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What the heck, here's another barn near Colorado's first railroad, the Denver Pacific along the St. Vrain river and the confluence with the South Platte River just northeast. eDDie says it has been rebuilt into housing. The D.P. railroad was built with a U.P. RR nod toward increasing Cheyenne traffic and support as a "land grant" railroad. The old grade is a historic memorial trail now so I guess it is entirely walkable. Later, when it cools to near normal. I see that one of the old trestles is still in place over the St. Vrain on the way toward Milliken and later Greeley. After the UP RR absorbed the DP RR, they named it the "Dent Branch." When I asked Google maps to locate "Dent, Colorado" the later UP RR branch name for the then branch line, It flagged a spot southeast of Milliken, Colorado. What was Dent as marked by the Google flag?
I asked the Colorado Virtual Library, and found it was not a town but an old depot and:
"Near Milliken, Colorado is the Dent Site, one of Colorado’s oldest and most significant archaeological sites. It was discovered in 1932 by a railroad foreman, who spotted some very large bones sticking out of the mud near the railroad tracks. Construction of the tracks, combined with heavy spring rains, had exposed a site that had been covered since the last ice age." CVL
It had been once inhabited by the prehistoric 'Clovis' Indians. I guess I better investigate what is there now. Maybe I will find some prehistoric bones and old railroad traces.
I am absolutely certain that I made NO positive contact with a Weld-head, right-wing carrier on my eastern swing, not even Don "Tweets" Corona, their bag man operator. I now have to invest in some petroleum futures at the local gas-er-up.
This eastern part of the valley is loaded with sand and gravel extraction firms. There is scarcely a confluence left to float. Google maps shows how ofter the river looped around the flat river bottoms and every gravel pit. Hand-hewn ties can never again be floated down the St. Vrain to the ghost RR! They won't need to use water to grow crops... ever again. The best crop then is actually topsoil. Take the money, build prairie castles and run. Water bluegrass with the river. Don't need no steenkin' agriculture.
Here is another view of the north 19th barn shown next to Colorado's first railroad, the Denver Pacific, right margin with the St. Vrain river bluff and river valley behind. The confluence with the South Platte River is just beyond this view. The railroad was built with a U.P. RR nod toward increasing Cheyenne traffic and support as a "land grant" railroad. Oh my, is that another old farm stead in the distance over the corral along the D.P. RR grade? The old grade is a historic memorial trail now so I guess it is entirely walkable for photogs. Later, when it cools to near normal. I see that one of the old trestles is still in place over the St. Vrain on the way toward Milliken and later Greeley. After the UP RR absorbed the DP RR, they named it the "Dent Branch." When I asked Google maps to locate "Dent, Colorado" the later UP RR branch name for the then branch line, It flagged a spot southeast of Milliken, Colorado. What was Dent as marked by the Google flag?
I asked the Colorado Virtual Library, and found it was not a town but an old depot and:
"Near Milliken, Colorado is the Dent Site, one of Colorado’s oldest and most significant archaeological sites. It was discovered in 1932 by a railroad foreman, who spotted some very large bones sticking out of the mud near the railroad tracks. Construction of the tracks, combined with heavy spring rains, had exposed a site that had been covered since the last ice age." CVL
It had been once inhabited by the prehistoric 'Clovis' Indians. I guess I better investigate what is there now. Maybe I will find some prehistoric bones and old railroad traces.
Don't stand under the shed or in the barn and sneeze your covid-19 without a hard hat and face mask. I am absolutely certain that I made NO positive contact with a Weld-head, right-wing carrier on my eastern swing, although I now have to invest in some petroleum futures at the local gas-er-up.
The winter's load of snowfall and moisture is almost entirely tapped by now according to Mark Taffoya at Crane Hollow and irrigation from river runoff is the best bet til it's end, using petroleum distillates to pump away. Here is a load of character and textures. Some grasses show up as green but are belied by grass and weeds drying out. I expect the serious paying crops will get their water, even out here!!
This eastern part of the valley is loaded with sand and gravel extraction firms. Hand-hewn ties can never again be floated down the St. Vrain to the ghost RR! They won't need to use water to grow crops... ever again. The best crop then is actually topsoil. Take the money, build prairie castles and run. Water bluegrass with the river. Don't need no steenkin agriculture.
Chromoskedasic Sabattier Technique with Fomabrom 123
SE4 Neutral 1+10 50 secs, 2nd bath 1600ml water + 160ml stabilizer + 200ml activator, light on after 10 secs, total time 45 secs
At Chicago's busy Lumber Street Amtrak facility, a maintenance-of-way worker welds a section of rail under absolutely bone chilling conditions.
