<p>The Indianapolis White Castle #3 was built in 1927 and is located on Fort Wayne Avenue in Indianapolis, Indiana. The building is the third oldest restaurant in the White Castle hamburger chain in the United States, and the oldest White Castle building in Indiana.</p><br>
<h2>History</h2><br>
<p>Built in 1927, Indianapolis White Castle #3 was originally smaller than its current size with only a small counter bar and stools for customers inside. The building underwent interior renovations in the 1930s and exterior renovations in the 1950s. During a 1950s renovation, an addition was added to the southwest elevation to better serve carryout patrons. The Indianapolis White Castle #3 was listed on the National Register of Historic Places in 2011 for both its architecture and its contribution to American society during the fast food revolution. The building operated under the fast food chain from 1927 to 1979 and was the longest operating fast food restaurant in the country.</p><br>
<h2>Architecture</h2><br>
<p>The Indianapolis White Castle #3 composed of white enamel-glazed brick, a unique feature that can be found only on White Castle buildings constructed between 1924 and 1929. The building also features many castle elements including battlements, buttresses on the front façade, and a corner tower.</p><br>
<p>The Co-Operative Publishing Company Building is a historic building in Guthrie, Oklahoma, that is listed on the National Register of Historic Places. The building was the home of the State Capitol newspaper from 1902 to 1911, and it replaced another building on the same site, which the paper had been using since 1890.</p><br>
<h2>Company history and predecessor building</h2><br>
<p>Founded on March 30, 1889, by Franklin Hilton Greer and initially located in Winfield, Kansas, the State Capital newspaper moved to Guthrie less than one month later, with the Land Rush of 1889, and changed from being a weekly to a daily. The first edition in Guthrie was published on April 22, 1889, and the State Capitol became "the first daily paper ever published in what is now Oklahoma". The paper was originally based at a different location in Guthrie, but in 1890 Greer moved the business into rented space in a building at Second and Harrison Streets—the site of the surviving building. As the newspapers circulation grew, additional space was rented, and in 1897 the paper purchased the three-story building (which had four floors, counting the basement). After the buildings top-floor occupant moved out in 1900, the newspaper/publishing company occupied the entire building, giving it a total of 10,000 square feet of floor space. Greer was soon employing up to one hundred people, and conducting business 24 hours a day, six days a week.</p><br>
<h2>Surviving building</h2><br>
<p>The building that the State Capitol had used since 1890 burned to the ground in 1902 and was replaced by this four-story structure, on the same site. The new building was designed by Joseph Pierre Foucart, and completed in that year. It was erected with the help of subscriptions in the amount of $50,000.</p><br>
<p>Having been the first newspaper published in the Oklahoma Territory, the State Capitol grew into the largest printing house west of the Mississippi River. The State Capital Printing Company was awarded all the Territorial printing and soon became the territory&#39;s largest printing, book-binding, and school-supply business. In 1911, Greer sold the Oklahoma State Capital to the Guthrie Daily Leader, its competitor, and publication under the State Capital title ended. After 1911, the building continued to be used for printing and book-binding, its owner now being the Co-Operative Publishing Company, which was the largest publishing company in Oklahoma for many years.</p><br>
<h2>Use as museum</h2><br>
<p>In 1975, the building was acquired by the Oklahoma Historical Society, who had plans to outfit it as a publishing museum. The State Capital Publishing Museum opened in 1983. In the 1990s and again in the 2000s, budget cuts led to the trimming of staff and programs at the museum, As of 2016, the museum has remained closed since 2012.</p><br>
<p>The George Johnson House is an historic residence located in rural Calamus, Iowa, United States. It was listed on the National Register of Historic Places in 2000.</p><br>
<h2>History</h2><br>
<p>Gjert (George) Johnson was one of the three brothers who moved to Olive Township, Clinton County, Iowa in 1853. They were the first Norwegians to settle the area. George and his wife Britta Christensdatter had nine children and they purchased the land on which the house and surrounding farm sits in 1861. Their original house, no longer extant, was across the road. The family was charter members of the nearby Kvindherred Lutheran Church and donated the land for the cemetery. By 1879 George owned over 600 acre of land, which made him one of the largest landowners in the township. He built this house for over $7000. The Johnsons lived in this house from 1878, when it was built until 1882, when most of them moved to Norman County, Minnesota. One of the Johnson daughters remained behind with her husband, the Rev. J.J. Heie, who was the pastor at Kvindherred Church from 1900 to 1913. They continued to live in the house. It was sold, along with 78 acre, to John Olson in 1913. Pastor Sheldahl lived in the house when he was at Kvindherred Church in the 1930s. Three sons of George Johnson&#39;s brother Arne (Aaron) bought the house in 1949. It remains a farm house.</p><br>
<h2>Architecture</h2><br>
<p>The George Johnson House is a 2½-story frame dwelling built on a coursed limestone foundation with a full basement. The entire structure is square and measures 40 by. The front entrance faces the road to the east. The enclosed porch with a mansard roof on the back of the house is original, but the front porch is not. The front porch features balustrades on the lower level and on the roof, which can be accessed from the second floor. The exterior is clad in tongue-and-groove pine siding that simulates ashlar masonry. The window sills and hoods are boxed wood construction and made to look like solid stone. The house is capped with a concave mansard roof with dormers on the lower portion that rises to a flat portion with a widow&#39;s walk, which originally had a metal balustrade. Paired wooden brackets with pendants are located below the eaves. Between the brackets is a row of dentils located above a paneled frieze. A rope mold separates the cornice zone from the rest of the wall section.</p><br>
<p>The house is an unusual example of Second Empire style found on an Iowa farmstead. It is also unusual for its use of wood siding to simulate ashlar masonry. The only other example in the state is the Lambrite-Iles-Petersen House in Davenport. Its prominence is aided by its large size and its location on higher ground than the relatively flat surrounding farm land.</p><br>
<p>The Strawbridge-Shepherd House is a historic house located at 5255 Shepherd Road in Springfield, Illinois. Saddle and harness maker Thomas Strawbridge built the house for himself circa 1845. The original house was a two-story Greek Revival structure, a popular design choice at the time; it is one of the best-preserved Greek Revival houses in the Springfield area. Key Greek Revival elements of the house include its wide cornice trim resembling an entablature and the pilasters, sidelights, and transom around the front door. An addition from circa 1865 gave the house an "L" shape and added a new kitchen. Civil War veteran Charles M. Shepherd purchased the house in 1883. Shepard made several additions and modifications to the house; many of these added Queen Anne elements, such as the two porches with decorative spindlework.</p><br>
<p>The house was added to the National Register of Historic Places on June 8, 2015.</p><br>
<p>Explorer&#39;s Rock was a large rock in the Colorado River that was a hazard to navigation at the mouth of the Black Canyon of the Colorado between Arizona and Nevada during the 19th century. It got its name from incident where the iron hulled steamboat Explorer struck it doing some damage, during the expedition of Lieutenant Joseph C. Ives, Corps of Topographical Engineers to explore the Colorado River of the West in 1857 and 1858.</p><br>
<p>Explorer&#39;s Rock, was 4 miles above El Dorado Canyon. This location is just east of Squaw Peaks.</p><br>
<h2>History</h2><br>
<p>Explorer&#39;s Rock located at the entrance to the Black Canyon of the Colorado was one of the significant hazards to navigation to steamboats, barges, and other shipping when ascending or descending the Colorado River between El Dorado Canyon and Callville or Rioville, in the 19th Century.</p><br>
<p>It lay above a short rapid below the mouth of the canyon just below the surface in a reach of still water. Ives describes the circumstances of the collision:</p><br>
<p>Ives and his boat captain David C. Robinson examined the hidden rock:</p><br>
<p>A Report of the Chief of Engineers USA Army in 1885 suggested the upper portion of the rock be blasted away to clear the hazard to navigation but this was never done.</p><br>
<h2>The Site Today</h2><br>
<p>Explorer&#39;s Rock lies in place but under the deeper waters of Lake Mohave.</p><br>
<p>Furillen  is an island in Rute on the northeast coast of Gotland, Sweden. For most of the 20th century, there was a limestone industry on the island until it was closed to the public by the Swedish military in the 1970s–90s, when radar installations became operational. The north part of Furillen is a nature reserve and a Natura 2000 area.</p><br>
<h2>Etymology</h2><br>
<p>The old name "Furilden", is said to date to the Middle Ages, when fire ravaged the forests of northern Gotland, including those on Furillen. Another interpretation is that the prefix "Fur" simply refers to the pines on the island as one of the Swedish words for "pine" is fura, making the meaning "island with the pine forest".</p><br>
<h2>Geography</h2><br>
<p>Furillen is an island off the northeast coast of Gotland. With an area of 4 km&sup2, it is the third largest island under the jurisdiction of Gotland.</p><br>
<p>A bridge and a narrow isthmus, wide enough for a road, connects the island to the coast of Gotland adjacent to the fishing village of Lergrav. At the beginning of the 21st century, the narrow strait separating Furillen from the main island of Gotland, had become clogged by silt and overgrown with reeds. In 2015, a 1,100 m long canal was cleared and Furillen was restored to its island status.</p><br>
<p>There are two smaller islands between the main island of Gotland and Furillen, the Klaasen and the Fjaugen. North of Furillen is a third island, Skenholmen.</p><br>
<h2>History</h2><br>
<p>Limestone quarries were dug on the island in 1908 by the German company Possehl The industry closed down in the 1970s, The stations were decommissioned in the late 1990s, but the Swedish military still operate smaller installations on Furillen.</p><br>
<h3>Fabriken Furillen</h3><br>
<p>Since 2000, the old factory buildings from the limestone industry have been used as hotel and conference venues by the Fabriken Furillen (the Furillen Factory) company, owned by photographer and entrepreneur Jonas Hellström. He started out using the abandoned factory and its surroundings as a backdrop for commercials and rock videos. In 1999, he bought the whole complex of 500 hectare and converted it into a minimalistic hotel and restaurant. Hellström collaborated with Scandinavian designers and architects such as Andreas Forsberg, Mattias Ljunggren, Mats Theselius and Orrefors glassworks.</p><br>
<p>A recording studio close to one of the beaches on the island was planned as part of the project to make Furillen into a center for art and design. The studio project was headed by Björn Ulvaeus. In 2008–10, the permit for the studio was being discussed in several administrative instances. Permission to build the studio was finally denied due to an objection made by the Swedish Environmental Protection Agency regarding the preservation of the beaches on Furillen in their natural state.</p><br>
<h2>Nature reserve</h2><br>
