on adjacent beams and created a continuous working platform.
It turns out that the screwdock concept and the shiplift system was a uniquely American invention of the early 19th century. Judging by the surviving descriptions and the remnants of the Barbados Screwdock, it was an invention that displayed all the elegant simplicity, practicality and ingenuity of the time and place of its inception.
The earliest screwdock, the earliest shiplift, was patented and constructed by Captain Jesse Hurd of Connecticut in New York in 1827 and incorporated as the “New York Screwdock Company” in 1828.
Two screwdocks were built shortly thereafter, one in Baltimore and one on the Kensington Reach of the Delaware River in Philadelphia.
The New York screwdock was suspended from eight screws of 41⁄2” (114 mm) diameter and apparently had a capacity of 200 tons. It was hand operated; it took about 30 men about half-
an-hour to raise such a vessel 10 feet (3 m).
The Baltimore screwdock was suspended from forty screws of about 5” (127 mm) diameter.
The Kensington Screwdock would seem to have been suspended from about 50 screws
The Barbados screwdock with a platform of 217’0” (66 m) by 45’6” (13.9m) is suspended from 62 screws of 41⁄2” (114 mm) diameter. The estimated capacity was around 1200 tons.
[hr]
The shiplift in Barbados uses screw jacks for lifting gear leading to an elegantly simple and durable system that remained in operation for nearly 100 years. It only became derelict when the owners were liquidated and the facility was abandoned. Currently [2010] moves are afoot to restore the facility with both historical preservation and a fully working dry dock being issues involved.
The “screwdock” as it is known locally was built on the south side of an area known as the “Careenage” at the mouth of the Constitution river in Bridgetown by John Blackwood (see locality plan, figure 1). Work was begun in 1889 and the lift was formally opened on 10th March, 1893 by Miss Hay, daughter of Sir James Hay, then Governor of Barbados.
Figure 1 Screwdock Locality
John Blackwood came out from Scotland in the early 1880’s as Assistant Engineer in the employ of Messrs Grant and Morrison. Within a few years Blackwood took over the business and ran it under his own name until his death in 1904. The business was then taken over by his brother-in-law, William McLaren who ran it until the formation of Central Foundry who took over the running of the dock together with John Blackwood’s workshops on the Pier Head.
In the early 1980’s the Central Foundry was in financial difficulty when their workshops and offices with all records, including those of the screwdock, were destroyed in a fire. The company was never able to recover from this blow. In 1984 the Central Foundry went into liquidation and the screwdock ceased operations. The screwdock has been derelict ever since. For some time thereafter, the site was under the jurisdiction of the Coast Guard which probably explains why there appears to be almost no vandalism of the site, only deterioration.
In its early history, Barbados was one of the major ports of the new world partly, in a world of sailing ships, because of its windward position with respect to the rest of the Caribbean. Even in the 19th century, it was still a very busy port, some 1500 vessel a year calling in the 1890’s. The decision to build a dry dock in Barbados was very much a response to this shipping activity – at the time Campbell’s dock in Bermuda of 380 ft (116m) was the only other significant dry dock in the region.
In November 1887 the Barbados Parliament passed an act to authorise the lease of Government lands for harbour improvements and the construction of a dry dock. A lease for the site of the screwdock in favour of John Blackwood was only signed in February of 1899. Under the terms of the lease a construction period of two years was allowed at a rental of £40 a year. Thereafter, once the dock became operational, the lease would run for 20 years at a rental of £276.4.0. The Government reserved the right to take over the dock on expiry of the lease at prime cost less a reasonable allowance for deterioration. The cost of removing and re-erecting Government buildings, water and gas mains were excluded from the prime costs. The Government also claimed priority for docking their own vessels.
In March of 1889 a Bill was passed to allow all construction materials, including timber, cement and machinery to be imported free of duty. Permission was also given for the free use of a diving bell, centrifugal pumps and the Priestman Dredger. The the lift was formally opened on 10th March 1893 by Miss Hay, daughter of Sir James Hay,then Governor of Barbados.