A Boeing weld technician inspects a recent weld on the Gore Weld Tool at NASA's Michoud Assembly Facility in New Orleans. The Gore Weld Tool is used to perform vertical conventional friction-stir welds in the production of gore assemblies for NASA's Space Launch System core stage hydrogen fuel tank -- currently under construction at Michoud. All of the hardware necessary for building the tank that will be used on the first flight of SLS has been delivered to the facility and is awaiting assembly. SLS will be the most powerful rocket ever built for deep space missions, including to an asteroid and ultimately to Mars. The core stage, towering more than 200 feet, will store cryogenic liquid hydrogen and liquid oxygen that will feed the vehicle’s RS-25 engines. Boeing is the prime contractor for the SLS core stage, including avionics.
Image Credit: Boeing
More about SLS:
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www.nasa.gov/exploration/systems/sls/multimedia/gallery/S...
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Elsecar Heritage Railway, near Barnsley, UK. Long Welding track joints on the new extension near Tingle Bridge Crossing. This is track circuit work to make the level crossing work.
This is a fuel tank being welded due to the immense heat and the non corrosive zinc plating on the metal plate it creates quite a cool smoke affect
Fletcher tests out his new welding kit......................... he just needs something to weld now!
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Used a piece of grade 10 (about 13 stops) welding glas for this photo. Manual white balance using a white card. I know proper ND filters are better, but for €6 per two it's worth a try.
RJ Corman is busy installing brand new CWR on the east end of the former Pan Am. A wheeled excavator, which is utilized to position the rail exactly in place on the ties behind the puller machines, sits just ahead of the rail welding truck.
Pan Am Railways Train WA-R smokes it up as they pass through the "Dirty Lew" on 1/16/2022.
At the time Pan Am was in the process of cleaning up several derailments around the network. In December of 2021 Sappi-3 stacked up about 15 cars on the Hinkley Branch, two of which the 175 ton road cranes couldn't rerail. The "repaired" section through the derailment site ultimately resulted in 4 more derailments over the following months. While it seemed like Pan Am had the intention of leaving those two loaded paper cars for CSX to clean up, not wanting to bring out the two wreck trains, a derailment in Saco caused by the crew of PO-3 running a derail for the second time in a week, resulted in several LPG cars flipping over.
Since those weighed too much for one of the road cranes to rerail, they brought out both the Waterville wreck set with the 200 ton Brownhoist crane and support cars and the East Deerfield wreck set with a 250 ton Brownhoist and two Cat 583H pipelayers.
In the end, the flatcar the exB&M pipelayer rode on and its support car got kicked out at North Chelmsford, after one of the friction bearing trucks overheated. As a result, the wreck crews had to use just the cranes to rerail the cars, normally only doing one per day.
Since the train was already in Maine, the decision was made to send it to the Hinkley Branch to recover the two paper cars.
So on the morning of 1/16/2022 the train was supposed to depart Rigby before sunrise, to get into position at the derailment site in Hinkley.
Well, per the usual train WAPO lost enough of its units, that it died in Portland blocking the busy Forest Ave. With no available power or crews, the train had to block the single track main until a maintainer got enough of the units going to get the train to Rigby. By that point the original crew had timed out and it was some time before a yard crew could be freed up to come and drag the train into Rigby.
Several Downeasters piled up waiting for the traffic jam to clear as well. This resulted in the wreck train finally getting out after lunch.
Things wouldn't be smooth sailing, in Cumberland Center the leader MEC B40-8 5973 sprung a coolant leak and ran out of water, before shutting down. Not long after taking the Backroad at Royal Jct the train had to stop due to sticking brakes. There were several more stops at New Glouster and Danville Jct before the issue was finally resolved. By the time they were rolling across the L/A bridge light was quickly fading.
Due to traffic I got behind them at Leeds Jct and didn't pick them up again until Readfield (despite the 20 MPH restriction for plain bearing cars I think they were going faster). By that point all the light was shot.
The train would rerail the two cars over the following days before the Waterville set was left at Waterville, while the ED set languished at Yard 8 in Portland for a few months before returning to East Deerfield prior to the takeover.
Since then the equipment has been scattered. The 470 Club got the Waterville baggage car and idler flat, the rigging car, the MEC dozer rigging car, B&M wheel car and the exMEC flatcar. The Railroad Museum of New England got the exB&M troop sleeper and the exB&M caboose that was welded to a flatcar. The Batten Kill and the SC&H got the other flat car, the ED baggage car, the exB&M flatcar and the 250 ton crane and idler, however I think they have since passed up the the latter two. I believe the Waterville dining car is still up for grabs, while the 200 ton crane despite being donated to the 470 Club, was sold to a buyer out of PA. The two Cat 583H's were sold to a company in the MA area which does work for CSX and a few other railroads.