<p>In December 1995, a nature reserve with an area of 1.3 km&sup2, was established on the north part of Furillen. It was also designated as a Natura 2000 area. Two thirds of the reserve is covered with pine forest, this area is also intersected by some marshlands. The northeast part of the reserve is a meadow close to the water, completely void of trees and shrubs, with a varied birdlife. Among the species that can be seen here are greylag goose, common shelduck, eurasian curlew, northern lapwing, common redshank and eurasian hobby.</p><br>
<p>Timmerhuset is a historic log cabin off Jemtland Road in New Sweden, Maine. Probably built sometime between 1871 and 1875, it is the oldest known surviving example of Swedish immigrant log construction in the state. It was listed on the National Register of Historic Places in 1973.</p><br>
<h2>Description and history</h2><br>
<p>Timmerhuset is set on knoll overlooking the Little Madawaska River off Jemtland Road in northern New Sweden, a rural community in far northern Aroostook County, Maine. It is a modest 1-1/2 story log structure, oriented facing south, with a side gable roof that has a small gable centered on the southern face. It is built out of hand-hewn logs whose sides have been hewn flat, and are joined by notches. The spaces between the logs would originally have been filled with chinking materials. To the right of the entrance the roof extends further, creating a shed-like projection that is finished in vertical boards.</p><br>
<p>The state of Maine in the 1860s authorized a program to recruit homesteaders to some of its rural areas. Under this program a Swedish population was settled in northern Aroostook County. Although they were supposed to be provided with tools and a state-built cabin, only six cabins had been built when the first small band of Swedish immigrants arrived in 1870. Larger groups came in the following years, and it is likely that someone from one of those later groups built this cabin. It is the only remaining structure in the state that was built by Swedish immigrants that is unambiguously still an early cabin (later examples of Swedish log construction exist, but have generally been incorporated into houses).</p><br>
<p>The Abbott Graves House is a historic house on Ocean Avenue in Kennebunkport, Maine. Built in 1905 by Abbott Fuller Graves to his own design, it is one of only two known examples of the Prairie School of architecture in the state of Maine. It was listed on the National Register of Historic Places in 1980.</p><br>
<h2>Description and history</h2><br>
<p>The Graves House is set on the east side of Ocean Avenue, south of the village center of Kennebunkport and facing west toward the Kennebunk River. It is a two-story wood frame structure with a broad shallow-pitch hipped roof, and a white stucco finish. It has a central section flanked by projecting sections, with a single-story shed-roof porch extending between and slightly forward of the projecting sections. Single-story wings project to the north and south. The symmetry of the building is deliberately disrupted by differing window arrangements in the projecting sections: one has three windows above two, the other two above three.</p><br>
<p>The house was built in 1905 to a design by the artist Abbott Fuller Graves, who had summered in Kennebunkport since 1891, and built this as a permanent year-round residence. Graves was clearly influenced by the work of Frank Lloyd Wright, whose first Prairie-style house was built in Kankakee, Illinois just five years earlier. This house remained Graves&#39; home until his death in 1936. It is one of two Prairie-style houses in the state; the other is the Ward Hinckley House (also listed on the National Register) in Blue Hill.</p><br>
<p>Orlova Chuka  is a cave situated in the Danubian Plain, north-eastern Bulgaria. With a total length of 13,437 m, Orlova Chuka is the second longest cave in the country after Duhlata. The cave was discovered in 1941 and opened for tourists in 1957. Orlova Chuka is home to 14 species of bats.</p><br>
<h2>Location</h2><br>
<p>Orlova Chuka is situated on the left slopes of the Cherni Lom river valley. It is located in Ruse Province at 11 km to the east of the town of Dve Mogili, 3 km to north of the village of Pepelina, and 45 km south of the capital of the province, Ruse. The entrance of the cave is 40 m above the river and is accessible through a steep path. The entrance terrace provides a scenic overlook of the Rusenski Lom Nature Park and the rock formations of the river valley.</p><br>
<h2>Geology</h2><br>
<p>The total length of the cave is 13,437 m, which makes Orlova Chuka the second longest cave in Bulgaria after Duhlata. The cave has a constant year-round temperature of 14 °C.</p><br>
<p>The cave was formed in the late Pliocene and early Quaternary when it used to be the bed of a subterranean river, carved in the local sedimentary rocks of limestone and sandstone. The cave consists of a complex system of tunnels and halls. The ceiling is mainly smooth due to the underground eddies.</p><br>
<p>The main sights of the show cave are the Concert Hall, the Big Stalagnate, the Little Chasm and the Golemite Sipei Hall, the largest hall in the cave. Another important landmark is the sinter lake Izvorcheto (the Spring) and its white stalagmites.</p><br>
<h2>Discovery and exploration</h2><br>
<p>The cave was discovered in 1941 by the shepherd Stoyan Spasov. Orlova Chuka was opened to tourists in 1952. In 1963 the cave and the adjoining area of 7,5 ha. were declared a natural landmark, and in 1978 it was declared an archaeological monument of national importance.</p><br>
<p>The cave was intermittently inhabited by humans 200 000 - 40 000 years ago due to the relatively high constant temperature. It the cave were discovered spearheads, flint tools, and axe and pieces of pottery dating from the Chalcolithic. It used to be inhabited by cave bears.</p><br>
<h2>Fauna</h2><br>
<p>Orlova Chuka is home to 14 species of bats that inhabit the cave in different seasons in a colony of about 12,000 individuals. Of these species three are included in the IUCN Red List: the long-fingered bat, the Mediterranean horseshoe bat and the Mehelys horseshoe bat. Orlova Chuka is the most important winter refuge of the Mediterranean horseshoe bat and the Mehelys horseshoe bat in Bulgaria. The presence of the following species was determined by observation and by catching bats with nets:</p><br>
<p>greater horseshoe bat (Rhinolophus ferrumequinum)</p><br>
<p>lesser horseshoe bat (Rhinolophus hipposideros)</p><br>
<p>Mediterranean horseshoe bat (Rhinolophus еuryale)</p><br>
<p>Mehely&#39;s horseshoe bat (Rhinolophus mehelyi)</p><br>
<p>Geoffroy&#39;s bat (Myotis emarginatus)</p><br>
<p>greater mouse-eared bat (Myotis myotis)</p><br>
<p>lesser mouse-eared bat (Myotis blythii)</p><br>
<p>common bent-wing bat (Miniopterus schreibersi)</p><br>
<p>long-fingered bat (Myotis capaccinii)</p><br>
<p>Daubenton&#39;s bat (Myotis daubentonii)</p><br>
<p>serotine bat (Eptesicus serotinus)</p><br>
<p>Savi&#39;s pipistrelle (Hypsugo savii)</p><br>
<p>common noctule (Nyctalus noctula)</p><br>
<p>common pipistrelle (Pipistrellus pipistrellus)</p><br>
<p>The Edwards-Fowler House in Rocky Top, Tennessee was built between 1835 and 1838 on land given to Nicely Ross Edwards and husband Edward C. Edwards by Nicely&#39;s father, James Ross. Ross gave the couple 300 acre and several slaves, who provided labor to build the house, which has been called The Hemlocks after the two massive hemlock trees that grow in front of the house. The Edwards family owned the house from 1838 until about 1900 when the Fowler family, originally from Knoxville, Tennessee, bought the house. The house has remained structurally unchanged for over 175 years, making the Edwards Fowler house the oldest and only Federal-style house in Anderson County, Tennessee.</p><br>
<p>The house was constructed of locally quarried limestone and bricks made on the site. Foundations of slave cabins exist behind the house. It was placed on the National Register of Historic Places on May 29, 1975.</p><br>
<p>The Memphis to Little Rock Road-Henard Cemetery Road Segment is a section of historic roadway in Monroe County, Arkansas. It consists of 650 m of the middle of Henard Cemetery Road, located northeast of the hamlet of Zent in the far northeastern part of the county. The roadway section is one of three known places where the original 19th-century appearance of the first road to connect Memphis, Tennessee to Little Rock, Arkansas is preserved. The far ends of the road have been impacted by development and agriculture, and do not convey the sense of the road&#39;s early appearance. The road is also historically important as it was used as part of the Trail of Tears, the forced removal of Native Americans east of the Mississippi River to what is now Oklahoma.</p><br>
<p>The road segment was listed on the National Register of Historic Places in 2003.</p><br>
<p>The David W. Campbell House is a historic house on Main Street in Cherryfield, Maine. Built in 1828 as a Federal style structure, it was altered in the mid-19th century to include a significnat number of Italianate features. Built by a member of the locally prominent Campbell family, it was listed on the National Register of Historic Places in 1990 for its architectural significance, and is a contributing member of the 1990 Cherryfield Historic District.</p><br>
<h2>Description and history</h2><br>
<p>The Campbell House is set on the east side of Main Street, just south of the public library. The main block is a 2-1/2 story wood frame structure, five bays wide, with a side gable roof that has a center gable at the front, twin end chimneys, and a square cupola. A long series of ells lengthen the house to the rear (east). Most of the house is finished in wood clapboards; the front is finished in flushboard. The entrance is centered on the western facade, sheltered by a hip-roof porch with turned posts and a spindled frieze. The front and side gables are fully pedimented, with round-arch windows within the field. A porch on the south side features Italianate brackets and chambered posts. The interior retains a significant amount of Federal period woodwork, but the dining room was clearly updated in the mid-19th century.</p><br>
<p>The main block was built in 1828 by David W. Campbell, a descendant of General Alexander Campbell, a prominent local citizen during the American Revolutionary War. The ells and much of the Italianate styling were added in the mid-19th century, and the front porch, whose styling is more Queen Anne, was probably added in the late 19th century.</p><br>
<p>The Grist Mill Bridge is a historic bridge in Lebanon, Maine, carrying Little River Road across the Little River. Although the bridge has a 20th-century wooden deck on rubblestone abutments and pier, it is functionally similar to the bridge&#39;s original deck, which was also a wooden structure that may have existed as early as 1774. The bridge was listed on the National Register of Historic Places as a rare example of a bridge in the state with some essential 18th-century elements intact.</p><br>
<h2>Description and history</h2><br>
<p>The Grist Mill Bridge is located in a rural part of far eastern Lebanon. The Little River Road runs generally southward, roughly following the course of the eponymous river as it makes its way south to the Salmon Falls River in Berwick. A short way south of the Lebanon-North Berwick Baptist Church, the road crosses the river at a point where it makes an S-shaped bend to the west. Just downstream (west) of the bridge stands the Old Grist Mill, which was built in 1774. Documents describing this mill indicate that a bridge was already standing at this location when it was built. State records of the bridge include photographic evidence from 1924, and records noting replacement of its deck in 1885. Documentary references to bridges at or near this location were also made in 1792 and 1822, but none of the documentation predating 1885 is conclusively connected to the present structure. The stonework of the bridge supports bears some resemblance to that of the mill foundation and what remains of its dam.</p><br>
<p>The bridge&#39;s oldest features are its abutments and single pier, all of which are dry laid rubblestone. These elements place the wooden bridge deck about 13 ft above typical water level. The southern abutment includes a wing wall that extends for some 50 ft as a base and retaining wall for the roadway. The bridge deck is 54 ft long and about 13 ft wide.</p><br>