Figure 2 View of the Screwdock and the Careenage
Actual construction took far longer than the two years allowed – the whole construction period being about four years. One of the reasons given was the flooding of the works by exceptionally high tides. Since the retaining walls had not yet been built, portions of the embankments collapsed into the works. While this can only be part of the explanation for the extended delays, it does serve to suggest that the works, at least initially, were coffered and built in the dry.
The initial drive for the dock was a 100 hp steam engine with a coal burning locomotive type boiler although, for much of the time, squeeze-dried sugar cane was used as fuel. In 1953 the steam engine was replaced by a 130 hp electric motor. (HUTSON F. 1973; THRELFALL T. 1995)
Hutson (HUTSON F. 1973) gives the following docking charges as originally provided for in the lease and those ruling in 1972. These figures are in Barbadian dollars as of 1972:
18891972
Vessels not exceeding 100 register tons
For 1st day including lifting$50$150
For each subsequent day25¢ per ton60¢ per ton
Vessels exceeding 100 register tons
For 1st day including lifting50¢ per ton$1.50 per ton
For each subsequent day25¢ per ton65¢ per ton
Elsewhere Threlfall (THRELFALL T. 1995) gives charges as embodied in the original lease of 2s per ton for lifting and 6d per ton per day for dock occupation.
In 1968 a high pressure water jet was acquired to speed up the cleaning of marine fouling from ships hulls and for paint stripping (ST. PIERRE GILL, C.H. 2009).
By the 1970’s, the dock was still lifting over 10 000 tons of shipping per year (HUTSON F. 1973).
In 1977, in correspondence with Andrew Hutchison (HUTCHINSON A.P. 1977) at that time secretary, later president of the Barbados Association of Professional Engineers, he stated that the original drawings still existed but that they were “very worn and unsuitable for reproduction”.
By the start of the fourth quarter of the 20th century the operations of the Central Foundry and the screwdock were coming to an end. Peter Simpson was quoted as saying that the dock was “antiquated and not easy to work” (ST. PIERRE GILL, C.H. 2009). Although ship construction was changing from wood to steel, labour rates were increasing and Barbados had lost its pre-eminence as a shipping centre, institutional and financial matters seem to have been at the heart of the problem. In the late 1970’s there were also problems with the lease of the site. Central Foundry was not able to reach agreement with the Government on this matter.
Central Foundry had suffered a number of fires, the first in 1938 and then in 1948. They were able to recover from these but it was the third fire in 1981 that ravaged the works and destroyed all the records. The firm never really recovered. In 1984 it went into liquidation and the screwdock ceased operations. It has been derelict ever since (THRELFALL T. 1995).
Threlfall (THRELFALL T. 1995) makes the comment that “after carefully studying some ideas embodying hydraulics, Blackwood chose a system based upon screw-jacks”. Although this quote is not explicit, this does sound rather like the Hydraulic Lift Dock of Edwin Clark (CLARK E. 1866; MACKIE K.P. 2008) built in London in 1857 – the first shiplift ever built. Clark was Robert Stevenson’s house boffin on the design of the Britannia Bridge over the Menai Staits and later his resident engineer on the construction of the bridge. His experience on that bridge seems to have been a significant influence on his choice of design. Although du Platt-Taylor (DU PLAT-TAYLOR F.M. 1949) mentions having seen it in operation as a child, it seems it was decommissioned and demolished early in the 20th century.
Blackwood’s Screwdock some 30 years later is the second shiplift ever built and, although it is currently derelict, it can be restored. It is this statement that makes the restoration of the screwdock such an important and viable proposal.
The modern, Syncrolift© style of shiplifts using steel wire rope winches was only developed in about 1957 by Raymond Pearlson.
In his paper on the screwdock Frank Hutson (HUTSON F. 1973) remarks: “It has been said that a similar dock was supplied to some country in the Far East, but where it went to and whether it is still in operation is unknown, if in fact it ever existed”. This comment has since been picked up by other commentators on the screwdock with the site being given variously as Hong Kong or Singapore often in the positive and without Hutson’s proviso.