The loss of the Pan Am wreck train was truly the end of an era for railroading in North America. The retirement of the train under CSX marked the end of the wreck train, something which had been used by railroads to clean up wrecks for over 100 years. It is worth noting a few railroads still retain a few cranes, however to my knowledge, none still employ a dedicated train and I haven't heard of any cranes being used in the modern era.
Pan Am Railway
Train: WA-R
1/16/2022
Lewiston, ME
ST District 1 Freight Main Line
General information
Built: 1994
Length: o/a 28.50m
Breadth: 9.45m
Moulded depth: 4.27m
Max draught: 2.85m
Min draught: 2.30m
Shell plating: all welded 9.5mm thick
Deck plating: 12.5mm
600mm diameter bow roller for anchor handling
Twin push bows
Towing bitts and quick release tow hook on aft deck
Anchor and capstan winch
Towing winch type ACE c/w 500 metres, 36mm wire
Main Equipment
Twin Doosan main engines
V180TIH series 600HP @ 2000RPM
Two Ulstien 360° propulsion units type US105
Two Doosan generator engines GEC 220 volt DC x 70 KVA
Russell Newbury auxiliary genset x 20 KVA pumps -fire pump, bilge pump, oil transfer pump
120 tonne metre EFFER marine crane c / w
19.45 metre jib, 360° continuous slewing
17T Bollard Pull
Accommodation: Two twin bunk cabins, galley / mess room, toilet & shower
Navigation Equipment, Lifesaving Equipment, All equipment approved by MSA
Deck cargo: 250 tonnes sheltered waters, 150 tonnes coastal waters. Potable water capacity 200 tonnes. Fuel in vessel tanks 54 tonnes
Hydraulic oil, lube oil and fuel oil can be supplied to deck through a meter for fuelling other vessels etc
International Loadline Certification
North American Prototype Modelers is replacing a section of worn-out 90-pound rail near Independence with 115-pound continuous welded rail. Union Pacific Extra 4921 East is on the River Line with a load of rail for the project. The work train is powered by a pair of SD70Ms is carrying quarter-mile-long lengths of continuous welded rail on flatcars with specialized racks — the racks have rollers which will be used to unload the rail once it arrives at the work site. The welded rail is quite flexible and easily negotiates the curves encountered by the train.
The rail train belongs to NAPM member Scot Cerka. The train was detailed by ProtoLoads of Mount Pleasant, North Carolina. The locomotives are Athearn Genesis SD70M units with Tsunami sound. The flatcars are Tangent Scale Models with rail racks added by ProtoLoads. For safety, the Union Pacific uses hopper cars as buffers at each end of the train; the two buffer cars on each end of the model are Bethlehem four-bay hoppers from Tangent Scale Models and weathered by ProtoLoads. The couplers are Sergent Engineering scale couplers. The Sergent couplers reduce the unprototypical slack and produce more reliable coupling. Finally, a 10K ohm resistor was added to the trailing truck of each car to comply with NAPM's car standards to activate the club's signal system.
At the center of the train is a tie-down car. On the prototype this car locks the rail in place; on the model it is functional and serves the same purpose. At each end of the train is a tunnel car which the rail passes through. As the train negotiates curves the rail slides in an out of the tunnel cars, allowing the train to remain flexible. Between the tie-down and each tunnel car are 10 flatcars — 20 total — which support the rail on racks with rollers. The model functions just as the prototype, allowing the rail to move through the train. Each rail is a seventeen foot (a scale quarter-mile long) piece continuously modeled from gray plastic. The rail was weathered using Rust-Oleum Painters Touch Satin Espresso, Flat Red Primer and completed with Krylon Matte Finish.
Photo by NAPM member Mark Mathu.
Visit the HO scale club on-line at www.napmltd.com.
Visit ProtoLoads at www.protoloads.com.
This is Jason welding, attaching duals to his combine to give it more flotation in the mud. Looks to me like he's getting burnt.
The process of electric arc welding is as it says ... you are basically melting the steel by running a massive electric arc through the metal, melting it and joining the material together. This is a great shot, lucky actually, as I timed it so you can see the heat through the metal with the welder on the other side.
iP5s with native camera. Then touched with Snapseed, Noiseware and Aviary.