<p>The Pete Kitchen Ranch was established on Potrero Creek near Nogales, Arizona about 1862, reputedly the first permanent American ranch in Arizona. The site, which had good access to water, had been inhabited in prehistory and had been visited by Juan Bautista de Anza in October 1774, who called it Las Lagunas, a name also used by Kitchen. By the 1870s the ranch was producing substantial crops and livestock that yielded an income of $10,000 a year. "Pete Kitchen hams" were a major portion of the business. In 1883 Kitchen sold the ranch for a substantial amount of money after the arrival of the railroad cut into his market. He continued to maintain mining and cattle interests and retired to Tucson, losing his money to gambling and loans to friends. Kitchen died on August 5, 1895 at age 77.</p><br>
<h2>Description</h2><br>
<p>The main ranch house is an L-shaped stone structure with log lintels and a flat roof. The roof is surrounded by a 4 ft parapet that functioned as a shelter for sentries watching for Apache raiding parties. There were two main rooms and a kitchen downstairs. A variety of additions were made and several smaller structures once existed on the site. Dugout caves sheltered some workers. The site covers 5 acre. During the ranch&#39;s time as a frontier museum several structures were reconstructed.</p><br>
<p>The Pete Kitchen Ranch was placed on the National Register of Historic Places on February 10, 1975. The ranch building survives as part of a restaurant in Nogales.</p><br>
<p>The McCrory Commercial Historic District encompasses the historic commercial center of the city of McCrory, Arkansas. This area is located along Edmonds Street , the city&#39;s main north-south thoroughfare. The district includes 26 historically significant buildings in a 2-1/2 block area north of the railroad tracks, including a few buildings facing adjacent streets. McCrory was founded in 1890, and much of its early commercial building stock was wood-frame. Beginning about 1900 use of brick and stone in construction grew, and after a major fire in 1909 most of the buildings were built in brick. The area achieved most of its present appearance by about 1930. Most of the buildings are a single story in height, with a few that are two.</p><br>
<p>The district was listed on the National Register of Historic Places in 2010.</p><br>
<p>The Dr. John William Morris Clinic is a historic professional office building at 118 West Main Street in McCrory, Arkansas. It is a single-story stone and masonry structure with a front-facing gable roof. An arcaded porch extends across part of the front, with concrete keystones and quoining. The building was constructed in 1936 and is in a distinctive variant of Craftsman style. Its significance is derived from its association with Dr. John William Morris, who was for many years the only medical doctor in McCrory and the surrounding area, and gained nationwide notice for serving in his profession until he was 101 years old. He was cited at the time as the oldest practicing physician in the country.</p><br>
<p>The building was listed on the National Register of Historic Places in 2009.</p><br>
<p>Yagodinska cave  is a cave in the Rhodope Mountains, southern Bulgaria. It is included in the 100 Tourist Sites of Bulgaria under № 89. It is named after the homonymous village nearby. With a total length of 10,500 m, Yagodinska is the third longest cave in the country after Duhlata and Orlova Chuka and the longest in the Rhodopes. Yagodinska cave is home to 11 species of bats.</p><br>
<h2>Location</h2><br>
<p>Yagodinska cave is on the right bank of the Byunovska River, a tributary to the Vacha River, on the slopes of the Buynovo gorge — the longest gorge in Bulgaria. It is in Smolyan Province at 20 km to the south of the town of Devin and 3 km to south-west of the village of Yagodina. The cave is accessible through the road Devin–Dospat and has a parking lot.</p><br>
<h2>Exploration and description</h2><br>
<p>The exploration of the cave commenced in 1963 by the Speleological Club of Chepelare led by Dimitar Raychev. Initially 8,500 m have been explored and 2,000 m more galleries were discovered during the second mapping of the cave in 1982-1986. The age of the cave is estimated at 275,000 years.</p><br>
<p>Yagodinska cave is 10,500 m long and has three levels, of which only a 1,100 m path in the lowest level was electrified in 1971–1982 and opened for tourists. The entrance and the exit for that level are artificial tunnels with a length of 150 and 80 m respectively. The altitude of the entrance and the exit is 930 m and 937 m respectively. The temperature in the show cave is constant all year round at 6ºС; the humidity is 85%–91%.</p><br>
<p>Yagodinska contains a very large number of cave formations, or speleothems, including stalactites, stalagmites, stalagnates, draperies and cave pearls.</p><br>
<p>The natural entrance leads to the uppermost level, where an ancient dwelling dated to the 4th millennium BC was discovered. Excavations have proven that the dwelling was an important centre producing ceramics. The clay was extracted from the interior of the cave and from the bed of the Boynovska River. The pottery was baked in clay furnaces. The inhabitants abandoned the site as a result of a collapse caused by an earthquake.</p><br>
<h2>Fauna</h2><br>
<p>Yagodinska cave is an important site for bats due to the large length of its galleries. The cave is home to 11 species of bats. Of these, six species are of conservation importance in Europe: the greater and the lesser horseshoe bats, the greater and lesser mouse-eared bats, Bechsteins bat and Geoffroys bat.</p><br>
<p>List of the recorded species:</p><br>
<p>greater horseshoe bat (Rhinolophus ferrumequinum)</p><br>
<p>lesser horseshoe bat (Rhinolophus hipposideros)</p><br>
<p>Bechstein&#39;s bat (Myotis bechsteinii)</p><br>
<p>Geoffroy&#39;s bat (Myotis emarginatus)</p><br>
<p>greater mouse-eared bat (Myotis myotis)</p><br>
<p>lesser mouse-eared bat (Myotis blythii)</p><br>
<p>whiskered bat (Myotis mystacinus)</p><br>
<p>Daubenton&#39;s bat (Myotis daubentonii)</p><br>
<p>serotine bat (Eptesicus serotinus)</p><br>
<p>brown long-eared bat (Plecotus auritus)</p><br>
<p>grey long-eared bat (Plecotus austriacus)</p><br>
<p>Närsholmen is a peninsula and a nature reserve on the southeast coast of Gotland, Sweden, adjacent the village of När. The landscape is savanna-like and has a rich birdlife, about 45 species has been spotted, and a number of orchids. In the late part of summer, the peninsula is covered with echium vulgare.</p><br>
<p>The När Lighthouse is situated on the southern tip of the peninsula. The lighthouse played a role during the end of World War II when it was used as a beacon for refugees from the Baltic states crossing the Baltic Sea to Gotland.</p><br>
<p>Närsholmen was an island until the 18th century. During the Middle Ages and until the 16th century, the island was used as grazing grounds for the livestock of the Roma Abbey. The area was confiscated from the abbey by the Swedish government during the Swedish Reformation and is still used for grazing.</p><br>
<p>Närsholmen is most noted for being the location where film-maker Andrei Tarkovsky filmed the last scene of his last film, The Sacrifice.</p><br>
<p>In 2011, singer Lykke Li filmed the video for her song "I Follow Rivers", on Närsholmen. The music video was directed by Tarik Saleh and features Li and actor Fares Fares.</p><br>
<p>The Henry Knox Thatcher House is a historic house at Main and Elm Streets in Mercer, Maine. Built c. 1826, the building is a fine blend of late Federal and Greek Revival styling. It is most significant as the longtime home of Henry Knox Thatcher, an admiral in the United States Navy during the American Civil War. The property was listed on the National Register of Historic Places in 2002.</p><br>
<h2>Description and history</h2><br>
<p>The Thatcher House stands at the northeast corner of Main and Elm Streets, on the eastern edge of Mercer&#39;s rural village center. The main block is a 2-1/2 story wood frame structure, five bays wide, with a side gable roof, clapboard siding, and a granite foundation. It faces west, toward the village and Elm Street. The main entrance is centered, with flanking sidelights and simple Greek Revival trim. An ell extends east, joining the main house to a small stable that has been converted into garage. The interior of the house follows a typical Federal period center hall plan, with the front rooms on both floors trimmed in Greek Revival styling, and the rear rooms retaining Federal styling.</p><br>
<p>The house was built in stages beginning sometime between 1818 and 1826. The rear ell of the house that Joseph Campbell sold to Henry Knox Thatcher in 1832 was probably built in that time; Campbell built the main house between 1826 and 1832. Thatcher, the grandson of American Revolutionary War general Henry Knox, served in the United States Navy for more than 50 years, rising to the rank of rear admiral. His most active period of service was during the American Civil War, where he commanded squadrons engaged in blockading Confederate ports, and directed the naval activities in the First and Second Battles of Fort Fisher.</p><br>
<p>Bhogawati river is a large tributary of the Sina River which originates near Osmanabad city of Maharashtra, India. Bhogavati meets Sina near Mohol in Solapur district of Maharashtra. Sina River is tributary of Bhima River.</p><br>
<p>Bhogawati rises in the south-facing scarps of the Balaghat range in the north-eastern parts of Barshi taluka and after a south-westerly course of about 65km. through Barshi and Madha, falls into the Sina, about 7km. north of Mohol. It is about 30 metres broad and has a slender stream during the low water. Its main source streams are the Bodki, the Nagsari and the Sira all of which rise in the Balaghat hills and run south-east. All these feeder streams keep the stream running practically throughout the year.</p><br>
<h2>The Sina-Bhogawati Valley</h2><br>
<p>The Sina valley occupies roughly the eastern third of Sholapur district in eastern Karmala, western Barshi, eastern Madha, central Mohol and North and South Sholapur talukas. The valley is narrow and more rugged in the north and opens out, south of Mohol to become about 50km. wide in the central and southern sections. Apart from the Sina, the Bhogawati and other less important tributaries have also formed fairly extensive tributary valleys. In parts of Barshi, low hills dot the area; otherwise it is a broad waving plateau sloping towards the Sina river in the middle.</p><br>
<p>The Zeller Blauen  is a mountain, in the southern Black Forest in Germany. It belongs to Zell im Wiesental in the Baden-Württemberg county of Lörrach.</p><br>
<p>The mountain, with its steep slopes to the south, west and east, dominates the Wiese valley north of the town of Zell and towers above it by more than 600 metres. To the north a ridge runs from the forested summit region of the Zeller Blauen, between the Kleines Wiesental in the west and the Wiesental in the east, to the Belchen 10 kilometres away.</p><br>
<p>Along the southern flank of the Zeller Blauen are the remains of military earthworks. On the west mountainside, at an elevation of about 700 to 800 metres in the parish of Adelsberg, are the hamlets of Blauen and Oberblauen.</p><br>
<p>In a 1788 Black Forest map at St. Blaise Abbey the mountain is annotated as "auf dem hohen Blauen" ("on the high Blauen"). In the 1846 atlas, Topographischen Atlas ueber das Grossherzogtum Baden, it is called "Hochblauen". This description is also common for the mountain of Blauen, twelve kilometres away to the west-northwest.</p><br>
<p>Cloncaird Castle is located near the small village of Kirkmichael, around 6 km east of Maybole in South Ayrshire, Scotland. The castle lies beside the Kelsie Burn, at the centre of a 140 acre estate. Originally a 16th-century castle, it was extended and rebuilt as a country house in the early 19th century. After a time as a convalescent home, it is now a private residence once more.</p><br>
<h2>History</h2><br>