The mechanical equipment for the dock was provided by the Glasgow based engineering firm of Duncan Stewart. A rendition of the various Scottish engineering firms involved in supplying sugar mill machinery to Barbados was given by Peter Simpson (MACKIE K.P. 2009) during an interview for the December 2009 investigations. Of significance, the firm of Duncan Stewart was only a small player in this industry in Barbados at the time the screwdock was built.
Although industrial accidents are to be deplored, they are of considerable value in advancing the state of the art. Hutson (HUTSON F. 1973) records four such incidents:
1935: The schooner Eastern Star fell over on its side after being docked causing the death of two workmen and injury to others. She was afterwards righted and repaired.
1948: M.V. Willemstad, a heavy vessel, said to have been badly docked, caused three sections to break four days after being docked and said to have caused enormous overload on adjacent sections. By working around the clock, the sections were repaired and the situation saved.
WWII: H.M.S. Black Bear was a converted yacht with an excessively sloping bow. This was not properly supported and some adjacent sections were broken. These were repaired in time to prevent further damage.
1953: The auxiliary schooner Cachalot caught fire while on the dock. The cause was overhead welding which caused considerable damage to the engine room but there were no casualties.
Design Concept
The four diagrams, figures 11 to 14, placed at the end of this paper have been compiled from measurements made on site during the week 7th to 11th December 2009. They have been drawn to scale but only the dimensions shown are the dimensions actually measured. The rest have been inferred from various sources. The dimensions shown are given in SI metric measure although the dock was originally built to imperial measurement which is still in general use in Barbados. Measurements were made with linen tape, pocket tape and vernier caliper and, except where an original exact, rounded, imperial dimension could be inferred, are of limited accuracy.
This lift differs in concept from the earlier Clark system or the later Pearlson Syncrolift© system. Where the Clark system uses long stroke hydraulic cylinders as the lifting medium and the Pearlson system steel wire rope winches, the Blackwood uses long power screws. The practical capacity of individual screws is much less than hydraulic cylinders or winches so many more are needed and the main beams are much more closely spaced – so much so that, at least in the case of the Barbados screwdock, no intermediate grillage is needed between the beams.
Figure 4 Screwdock with Large Coaster (HUTCHINSON A.P. 1983)
The Blackwood has a very simple plan. It uses 31 screws down each side set at intervals of 7’0” (2133.6mm) and 31 sets of girders spanning between pairs of screws. Planking laid athwart the main beams provides a continuous working platform when all the beams are up.
The main rectangular plan of the dock, allowing for run-off of the retaining walls past the screws is 217’0” (66142 mm) and the clear space between copes is 45’6” (13868). A triangular space at the landward end of the pit extends its length by another 23’0” (7010 mm) to give a total length of 240’0” (73152 mm).
The civil engineering structures consist of coral block walling – a vertical retaining wall around the perimeter of the dock with rectangular, 2’0” (610 mm) wide by 2’6” (762 mm) deep vertical buttresses at 7’0” (2133.6) centres to carry the screw loads. Aside from the actual facing of the wall and the buttresses, the details of the wall construction are unknown.
The buttresses have a pair of 12” (305 mm) by 9” (228 mm) timbers placed over their tops, extending from the face of the copes to some distance behind the retaining wall face to receive the timber cope beams – a pair of 12” (305 mm) by 12” (305 mm) Greenheart baulks
The girders are constructed as trussed beams. The beam portion is formed from two 20” by 20” ( 508 by 508 mm) baulks of greenheart timber (given, in some references as “whalebone” greenheart) laid side by side, each end resting on a cast iron plates at the end of the screw rod. A cotter and washer system underneath these plates transfers the load to the screw rods. It has not been possible to examine the bottom of the plates but from photos it seems that the end of each screw rod is squared where it passes through the plate to prevent it from turning with the gear wheel and so failing to rise or fall as the wheel turns.
Figure 5 Last Remaining Trussed Beam showing Planking Athwart the Beam and Timber Keel Block.
Timber Cope Beams and Coral Buttresses can be seen in the background.