<p>The castle was originally built during the 16th century, and is described as having been in the style of feudal mansions of that period, with a large square tower, narrow spiral staircase, and other indications of the time to which it belonged. An armorial panel dated 1585 is still in place on the castle wall. Towards the close of the 16th century it was in the possession of Walter Mure, a scion of the Auchendrane family, and cousin of the Laird of Auchendrane who devised the murder of Sir Thomas Kennedy of Culzean. This Walter Mure of Cloncaird was the perpetrator of the murder, and was assisted in the execution of his crime by his boon companion, Kennedy of Drumurchy.</p><br>
<p>Cloncaird was purchased by Henry Ritchie of Craigton and Busbie in the early 19th century. Born in 1777, Henry Ritchie was a descendant of James Ritchie, merchand burgess of Glasgow; whose name appears in the Commissary Register in 1674. The family was settled in Craigton, Lanarkshire in 1746, and Henrys father, James, acquired the estate of Busbie, Ayrshire in 1763 and married 1765 Catharine, daughter of Robert Kerr of Newfield, a grandson of the 1st Marquess of Lothian. Ritchie made Cloncaird his chief residence, and in 1814 he had the front entirely re-built and modernised, giving the castle its current appearance. Ritchie succeeded his father at Busbie and Craigton in 1799, and was twice married: to Elizabeth Cathcart (died 1836); then in 1838 to Catherine, daughter of James Fergusson of Kilkerran, 4th Baronet. Ritchie died in 1843 having had three unmarried daughters by his first wife, and the estates passed to his sisters son, William Wallace of Cairnhill.</p><br>
<p>In 1905 Cloncaird was sold by Colonel Wallace to a Mrs Dubs, who he then married in 1908. The castle was extensively renovated at this time. Mrs Dubs died in 1947, and from 1949 the mansion was used as the Dubs Memorial Convalescent Home, operated by the local authority. When this closed the castle returned to private ownership. It was purchased before 2003 by Ephraim Belcher, chairman of Belcher Food Products. The house is a category B listed building. Within the grounds are category C listed structures including an Arts and Crafts style garage, U-shaped stable block and a bridge. The grounds also contain a pond, weir and fountain, and a walled garden.</p><br>
<p>The Won Pat Outdoor Oven is a 20th-century version of a traditional hotnu, or outside oven, on the island of Guam. It is located on a vacant lot off Mansanita Court in Sinajana. Although built out of modern materials, it follows a traditional form that has been in use on Guam since these ovens were introduced by the Spanish in the 17th century. It is a barrel-shaped structure about 1.6 m long, 1.3 m wide, rising to a height of 0.55 m. The base of the structure is built of rough limestone and mortar. The interior of the vault is made out of heat-resistant bricks, while the exterior is finished in concrete. When recorded in 2010, its main opening was damaged.</p><br>
<p>The oven was listed on the National Register of Historic Places in 2010.</p><br>
<p>The Kamchik Pass  is a mountain pass in the Qurama Mountains in eastern Uzbekistan. The pass provides a strategically important route as an access for ground transport traveling between the Tashkent and Namangan Regions in the Fergana Valley bypassing neighboring Tajikistan. It connects the capital city of Tashkent with Osh, the second-largest city in neighboring Kyrgyzstan. The peak of the pass reaches 2,268 m above sea level.</p><br>
<h2>Route</h2><br>
<p>The Tashkent-Osh (A373) international highway now winds through the pass. Approximately 10,000 to 15,000 vehicles travel through the Kamchik Pass each day.</p><br>
<h2>Weather</h2><br>
<p>The Kamchik Pass is frequently closed in the winter due to avalanche hazards. Mudslides and landslides are also threats to vehicles along the route and the nearby villages. In February 2015, the United Nations Development Programme announced it would help aid a disaster risk-reduction project for the Kamchik Pass. The plan is to improve an early warning monitoring system, emergency assistance and education for the people living in remote and rural disaster-prone regions nearby. The project is funded by the European Commission&#39;s Humanitarian Aid and Civil Protection Department (ECHO).</p><br>
<h2>Railway pass</h2><br>
<p>In March 2013, Uzbek Railways announced plans to build a new railway through the Kamchik Pass to allow freight traffic to bypass neighboring Tajikistan. The 129 km long electric rail line connects existing railways at Angren and Pap in order to create a direct route between the cities of Tashkent and Namangan. The new rail allows Uzbekistan to abandon the Soviet-era line that cuts across Tajikistan&#39;s Sughd Region, saving Uzbekistan a reported $25 million in transit fees it pays to Tajikistan each year. The line opened in 2016.</p><br>
<p>The Daniel Sargent House is a historic house at 613 South Main Street in Brewer, Maine. Built in 1847, it is one of Penobscot County&#39;s few examples of Gothic Revival architecture. The house was built by Daniel Sargent, one of the major lumber barons of the Penobscot area in the mid-19th century. The house was listed on the National Register of Historic Places in 1982.</p><br>
<h2>Description and history</h2><br>
<p>The Sargent House stands at the southwest corner of South Main Street (Maine State Route 15) and Town Landing Road in far southwestern Brewer. It is a large 2-1/2 story wood frame structure, with a main roof line running east-west and cruciform gables (two south, one north) projecting from each side. The gable ends are all decorated with a distinctive vine-like vergeboard. A square tower rises at the northeast corner of the eastern and northern gables, capped by a steeply-pitched pyramidal roof with a finial at the top. A lower octagonal turret stands at the southeast corner. A single-story porch, now enclosed, stands between the southern gables.</p><br>
<p>The house was built in 1847 by Daniel Sargent, owner of a shipyard and lumber mill. Sargent was one of the area&#39;s preeminent "lumber barons", whose business dominated the Brewer-Bangor area. The house is a high quality and relatively little-altered example of the Gothic Revival, of which only three examples are known in the county. The alterations include the removal of a porch front the front (which was similar in style to that on the south side), and the addition of the square tower, probably in the 1880s or 1890s.</p><br>
<p>Heiner Road Railway Overpass is a heritage-listed road bridge within the Riverlink Shopping Centre at 2 Downs Street, North Ipswich, City of Ipswich, Queensland, Australia. It was built in 1865. It was added to the Queensland Heritage Register on 28 May 2004.</p><br>
<h2>History</h2><br>
<p>The Heiner Road railway overpass was probably constructed in 1864 over the Main Line railway that connected the government wharf on the Bremer River with the North Ipswich railway workshop site. It consists of a modern bridge over substantial stone abutments that are a rare survivor of the earliest railway infrastructure in Queensland and evidence for the way in which the railway network was established.</p><br>
<p>A reliable transport network was essential to allow the development of the colony of Queensland and the transport of settlers, goods and raw materials. It is very rare for a first railway to start from a provincial town, rather than the capital and the fact that it did reflects the early history of European settlement.</p><br>
<p>The first settlement in Moreton Bay had been a penal colony, established in 1824. By 1842, the colony had closed and the area was thrown open for free settlement, though two years before this, squatters had arrived on the Darling Downs and had moved sheep, wool and supplies overland to Sydney, rather than to Brisbane, as it was then was closed to civilian traffic.</p><br>
<p>Ipswich, at first called Limestone, was first used by the penal colony as a source of lime for building. Being on a navigable river, the Bremer, when free settlement began, it soon developed into a thriving trading centre. By 1843, the Moreton Bay region was represented in the New South Wales Parliament and questions concerning the development of the area raised the importance of transport. In 1856, a route from the Darling Downs to Brisbane through Ipswich was surveyed. Planning continued, but in 1859, the long sought separation of Queensland from New South Wales was proclaimed. Elections for the Queensland Legislative Assembly were held in 1860 and a Select Committee appointed to look into transport. By 1845 the Bremer had a regular river trade but could not take large vessels. Bridges and roads were few and subject to the vagaries of the weather. At the time however, the provision of a rail system was normally considered the province of private enterprise.</p><br>
<p>Following a failed private scheme to set up a horse-drawn tramway, the Queensland Government stepped in. The first Railway Bill was presented in August 1863. There was heated debate about the cost, route and construction of the proposed line. Economy was necessary as the population was small and unlikely to make a railway immediately profitable. Moreover, the terrain over the main range to the Downs was difficult. Abram Fitzgibbon, an Irish engineer with international experience in railway construction, was engaged and recommended a narrow gauge track to allow economic construction. This too was controversial but was accepted. The Queensland railway was the first in the world to be constructed as a government enterprise. Surveys for the first section of line between Ipswich and Bigge&#39;s Camp were completed by the end of 1863. It was decided to run the line from Ipswich to the Darling Downs because Ipswich was already accessible by water. Tenders were called at the end of 1863 and that of Peto, Brassey and Betts, a well-known British firm, was accepted. Most of the materials, including locomotives in knock-down form, were sent from Britain to Ipswich by river steamer and the first sod was turned at North Ipswich on 25 February 1864. The first consignment of materials arrived by steamer on 15 August 1864.</p><br>
<p>A line was laid down to the wharf to receive consignments of materials and move them to a workshops site on level ground above. Public pressure for a bridge across the river resulted in a change of plan and the terminus was moved to South Ipswich in the business centre. A bridge was constructed to carry both road and rail and was just completed in time for the opening of the first section of rail to Grandchester on 31 July 1865. Following the principles used to keep costs down, most bridges on the first line and on subsequent lines were timber. The Bremer River Rail Bridge was the most important of four metal bridges and it, and the Heiner Road overpass had stone abutments in a similar style. The abutments of the bridge were later rebuilt and the bridge itself superseded, carrying road traffic only.</p><br>
<p>The Wharf Line continued in importance until Ipswich was linked to Brisbane by rail in 1874, following which river traffic diminished in importance. The line was later extended to Hancock&#39;s sawmill and was in use for many years. The railway workshop activities soon outgrew the area near the overbridge and a new site for the North Ipswich Railway Workshops was chosen in 1884. Only the 1870s stores building remains on the original site.</p><br>
<p>The importance of the Heiner Road overpass diminished considerably when the new David Trumpy Bridge across the Bremer was opened in 1965 and the (1865) road bridge was demolished, leaving only its abutments. The overbridge abutments have weathered considerably and some stone from the upper section is missing. The bridge itself has been replaced at least once and the current concrete and timber bridge does not extend across the full width of the abutments. It is now surfaced with gravel. The rail and sleepers of the wharf line were subject to replacement over the years and have been removed, as has the wharf.</p><br>
<h2>Description</h2><br>
<p>The overbridge abutments are situated on the north side of the Bremer River near the abutments of the 1865 Bremer River bridge and behind the early goods store (tarpaulin store), which was part of the first Railway Workshops at Ipswich. The overbridge carries a road, but the railway track that ran between the abutments has been removed. Traces of its route can still be discerned in some places by the presence of depressions formed under sleepers and hand forged spikes.</p><br>