Four cast iron brackets, one on top of each end of each baulk, act as anchors for the 2” dia (51 mm) steel tie rods that dip down to about 12” (304 mm) below the soffit of the baulks. Cross pieces of 12” (305 mm) square timbers passing under the main baulks serve to transfer the load from the baulks to the tie rods.
Figure 6 Main Drive Train
The main drive, which has the option of a 1:1 or a 1:2 reduction gear box, is transmitted by shafts and bevel gears to the two main drive shafts – one on each side running down the full length of the cope. At each screw there is a worm floating on the shaft and a sliding dog clutch keyed to the shaft that can engage or disengage the worm. The worm in turn engages a worm wheel. The screw passes through this wheel. It has a bronze nut and thrust washer embedded axially in it to engage the screw and raise or lower it. Each gear set is mounted on a cast iron base plate set onto the timber cope beams exactly between the wall buttresses.
The screw itself was cut from 4” (101.6 mm) OD “bright” steel shafting. The thread appeared to be a 0°/52° buttress thread with a pitch of 1” (25 mm) although actual measurement seemed to suggest something more like 0°/62°.
Docking Operations
Some information on the practice of docking vessels on the screwdock was obtained from Mr Joe Weeks. For a period of 10 years in the 1960’s and 1970’s he had been Assistant Dockmaster (MACKIE K.P. 2009).
Other than a steel ring embedded in the concrete at the head of the dock, there is no sign that the dock was ever fitted with any dock furniture – fenders, bollards, fairleads, capstans etc. Weeks confirmed that the dock was operated so. On occasion, the vessel being dry docked would hang a few used tyres over the side or a few would be hung over the side of the dock.
Generally, six lines were used to bring the vessel into the dock and to position it. A head line was made fast to a ring set into the concrete at the head of the dock and the crew on board the vessel would warp the vessel into the dock either by hauling manually or, if available, by using an on-board capstan. Two breasting lines were used each side to position the vessel. A stern line was also used mainly, presumable, to warp the vessel out of the dock.
Mr Weeks confirmed that vessels (presumably he was referring to larger vessels such as coasters) were always brought to an even keel by flooding the forepeak tanks to avoid any sue load. As the vessel took the blocks, the water would be pumped out to lighten the vessel. This water had to be replaced on undocking as the vessel went into the water.
If a section was lowered to work on the keel, the screws to that section were marked so that the beams in the section could be brought back up to exactly the original height against the keel.
If the platform was lowered too far and sat on the bottom, the load would come off the cotters that secured it to the screws and they could and sometimes did work loose so that the beam end became effectively disconnected.
Joe Weeks reported that surge was not a problem. No docking operations, docking or undocking were done when there was rough weather at sea with a surge running up the Careenage. In fact the screw drive system does not permit of any penduluming of the platform which would bend the screw rods if it happened. If the surge got bad, the lift was kept up, clear of the water. In the event of hurricanes and severe storms, blocks of wood were inserted between the main girders and the cope beams and the lift tensioned against the blocks to fix it securely.
Joe did comment that normal surge had never delayed docking or undocking, only hurricanes and severe storms. The deck planking was laid tight to prevent barnacles and scrapings falling through.
Staffing levels were:
1 dockmaster
1 assistant dockmaster
6 permanent men on dockmaster’s staff including the 2 no divers. Divers only received extra pay while they were diving. At other times they assisted the rest of the staff.
8 – 12 casual workers to assist with the docking as needed.
All parties assisted with the scraping and painting of the vessels
A separate department employed an engineer foreman and 6 engineers to work on the ships. These men had nothing to do with the docking of vessels.
Weeks and Peter Simpson (MACKIE K.P. 2009) concurred that it was unsafe to walk along the dock in the region of the main load concentrations when a heavy vessel was being lifted. Under these conditions, the gears and worms would emit sparks and small chips of hot metal. These sparks and chips made it uncomfortable to be near the gears when this was happening.
Central foundry made all replacement screws, bronze nuts and cotter pins. Gear wheels and worm wheels were imported. At one stage both were supplied in the wrong grade of metal and were sent back.