<p>The abutments are 21 feet apart and are supported by flanking walls on each side. They are constructed of large coursed blocks of medium to coarse grained and pebbly sandstone with lime mortar. The stone has become considerably weathered, though traces of edge dressing can be seen on some blocks. Ponding and drips of poured lead are visible between and on the front surface of some blocks.</p><br>
<p>The concrete bridge over the cutting is recent and is marked LXXXX (1990). It does not cover the full width of the abutments and is finished with plain timber handrails.</p><br>
<h2>Heritage listing</h2><br>
<p>Heiner Road Railway Overpass was listed on the Queensland Heritage Register on 28 May 2004 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The Heiner Road Railway Overpass is important in illustrating a vital step in the development of Queensland when the first stage of the new colony&#39;s railway network was established, opening in 1865. The Wharf Line predated the construction of the main line between Ipswich and Grandchester. Because Ipswich was a river port and the majority of components for the railway were delivered by ship from Britain, the line connecting the government wharf with the workshops, where assembly took place, was laid first and was an essential part of the construction strategy. The plans for the substantial masonry abutments that carried the road connecting with the rail and road bridge over the Bremer River over this line survive and are evidence for the importance accorded to this overpass and to the inauguration of the transport network essential to develop the colony.</p><br>
<p>The place demonstrates rare, uncommon or endangered aspects of Queensland&#39;s cultural heritage.</p><br>
<p>It is a rare survivor of the earliest railway infrastructure in Queensland and is also one of the very few overpass abutments in Queensland carried out in stone.</p><br>
<p>Hotel Cecil is a heritage-listed hotel at 15 Lowry Street, North Ipswich, City of Ipswich, Queensland, Australia. It was built from 1887 to 1999. It is also known as Imperial Hotel. It was added to the Queensland Heritage Register on 21 October 1992. The building has traded as the Jets Leagues Club since 1998.</p><br>
<h2>History</h2><br>
<p>The first hotel to operate on this site was the Unity Hotel which opened in 1880 run by William Frederick Larter. In 1883 James Cooper took over the hotel and in 1887 he changed the name to the Imperial Hotel and an article in the Queensland Times of 19 April 1887 announced that he was trading out of the "recently erected and furnished" Imperial Hotel, on the corner of Downs and Lowry Streets, North Ipswich. The competition from this new hotel seems to have led to the closure within a year of the Royal Engineers Hotel on the corner of Downs Street and The Terrace, which had been operating since the mid 1860s. The Queensland Times of April 1888 reported the transfer of the lease to John Abbott, but by April 1889 the Queensland Times reported that the hotel was part of John Abbotts Estate, and on 3 August 1889 the Queensland Government Gazette announced that John Cooper had regained the licence.</p><br>
<p>There was a push by Ipswich residents to close a number of hotels, as their numbers were then in excess of that allowable by legislation. John Coopers Imperial Hotel was one of three that consequently lost their licences, as reported in the Queensland Times of 2 April 1891. However, in July 1891 there was an application by the National Workmens Club for a club licence for the premises. Despite some reservations about whether the club had adequate control of the premises to satisfy the requirements for the licence, it was granted. The Government Gazette on 28 January 1904 announced the granting of a licence to Thomas Murray at the then-named Hotel Cecil. In 1904 the licensee was transferred to Thomas Murray, and in 1905 the licence passed to W Osborne. By 1911 it had passed to Alexander G Burnett, and in 1918 appears to have passed to his wife, Catherine. There has been a succession of licensees since this time.</p><br>
<p>In 1998, the venue was acquired by the Ipswich Jets rugby league club, ceased operation as a hotel, and began trading as a licensed club, the Jets Leagues Club. In 1999 the hotel was expanded along the Lowry Street frontage which houses a new dining and poker machine area. The middle section of the building previously accommodated a drive through bottle shop and is now a dining courtyard. The exterior of the extension has been designed to replicate the exterior of the original hotel on a single storey level.</p><br>
<h2>Description</h2><br>
<p>The Hotel Cecil is a two storeyed rendered masonry hotel located on the corner of Down and Lowry Streets at North Ipswich. Built in 1887, the Hotel is constructed of brick with a rendered ruled ashlar finish with a continuous sill to the ground floor walls upon which semi circular headed openings with cement rendered architraves finish on plinth blocks. The main entry to the building is from Down Street through a large 6 panel timber door with sidelights and a semi headed fanlight decorated with leadlights that include the name Hotel Cecil 1887and stained glass panels depicting native flora. There are additional entrances at the truncated corner of the building and two further along Lowry Street. The arched windows to the main bar areas at the main corner of the building comprise pairs of semi headed double hung windows with circular lights above.</p><br>
<p>Verandahs on timber posts with cast iron valance extend over the footpath with balconies above to both street frontages. The balconies have timber posts with cast iron balustrade and brackets. Pairs of frenchlights with fanlights above open onto the balconies.</p><br>
<p>Above the curved balcony roof the masonry walls are articulated by a cornice punctuated with pilasters in low relief the project above the coping on the parapet which conceals the corrugated iron roof. Centrally located on the parapet of each street frontage is a curved gable which bears the words HOTEL CECIL A.D. 1887 in raised lettering.</p><br>
<p>The interior of the hotel has been recently renovated in a style that replicates details from the period in which the building was constructed. Surviving original interior elements on the ground floor level include the cornices, ceilings and roses, the cedar fireplace mantle and staircase and the walls to the stairhall. The upper floor is in a comparatively intact condition and contains much of its original layout and joinery. The rear verandah has been enclosed and the rear stair survives.</p><br>
<p>The hotel was extended in 1915 with a skillion roof addition which included three windows to Lowry street. The recent extension has included the removal of the skillion roof and the extension of the building by several bays with a gable roof and verandah that then adjoins a single storey end wing with parapet. The end wing houses the bottle shop and new entrance to the hotel. These recent additions closely replicate the details of the original building.</p><br>
<h2>Heritage listing</h2><br>
<p>Hotel Cecil was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The former Hotel Cecil demonstrates the pattern of development in Ipswich in the 1880s when more substantial public buildings were replacing former more modest structures signifying the growth of Ipswich as a residential centre and its strength as an industrial and commercial centre.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>The former Hotel Cecil demonstrates aesthetic significance as a mid-Victorian hotel with high streetscape value.</p><br>
<p>The place has a strong or special association with a particular community or cultural group for social, cultural or spiritual reasons.</p><br>
<p>The hotel has special association with the local community as a place of social activity since its opening in 1887.</p><br>
<p>Ipswich Railway Workshops War Memorial is a heritage-listed memorial at the North Ipswich Railway Workshops, North Street, North Ipswich, City of Ipswich, Queensland, Australia. It was designed by Vincent Price and built in 1919. It was added to the Queensland Heritage Register on 21 October 1992.</p><br>
<h2>History</h2><br>
<p>The Ipswich Railway Workshops War Memorial was unveiled on the 27 September 1919 by Queensland Governor, Sir Hamilton Goold-Adams. The stone memorial was designed by Queensland Railway architect Vincent Price and honours the 300 local men who left the workshops to serve in the First World War.</p><br>
<p>In July 1915 a mass meeting of the Railway Workshop employees was held to consider what could be done to perpetuate the memory of their 300 fellow employees who had left to serve in the war. By the end of the war 28 of these men had been killed and 3 had died on service.</p><br>
<p>At the meeting a committee was established to consider what form the memorial should take. It was decided to erect a monument and permission for its erection in the workshop grounds was gained from the Commissioner for Railways, Col. Barnard Charles Evans, CMG. The grandeur and comparatively high cost (£1400) of the monument is reflective of the patriotic spirit of the railway yard workers.</p><br>
<p>The unveiling on Saturday 27 September 1919 was a public event involving approximately 160 returned soldiers who marched from the Ipswich railway station under the charge of Lieutenant C W King. They were escorted by a Military Band to the workshops where they formed a guard of honour for the Governor.</p><br>
<p>Australia, and Queensland in particular, had few civic monuments before the First World War. The memorials erected in its wake became our first national monuments, recording the devastating impact of the war on a young nation. Australia lost 60,000 from a population of about 4 million, representing one in five of those who served. No previous or subsequent war has made such an impact on the nation.</p><br>
<p>Even before the end of the war, memorials became a spontaneous and highly visible expression of national grief. To those who erected them, they were as sacred as grave sites, substitute graves for the Australians whose bodies lay in battlefield cemeteries in Europe and the Middle East. British policy decreed that the Empire war dead were to be buried where they fell. The word "cenotaph", commonly applied to war memorials at the time, literally means "empty tomb".</p><br>
<p>Australian war memorials are distinctive in that they commemorate not only the dead. Australians were proud that their first great national army, unlike other belligerent armies, was composed entirely of volunteers, men worthy of honour whether or not they made the supreme sacrifice. Many memorials honour all who served from a locality, not just the dead, providing valuable evidence of community involvement in the war. Such evidence is not readily obtainable from military records, or from state or national listings, where names are categorised alphabetically or by military unit.</p><br>
<p>Australian war memorials are also valuable evidence of imperial and national loyalties, at the time, not seen as conflicting; the skills of local stonemasons, metalworkers and architects; and of popular taste. In Queensland, the digger statue was the popular choice of memorial, whereas the obelisk predominated in the southern states, possibly a reflection of Queensland&#39;s larger working-class population and a lesser involvement of architects.</p><br>
<p>Many of the First World War monuments have been updated to record local involvement in later conflicts, and some have fallen victim to unsympathetic re-location and repair.</p><br>
<p>Although there are many different types of memorials in Queensland, the digger statue is the most common. It was the most popular choice of communities responsible for erecting the memorials, embodying the ANZAC spirit and representing the qualities of the ideal Australian: loyalty, courage, youth, innocence and masculinity. The digger was a phenomenon peculiar to Queensland, perhaps due to the fact that other states had followed Britain&#39;s lead and established Advisory Boards made up of architects and artists, prior to the erection of war memorials. The digger statue was not highly regarded by artists and architects who were involved in the design of relatively few Queensland memorials.</p><br>
<p>Most statues were constructed by local masonry firms, although some were by artists or imported.</p><br>
<p>The monument at Ipswich involved several makers and is an unusual example of the work of Queensland Railway architect, Vincent Price.</p><br>
<p>Price was born in Brisbane in 1868 and began his architectural career articled to Richard Gailey. He established his own practice in Brisbane in 1890 but soon became a draftsman in the Chief Engineers Office of Queensland Railways. He remained with the railways until he retired in 1933, his last position being that of Principal Railway Architect.</p><br>
<p>The digger statue is one of only two in Queensland designed by John Whitehead and Sons, sculptors of London. The pedestal was produced by A L Petrie and Sons of Toowong and the metal plates by Chas. Hanford of Brisbane.</p><br>
<p>The masonry firm of A L Petrie and Son at Toowong was the largest monumental masonry works in Queensland at this time and were responsible for producing many of the state&#39;s First World War memorials.</p><br>
<h2>Description</h2><br>
<p>The First World War Memorial is situated within the grounds of the North Ipswich Railway Workshops. It sits in a small grassed enclosure at the eastern end of the traverser, directly inside the main gate. The monument stands directly in front of a guyed flagstaff and is surrounded by a path which leads up to it. Large camphor laurel trees with circular seats are located nearby.</p><br>
<p>The memorial stands 32 feet from the ground and comprises a pedestal and obelisk surmounted by a digger statue.</p><br>
<p>The granite and bronze memorial sits on a painted concrete stepped base, surrounded by two steps of kerbing. Surmounting the base is a Victorian granite pedestal with a bronze Coat of Arms on the front face. The pedestal is square in section and the front and rear faces display ornate bronze plaques with the Queensland Coat of Arms and the Queensland Railway Badge. The names of the 300 (approximately) men who left the works to fight for King and Empire in the European War are listed on the plaques with letters in columns after the names to indicate the 28 who were killed and the 3 who died on service. The plaques also bear the names of the 28 members of the memorial committee and trustees as well as historical inscriptions regarding the signing of the Armistice and Peace Treaty.</p><br>
<p>The pedestal is capped by four triangular pediments which support a tall obelisk of Victorian granite. A bronze Coat of Arms is located on the front pediment and the dates of the First World War are in bronze on the front face of the base of the obelisk.</p><br>
<p>Surmounting the obelisk is a digger statue, which at seven feet, is larger than life sized. The bronze statue portrays an Australian Infantry Soldier standing to attention with his rifle held upwards by his side.</p><br>
<h2>Heritage listing</h2><br>
<p>Ipswich Railway Workshops War Memorial was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>War Memorials are important in demonstrating the pattern of Queensland&#39;s history as they are representative of a recurrent theme that involved most communities throughout the state. They provide evidence of an era of widespread Australian patriotism and nationalism, particularly during and following the First World War.</p><br>
<p>It is also an uncommon example of a monumental memorial erected in a workplace and is a historical record of the participation and sacrifice of a Queensland government agency.</p><br>
<p>The place demonstrates rare, uncommon or endangered aspects of Queensland&#39;s cultural heritage.</p><br>
<p>As a digger statue it is representative of the most popular form of memorial in Queensland, but is also unusual as one of only two bronze digger statues in the state supplied by a London sculptor.</p><br>
<p>It is also an uncommon example of a monumental memorial erected in a workplace and is a historical record of the participation and sacrifice of a Queensland government agency.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>The monuments manifest a unique documentary record and are demonstrative of popular taste in the inter-war period.</p><br>
<p>Unveiled in 1919, the memorial at Ipswich Railway Workshops demonstrates the principal characteristics of a commemorative structure erected as an enduring record of a major historical event. This is achieved through use of appropriate materials and design elements. As a digger statue it is representative of the most popular form of memorial in Queensland, but is also unusual as one of only two bronze digger statues in the state supplied by a London sculptor.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>The memorial is of aesthetic significance both for its design qualities and as a landmark within the railway precinct.</p><br>
<p>The place has a strong or special association with a particular community or cultural group for social, cultural or spiritual reasons.</p><br>
<p>It has a strong association with the railyard workforce as evidence of the impact of a major historic event. It also has strong associations with Queensland Railway architect, Vincent Price, as an unusual example of his work, and with monumental masonry firm A L Petrie and Son of Toowong.</p><br>
<p>The place has a special association with the life or work of a particular person, group or organisation of importance in Queensland&#39;s history.</p><br>
<p>It has a strong association with the railyard workforce as evidence of the impact of a major historic event. It also has strong associations with Queensland Railway architect, Vincent Price, as an unusual example of his work, and with monumental masonry firm A L Petrie and Son of Toowong.</p><br>
<p>The Schultiskopf lies in the highest part of the Central Black Forest and, at, is a ridge-like subpeak of the Obereck.</p><br>
<h2>Description</h2><br>
<p>The Schultiskopf, together with its western neighbour, the Höllkopf forms a 2.5-kilometre-long rocky ridge whose steep northern slopes drop up to 550 metres into the valley of the Haslachsimonswälder Bach and whose southern side descends 400 metres into the Ibichbach valley. A footpath runs along the ridge, having climbed from Altsimonswald in the valley of the Wilde Gutach, and via the Obereck to the Farnberg Plateau between Rohrhardsberg and Brend. From the Höllkopf the Kostgfäll Ravine to the north, which runs parallel to the path, may be reached on unmarked forest tracks and linking footpaths.</p><br>
<p>The summit is marked with a cast iron cross and offers views over the Simonswälder Tal to Kandel and, in clear weather, to the Feldberg. The view is partly obscured by trees.</p><br>
<p>Ipswich Town Wharves are heritage-listed remants of wharves beside the Bremer River at Bremer Street, North Ipswich, City of Ipswich, Queensland, Australia. They were built from 1847 to. They were also known as Australasian Steam Navigation Wharf and William Collins and Son Wharf, J & G Harris Wharf, and Walter Gray and Co Wharf. They were added to the Queensland Heritage Register on 31 July 2006.</p><br>
<h2>History</h2><br>
<p>The remnants of Ipswich Town Wharves are an archaeological site that contains visible remains of two wharves. Horizontal timbers extending from the riverbank, together with an associated stone wall are probably the remnants of the Australasian Steam Navigation Wharf. Vertical piles projecting out of the river a short distance downstream are probably the remains of the J and G Harris landing (ca1862). The site was also the location of a wharf owned by Walter Gray & Co (1847 - ) and was used by William Collins and Son in the first part of the twentieth century. Archaeological deposits originating from the wharves also exist on the riverbed.</p><br>
<p>Ipswich commenced as a convict outstation known as "Limestone" in 1827. After free settlement began in 1842, the township developed as an important regional centre because of its location at the head of navigation of the Brisbane and Bremer Rivers and at the junction of routes to the Brisbane Valley and the Darling Downs. Goods from these regions were channelled through Ipswich en route to the coast and this trade contributed significantly to Ipswich&#39;s rapid growth and prosperity.</p><br>
<p>The people of Ipswich, together with the Darling Downs pastoralists wielded considerable political influence and agitated for Ipswich, rather than Brisbane, to be made the colony&#39;s capital. One of the key factors in favour of Ipswich was its role as an inland port. It was argued that goods could be shipped from Ipswich directly to Moreton Bay, by-passing Brisbane.</p><br>
<p>There were sound practical reasons why this was a viable proposition. Poor road conditions meant that it was more convenient for the pastoralists to transport bulk goods from Ipswich to the coast along the Bremer and Brisbane Rivers using riverboats. This meant that goods had to be transferred from the riverboats to ocean-going vessels in Moreton Bay but this was necessary even for goods shipped from Brisbane because the Brisbane Bar prevented large vessels entering the river.</p><br>
<p>A pastoralist, James Pearce, started the first steamer service from Ipswich in 1846 using the vessel, Experiment. In 1848, a committee of townspeople was formed to upgrade the Ipswich "landing place" to a proper wharf with improved road access. By the 1860s a wharf precinct had developed between the present location of the railway bridge and The Basin, a section of the Bremer River downstream from the town centre that was wide enough to permit steamers to turn.</p><br>
<p>River trade peaked in the 1860s and 1870s, especially after Ipswich became the eastern rail terminus. In 1860, the Port of Moreton Bay was extended to Ipswich. At least six wharves lined the south bank of the Bremer between The Basin and the bridge. The wharves were linked to large stores built along the north side of Bremer Street. Bales of wool and cotton were slid down chutes to smaller wharf-side sheds. The wharf remnants presently located on the site were once among the largest and most important in the precinct.</p><br>
<p>Walter Grays wharf, which was located at Site One, was one of the first wharves to be established in the precinct. In 1847, Gray, a Scottish immigrant, occupied a block of land that extended from Bremer Street to the riverbank at Site One. He commenced business as a general storekeeper and agent trading in wool and other produce which he conveyed to Brisbane using Reid and Boylands punts. His business reputedly became the largest mercantile house in the district operating extensive stores capable of holding several hundred bales of wool.</p><br>
<p>Gray became a prominent member of the Ipswich community. He was treasurer of the committee of Ipswich businessmen that built the Ipswich town wharf in 1848. He supported establishing Cleveland as the colony&#39;s main port and, in the 1850s, together with other Ipswich businessmen, bought land and signified his intention to build jetties there where punts could load and unload cargoes. Gray promoted cotton cultivation and was a shareholder and director of the Ipswich Cotton Company. In 1860 when the Port of Moreton Bay was extended to Ipswich, his facilities were licensed as the bonded store where dutiable goods could be stored.</p><br>
<p>In 1856, a surveyor described the wharf as "not a properly built wharf, but more of an earth bank". Associated facilities included a shed enclosed on one side with bark near the river, a slab and shingle wool store higher up the bank, a wooden slide down to the wharf from the store, and a road "cut into the bank and made with stone". By 1861, wool presses, at least one of which was steam powered, were located on either side of the stores fronting Bremer Street. A steam-powered cotton gin was added, probably in early 1862. Gray also had a store on the corner of Bell and Bremer Streets.</p><br>