Joe commented that at one time during his stint, there had been a proposal to scrap the drive shaft, worm and gear system and fit each screw with its own motor.
Peter Simpson confirmed that the overall condition of the dock had been allowed to deteriorate to a dangerous level some time before the fire and before the lift was abandoned. He had in fact put in a report on the condition that was also lost in the fire. He stated that before the fire a complete set of documents including drawings of the dock were held by Central Foundry.
Nothing has survived of the bilge support system except old photos. It would appear that it consisted of Morton type sliding bilge blocks riding on inclined baulks (see figure 8). Rollinson (ROLLINSON D. 1993) states that these baulks were attached to the main girders by a metal hinge structure at the inboard end. Thus, the inclination of these slides could be varied by changing the blocking that supported the centres and the outboard ends of these baulks. With high bilge vessels, this reduced the build-up of the bilge blocks. The inclination of the slides did make it easier to pull the blocks in against hull of the vessel.
Unique in the world, the Ideal Palace has inspired artists for more than a century. Independent from any artistic trend, built with no architectural rules, the Ideal Palace has been admired by the Surrealists and is considered as an Outsider Art work. He has been classified Historical Monument in 1969 by André Malraux, French Minister for Cultural Affairs at that time under Naïve Art
I've never seen a yellow 16M before until I went to the Miller Motorcars Service Facility. This was very unique unlike all the copycat red ones
Unique class 86, 86501 heads north through Rugeley Trent Valley with 4M81, 07:30 Felixstowe – Crewe Freightliner service, 13th July 2013.
Locomotive History
86501 was originally E3180 and was built by English Electric at their Vulcan Foundry works and entered traffic in October 1965. In the early years the class 86 locomotives became notorious for track damage, being fitted with axle-hung traction motors, in place of the bogie-frame-mounted motors of the earlier designs. This additional un-sprung mass was causing damage at high speeds. As a result a batch of locomotives was modified with improved suspension and modified wheels and from 1973 onwards, locomotives were progressively renumbered into the 86001-86048 (class 86/0, unmodified design, restricted to 80mph) and 86204-86252 series (class 86/2, improved suspension, 100mph) with E3180 becoming 86008. Within a short time a further batch was modified to the class 86/2 specification and 86040-86048 became 86253-86261. By the end of the 1980’s, the need for a standard fleet saw all the class 86/0 fitted with improved suspension and converted to class 86/4, 86008 becoming 86408. These locomotives were now inter-operable with Class 86/2, and thus gave greater operational flexibility. In early 1990’s the majority of the Class 86/4 subclass were dedicated to freight traffic. As a result, they had their electric train heating isolated, and their maximum speed reduced to 75mph. These locomotives were reclassified as class 86/6, with 86408 becoming 86608. In 2000 Freightliner chose 86608 for special re-gearing trials and 86608 was renumbered 86501 following modification. Eleven years later 86501 remains the only locomotive modified.
This past year, I was a part of the most wonderful group of beautiful and unique ladies in the Now You group. I don't know what I would have done without the support and inspiration from these ladies throughout 2013. From emails to postcards to pictures to special trinkets in the mail -- this has been the best group ever. I received a sweet note and these awesome buttons yesterday and I love them!
I still keep my fingers crossed for a Now You gathering one day. I would gladly sell my belongings for the chance to go.
Aston Martin Lagonda V8 Shooting Brake - 1987
unique object (one off / 626 saloons built), Roos Engineering, Switzerland
8 cylinders, 5341 cc, 310 PS
VIN SCF DLO 1S4 HTL 13511
Superleggera aluminium body, tubular frame
UNIQUE Poses - The Fashion Loft Set
Two beautiful Couple, women's and men's poses.
✔ Copy ✔ Modify ✖ Transfer
Check it out NOW at the Mainstore! ➥ Taxi maps.secondlife.com/secondlife/YOUNIQUE/114/127/31
*ZEROICHI* Holiday Street
Backdrop
Night ambientlight or day
Mp: marketplace.secondlife.com/ja-JP/stores/40757/
Store: maps.secondlife.com/secondlife/Isle%20Of%20Currents/50/21...
AGATA mode - Arthur cardigan
cardigan & muffler
fatpack special texture
Legacy(m) / Athletic / Belleza - Jake
Store: maps.secondlife.com/secondlife/TSUKIMI/137/146/21
Mp: marketplace.secondlife.com/stores/202158
AGATA mode - Mike pants
fatpack special texture
Legacy(m) / Athletic / Belleza - Jake
Not a great photo but SOO Ex-MILW GP40 2057, CP GP40-2 4609, and SOO GP38-2 4434 leads a lengthy transfer freight from the BRC. Today, this unit is not running with the CP anymore as it now operates for a different railroad down near the St. Louis, MO area.
CP Elgin Subdivision
River Grove IL
10/6/13
Here is to bring you world 30 most creative and unique shoes in the world. These unique shoes have been made over a period of time by creativity and unusual art.Would you wear some of these or gift to some one as fun ? Let us know in comments.Lets see the list .
1. MUSIC PLAYER SHOES
2.THE C...
www.brandedgirls.com/these-30-world-most-unique-and-crazy...
Last week I went to the hotel where the Modball rally drivers stayed. The hotel was in Badhoevedorp near Schiphol. When I got there I did not know what I saw. Many tuned Aud R8 and very cool Hot Hatches and some nice Gallardo's. The most bizarre car was this Audi R8 grandoise by Regula Tuning! The greenery and the huge spoiler made him truly unique. He was still in combo with a blue S5 and a grey R8 with even such a nice spoiler. What do you think of the Modball rally? And of the tuning of this R8?
I enjoyed meeting up with Victoria Camera Club for a photowalk through the BC Parliament Buildings. The history of the building can be found here:
en.wikipedia.org/wiki/British_Columbia_Parliament_Buildings
It was my first time inside the Parliament Building, and it didn't disappoint. I also got to meet Eileen Seto www.flickr.com/photos/_eyelean_/ who I've followed for some time. It was very nice to put a face to the name. Please check out her photostream for great shots around the Pacific Northwest!
The building is a beautiful architectural masterpiece. Here you see an interesting juxtaposition, of the First Nations dugout canoe vs the amazing rotunda dome. I was looking for a unique angle, so I hope you enjoy!
DAY: one hundred sixty / three hundred sixty-five
Captured with a Canon EOS 600D + EF 75-300mm f/4-5.6 III
you like my work? :)
A revamp of the combination models I uploaded earlier.
The Hero is made from the sets Evo, Furno and Surge from the Breakout series. His launchers and turbine are like a jet pack he can put on and off. Sorta like the set "Aero Booster" from the Exo-Force line. Look it up, it's a really cool set.
Unique hand painted original painting on canvas.
Artist: Helen Janow Miqueo
Title: “Maximus”
Size: 8"x10"
Support: Wooden frame
Style: Whimsical Art
Medium: Acrylic
Year: 2018
© Copyright 2018. Helen Janow Miqueo. All rights reserved.
Unique liveried 56063 also sits in the Yard at the head of empty HAAs having been relieved of its 'Bardon Hill' nameplates - 19th Feb 2000
My full review of this lens youtu.be/lb3n_1QrzR4
taken with Industar 50-2 50mmf/3.5 lens paired with Sony a7ii
This unique street sculpture was on a main street in Chiang Mai, Thailand. Elephants are a recurring theme in the city. It is too bad this unique piece has not been maintained.
Unique collection of quotation from all over the world.
you may download it for free about romantic quotes about love .
Below are another best quote from famous people :
When I tell you I love you, I don’t say it out of habit or to make conversation. I say it to remind you that y...
“Realizing you're completely unique... even in a crowd” ― Antony John
where to go in Japan during spring? networkedblogs.com/WR9zy
A unique bus in many respects. Fishwicks 2 was origninally built for the export market as a left hand drive vehicle, hence the AN69/2L designation. It also has the uprated, turbocharged version of the 0.680 engine, and to top that off carries an ECW body that was only usually married to the Olympian chassis, this being the only Atlantean to carry this style body.