<p>Walter Gray died in 1862 and, by 1865, John and George Harris, merchants and agents from Brisbane, had taken over the wharf site. Harriss and Gray had jointly acted as agents for at least one ocean- going ship just prior to his death. J and G Harris built a large brick store on the southern side of Bremer Street on the Bell Street corner opposite the wharf. They probably also upgraded the wharf to a more substantial timber landing with a new wharf-side shed in the early 1860s. The upstream side of the new shed was shaped in a "v" configuration to withstand water pressure on the regular occasions that the Bremer flooded the site. In 1867 J & G Harris was paying rent for a water frontage of 130 feet (39.6m). This was the third largest frontage in the precinct. Harriss appears to have ceased operation at the site by 1878 when they applied to the Ipswich Town Clerk to remove their buildings.</p><br>
<p>The Australasian Steam Navigation Company (ASN) wharf was established next to Grays wharf between 1856 and 1861. ASN had an interest in the Ipswich shipping trade as early as 1856 when Gray acted as their agent. In 1860 they launched a steamer, Ipswich, specifically for trade between Brisbane and Ipswich. By July 1861, the company had acquired the site next to Grays and had completed improvements on it.</p><br>
<p>Originally formed in Sydney in 1839/40 as The Hunters River Steam Navigation Company, ASN had become the principal shipping firm in the Australian coastal trade by the 1850s. The company commenced a regular service to Moreton Bay when it opened to free settlement in 1842 and in 1844 they established their first wharf facility in Brisbane. The companys activities contributed significantly to the expansion of settlement in Queensland.</p><br>
<p>Initially, the ASN wharf was a small timber wharf or an "earth bank" similar to Gray&#39;s wharf. A shed was located immediately adjacent to the wharf and a store fronted Bremer Street. A slide linked the wharf-side shed and the store.</p><br>
<p>ASN rebuilt most of their wharf facilities in 1867 after a flood had destroyed their earlier buildings. A new 90 feet (27.4m) long shed was built next to the wharf. 50 feet (15.2m) of this was partitioned off for customs use. The walls were 10 feet (3m) high and the centre beam, 17 feet (5.1m) high. The structure was fastened with iron ties and braces and roofed with galvanised iron. Like Harris&#39;s shed, the upstream wall was shaped in a "v" configuration to deflect floodwaters. A new wharf was also built at this time. In 1867, ASN were paying rent for a river frontage of 163 feet (49.7m), the largest in the precinct. ASN had probably ceased operations from the Ipswich wharf by 1874 and in 1879 their wharf lease terminated.</p><br>
<p>After 1875 when the rail link to Brisbane was opened, the period of intense riverboat activity ended. A partial revival of river trade occurred in the 1890s probably due in part to the lack of a rail link to Brisbane after the loss of the Albert Bridge at Indooroopilly in the 1893 flood. However, the economic and political motives that had stimulated the trade in the 1860s and 1870s no longer existed and it became difficult to justify expending money on keeping the river route viable.</p><br>
<p>Nevertheless, two commercial river services operated in the early 20th Century from the site. In 1903 William Collins & Son used a wharf next to the remains of Harris&#39;s wharf. Collins operated a number of vessels between Brisbane and Ipswich including the Mary, Eucalypta, Essex, Myora and Advance. A "stiff legged" timber crane was used to unload goods at the wharf. Increasingly unable to compete with road transport, Collins ceased the river service cira 1927.</p><br>
<p>In 1932 Percy Manders commenced trading using the 40 feet (12m) cargo vessel MV Eclipse. Manders made three trips weekly carrying 18 - 20 tonnes of all kinds of merchandise. He initially used the former Collins wharf and crane.</p><br>
<p>Virtually no further development took place at the site from the time of Manders&#39; operation until 2006 when the area was landscaped as part of the River Terraces development.</p><br>
<p>Prior to this development, in January 2006, archaeological surveys were completed at the sites. These surveys mapped the remains of the wharves and recovered artefacts.</p><br>
<h2>Description</h2><br>
<p>The wharf remains are located in the River Terraces development at Ipswich, between the railway bridge and the David Trumpy road bridge.</p><br>
<h3>Site 1</h3><br>
<p>The central position on the riverbank of this site is approximately 27&deg;36&prime;40&Prime;S latitude, 152&deg;45&prime;39&Prime;E longitude. Two timber piles are extant on the site projecting out of the water at low tide. These are 3.8m apart and each average 16 cm in diameter. They stand 1.27m from the riverbed to top. They are constructed from a dark red timber, possibly iron bark.</p><br>
<p>An associated artefact field on the riverbed extends up to 18 m downstream from the downstream pile and upstream merges into the artefact field associated with Site 2. It extends up to 12m into the river channel.</p><br>
<h3>Site 2</h3><br>
<p>The central position of this site is approximately 27&deg;36&prime;39&Prime;S latitude, 152&deg;45&prime;37&Prime;E longitude. Three timber bearers measuring about 30 cm in diameter project up to 2.9m horizontally from the riverbank. The outer ends are modified (scarfed) on the underside to enable them to sit onto piles or a wharf head. The timber may be turpentine. A stone wall underneath these bearers is built into the riverbank. This wall is covered at high tide.</p><br>
<p>An associated artefact field extends upstream from the site and downstream merges with artefacts associated with site 1. The field extends up to 17m into the river channel.</p><br>
<h2>Heritage listing</h2><br>
<p>Remnants of Ipswich Town Wharves was listed on the Queensland Heritage Register on 31 July 2006 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The Remnants of Ipswich Town Wharves on the town reach of the Bremer River, are important in demonstrating the evolution of Queenslands history insofar that they are surviving evidence of the important early river commerce between Ipswich and the coast. Ipswich was one of the first river ports to be established in the colony. As the westernmost point of access to Moreton Bay via the Bremer and Brisbane Rivers, the town was a major port for the Darling Downs and West Moreton until the railway opened to Brisbane in 1875. During this period, the Bremer and Brisbane Rivers below Ipswich constituted one of the most important mercantile routes in the colony. The wharf remnants are evidence of this commerce and Ipswichs key role in it. The wharf remnants are also physical evidence of an important aspect of the historical rivalry between Ipswich and Brisbane. The river trade, in which the wharves played a vital role, underpinned Ipswichs rapid growth and prosperity and was the key to its viability as an alternative export port to Brisbane. The river commerce was an important factor in the towns bid to become the colony&#39;s capital.</p><br>
<p>The place demonstrates rare, uncommon or endangered aspects of Queensland&#39;s cultural heritage.</p><br>
<p>The Remnants are rare as surviving physical evidence of the early commerce between Ipswich and the coast along the Bremer River and Brisbane Rivers. There are no other known remains of this important early trade route. The remnants of the wharves are uncommon insofar that they constitute a largely undisturbed archaeological site in an urban setting. The site functioned as a wharf precinct from the 1840s until at least the 1930s. From that period until 2006, no significant built development took place on the riverbank or in the river.</p><br>
<p>The place has potential to yield information that will contribute to an understanding of Queensland&#39;s history.</p><br>
<p>As an archaeological site, the remnants of the wharves have the potential to yield information that will contribute to an understanding of the historical river trade along the Bremer and Brisbane Rivers and Ipswich&#39;s role in this. They also have the potential to contribute to our knowledge of trade to and from the Darling Downs and West Moreton, regions that made an important contribution to the development of Queensland. Most of the goods being conveyed to or from these areas prior to 1875 were channelled through the Ipswich wharves.The site has the potential to contribute to our knowledge of the Australasian Steam Navigation Company (ASN). An ASN wharf occupied the site from ca 1861 to ca 1874. ASN was the principal shipping firm in the Australian coastal trade by the 1850s. Its activities contributed significantly to the expansion of settlement in Queensland.</p><br>
<p>James Sangster Memorial is a heritage-listed memorial at Browns Park, Downs Street, North Ipswich, City of Ipswich, Queensland, Australia. The memorial was erected to commemorate the heroism of police constable James Sangster who drowned attempting to save two people. It was designed and built in 1898 by C Wilson & Co. It was added to the Queensland Heritage Register on 18 September 2008.</p><br>
<h2>History</h2><br>
<p>The James Sangster Memorial, located at Brown&#39;s Park, North Ipswich, was dedicated on Saturday 7 May 1898 with funds raised by the people of Ipswich. It was erected to commemorate the heroism of police constable James Sangster who drowned, aged 25 years, in February 1893, whilst attempting to rescue two people trapped by floodwaters.</p><br>
<p>The 1893 floods were the outcome of the "Mooloolah rainfall event", the highest recorded rainfall in south-east Queensland to that date, with 1,715 mm of rain falling in 72 hours. From 30 January 1893 the rain effects of three tropical cyclones affected south-east Queensland and northern New South Wales in quick succession. Over 889 mm of rain in the Brisbane River catchment caused heavy flooding and extensive damage. Approximately 52,000 hectare were flooded as the river rose 3 m or more above normal level in some places. Over a two-week period from 1–14 February 1893, 35 people were killed, 500 were injured and over 5,000 were made homeless. Over 600 houses were destroyed; 150 of these were washed away, many out to sea. Several of the 35 deaths occurred as houses were swept away and others as people tried to use boats in the torrent. In Ipswich the Bremer River overflowed its banks on Friday 3 February with the water reported at being approximately 2 m deep in Brisbane Street that night.</p><br>
<p>On Saturday, 4 February, the Brisbane River rose close to the Jackson family home at Blackwall, near Kholo, about 10 km from Ipswich. Mr Jackson, an engine driver on the Ipswich line, was at work at the time. Mary Jackson remained in the house with John Rowe, a farm worker, whilst Mrs Jackson and her other children, including 17-year-old Kate, rowed to shore. The plan was that, after reaching the riverbank, Kate, who was described as an excellent rower and swimmer, was to return to the house for the other two. As the boat neared the riverbank, however, it overturned. Mrs Jackson and one of her daughters sought refuge in a tree and were rescued by nearby railway workers. In spite of her swimming ability, Kate was not strong enough to hold the other three children (two sisters and a brother) and all four drowned. Their bodies were recovered the following Tuesday.</p><br>
<p>With waters rising Mary Jackson and John Rowe, who had remained in the house, climbed onto the roof. As the waters rose, the house was lifted and carried downstream crashing into a large tree. Both managed to cling to the tree and climb into branches above the water. Constable James Sangster had arrived at the riverbank on horseback, meeting a rescue party with a boat. He and another man attempted to reach the two but the boat was swamped. Sangster, who could not swim, reached a sapling as the other man swam safely to shore. Rescue attempts continued however the sapling snapped and Constable Sangster disappeared with onlookers powerless to help. His body was never recovered. Mary Jackson and John Rowe remained in the tree for 22 hours until the waters receded and they were rescued safely.</p><br>
<p>Sangster had applied for admission into the Queensland Police Force on 21 May 1890 and was sworn in on 4 August 1890, aged 22 years. He had been living in the colony for three years residing for some of that time in Charters Towers. Originally from Aberdeenshire in Scotland, he had no relatives in Queensland. He arrived in Ipswich in November 1890 and was based at the North Ipswich Police Station.</p><br>
<p>After the tragedy, members of the Jackson family decided to raise funds by public subscription to erect a memorial in Sangsters honour. A memorial fund committee was established to erect a monument in Browns Park, North Ipswich. The government contributed £20 to the fund. The memorial, occupying a prominent position in Browns Park, was completed by Messrs C Wilson & Co. and was unveiled on Saturday 7 May 1898 by Alfred John Stephenson, the Member of the Queensland Legislative Assembly for Ipswich at a well-attended ceremony and to the sounds of the Brisbane Police Band. A marble lions head was located immediately above the fountain&#39;s bowl.</p><br>
<p>The James Sangster Memorial is the only known monument in Queensland erected by public subscription to commemorate a police officer serving at the time of his death. The Queensland Police Museum records other police officers who have had headstones and memorials erected by police colleagues, including Senior Constable Alfred Wavell who had a memorial headstone erected "by comrades in conjunction with the government of Queensland" at Corinda, south-west of Burketown in October 1889, after being fatally shot whilst on duty. Another officer, Senior Constable William Conroy, had his headstone erected by the "Queensland government and officers and men of the Queensland Police Force" in July 1895. Senior Constable Conroy had been stabbed during a domestic dispute on Thursday Island.</p><br>
<p>The Sangster memorial was erected at a period when public memorials honouring prominent local citizens were popular expressions of public sentiment. Other Queensland public memorial drinking fountains erected to commemorate an individual include:</p><br>
<p>the Eagle street Fountain, Brisbane (Mooney Memorial Fountain), erected between 1878 and 1880, dedicated to firefighter James Mooney who lost his life whilst fighting a fire in Queen Street in 1877</p><br>
<p>the Mary Watson&#39;s Monument, Cooktown, erected in 1886 by the citizens of Cooktown to honour Mrs Mary Watson, who perished, along with her infant son and her Chinese employee Ah Sam, from thirst and exposure on one of the islands of the Howick group, northeast of Cooktown, in October 1881</p><br>
<p>the Dr EA Koch Memorial, Cairns, erected in 1903 by the citizens of Cairns, to honour the doctor&#39;s work in tropical medicine in Cairns and district in the late nineteenth century</p><br>
<p>the FDA Carstens Memorial, Port Douglas, erected -1908 by his widow to honour her husband&#39;s work with the Douglas Divisional Board</p><br>
<p>In 1989 conservation works were undertaken to the James Sangster Memorial by Thomas Andrew Farrell, stonemason and sculptor. At this time some of the stonework and the plaque were replaced. The stone came from Helidon with the original stone coming from Denmark Hill. The original lead-lettered, marble memorial plaque has been removed to the Queensland Police Museum in Brisbane.</p><br>
<p>The James Sangster Memorial is now the focus for the annual Police Remembrance Day service in Ipswich. Since 1989, National Police Remembrance Day has been observed in Brisbane and many regional centres throughout Queensland on 29 September, which coincides with the Feast of the Archangel St Michael who was said to have always fought evil.</p><br>
<p>The memorial was restored again in 2006 with the Queensland Government contributing $9,600 through the Community Memorial Restoration Program and $1,000 donated by the Queensland Police Service. At this time, the monument was moved 15 m back from the road further into the park to accommodate widening of the street. Following the restoration the monument was re-dedicated on 4 August 2006, the same day on which Constable Sangster had been sworn into the Queensland Police Force in 1890.</p><br>
<h2>Description</h2><br>
<p>The James Sangster Memorial is constructed of sandstone and stands 4.5m high. It sits on the Downs Street boundary of Brown&#39;s Park, flanked by boundary tree plantings to each side and the rest of the park behind it. It acts as a closure to views east along Canning Lane. The memorial is capped by a broken obelisk, symbolising a life cut short with its floral wreath motifs symbolising remembrance of the dead.</p><br>
<p>The stepped base on which the memorial fountain stands is relatively plain. Above this base the pedestal carries the bowl at the front, with a column recessed into each corner. Above this is a heavy projecting label mould, which at the front, receives the shaped top of the dedication plaque and on the other three sides bears a laurel wreath. Above the plaque is a wreath, carved chiefly of roses. Dropping from the centre of the broken obelisk is another wreath and under this there is a floral motif located on each face.</p><br>
<p>The dedication on the replacement plaque reads:Erected by public subscription in memory of Constable James Sangster who lost his life in a gallant attempt at rescue in the flood waters of the Brisbane River 5 February 1893</p><br>
<h2>Heritage listing</h2><br>
<p>James Sangster Memorial was listed on the Queensland Heritage Register on 18 September 2008 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>Dedicated on 7 May 1898, the James Sangster Memorial Fountain is significant for its symbolic association with the impact of the devastating floods of 1893 that affected south-east Queensland. Constable Sangster lost his life attempting to save lives in the floods in the North Ipswich area, his heroism being acknowledged by the community and the colonial government with the construction of the memorial fountain. The James Sangster Memorial is the only known monument in Queensland erected by public subscription to commemorate a police officer serving at the time of his death.</p><br>
<p>The memorial fountain is distinctive as it provides a tangible and poignant reminder of the impact of the 1893 floods and illustrates how one community worked through a grieving process after it was affected by one of the highest floods recorded in the colony to that date.</p><br>
<p>The Silberberg , at,  is the most prominent summit in the mountain group around the Herzogenhorn in the Black Forest in the southwest German state of Baden-Württemberg. It lies about 4 kilometres east of the town of Todtnau.</p><br>
<h2>Location and topography</h2><br>
<p>The central highlands of the Southern Black Forest are formed by the Feldberg region in the north and the group of mountains around the Herzogenhorn in the south, both separated by the Feldberg Pass and the deep valley of Trogtal through which the upper Wiese runs. The rocky dome of the Silberberg drops steeply to the north by a good 550 metres forming one of the highest mountain faces in the Feldberg region. To the southeast the mountain is bounded by the upper reaches of the Prägbach. The latter runs parallel to the Wiese, but 400 metres above it, the southeastern mountainside descending only relatively gently. It transitions to the high pastures of the upper Prägbach valley. The forested northern mountainside is divided by cirque-like niches and craggy ridges that are like arêtes in places.</p><br>
<h2>Rocks and minerals</h2><br>
<p>The Silberberg, like the whole upper Wiese valley is mostly made of paragneisses. Also present here, are several vein-line porphyry deposits, which were probably formed towards the end of the Variscan mountain building phase, and amphibolite. Both are very resistant to weathering and tend, therefore, to form crags.</p><br>
<p>A number of mineral lodes run through the Silberberg with a total length of several kilometres and of medium thickness up to 1.2 metres. In the quartz, fluorspar, baryte, calcite and dolomite veins are galena, chalcopyrite and silver ores. The Silberberg is also the only place in the Black Forest to date where tremolite has been found.</p><br>
<h2>Mining</h2><br>
<p>The name of the mountain recalls the silver mining of bygone years. It is part of the Todtnau mining region, in which silver was mined as early as the Middle Ages. The oldest record of ore mines on the Silberberg dates to 1028. In the western, neighbouring cirque of Zimmerwinkel the Dr. Tholus Brunnen gallery was worked by the Gewerkschaft Finstergrund from 1968 until 1970 in order to extract fluorite and baryte.</p><br>
<h2>Tourism</h2><br>
<p>A rock path runs up the steep, northern sloopes of the Silberberg that was originally blazed by the Black Forest Club but, like the Alpine Path on the Feldberg has been abandoned. The very varied footpath has a few exposed sections but is still passible.</p><br>
<p>Näsudden is a peninsula on the south coast of Gotland, Sweden. The first tests for using wind power on a large scale in Sweden, were conducted there in the 1970s. The area has since been developed into a wind farm. Part of the peninsula is a nature reserve for birds and grey seals.</p><br>
<h2>Geography</h2><br>
<p>Näsudden is a peninsula on the south coast of Gotland, Sweden, adjacent the localities of Näs, Fide and Burgsvik. Näsudden had a weather station between 1986 and 1999. During this period, during a late summer heat wave of 1997 Näsudden broke the nationwide record for consecutive overnight lows above 20 &deg;C and a yearly record for those nights. Between August 20 and September 3 the temperature never fell below 20.2 &deg;C, but also never rose above 25.3 &deg;C during the day.</p><br>
<h2>Wind power</h2><br>
<p>It was on Näsudden that wind power on a large scale was first tested in Sweden. The Swedish power company Vattenfall, started to explore and develop wind power in the 1970s, and southern Gotland was selected as a suitable location for tests in 1979. Construction of a prototype wind turbine, the Näsudden I, started in the beginning of the 1980s. The prototype was ready and started in 1983.</p><br>
<p>Näsudden was developed into a large wind farm during the 1990s. In 2010, it had the highest wind power density in Sweden. In 2014, there were 60 wind turbines on Näsudden, ten of which were owned by Vattenfall. In 2004, the then-largest land based wind turbine, the Olsvenne 2, was built on the peninsula. On 9January 2007, the Näsudden II was decommissioned. During the time it was in operation it produced 61,4 GWh in 61,496 hours, a world record at that time.</p><br>
<p>On Näsudden, there is also a 120 m mast with instruments for measuring temperature, wind direction, wind speed and other meteorological data on different altitudes. The readings are continuously presented on line, where it is available to anyone. In 2009, there were a total of 156 wind turbines on Gotland, producing 200,158,000 kWh of electricity.</p><br>
<p>In 2014, the last of the first large wind turbines were torn down and dismantled. They will be replaced by a new generation of more efficient turbines. Prior to that, a new cable for transmitting the electricity to mainland Sweden must be in place, since the existing one is insufficient for the energy produced by the new turbines.</p><br>
<p>The Näsudden wind farm is open to the public and has an exhibition about wind power.</p><br>
<h2>Nature reserve</h2><br>
<p>On the southwestern tip of Näsudden is the 94 hectare Näs Reef Seal and Bird Reserve (Näsrevets säl- och fågelskyddsområde). The area has a rich bird life, it is the second most visited habitat for greylag geese in the Baltic Sea during their annual "wing moult". It also has a small colony of grey seals.</p><br>
<p>Cotesworth is a historic mansion in North Carrollton, Mississippi, USA.</p><br>
<h2>Location</h2><br>
<p>The mansion is located on Old Grenada Road in North Carrollton, Carroll County, Mississippi.</p><br>
<h2>History</h2><br>
<p>The mansion was built as an inn in the 1840s. In 1847, it was acquired by local lawyer and future United States Senator James Zachariah George, who turned it into a Greek Revival mansion. He named it after Charles Cotesworth Pinckney.</p><br>
<p>Two decades after the American Civil War of 1861-1865, in 1887, Senator George built "a free-standing hexagonal library" on the grounds.</p><br>
<p>The mansion stayed in Senator George&#39;s family until 2013, when Katharine Saunders Williams, his great-great-granddaughter, donated it to establish the Cotesworth Culture and Heritage Center.</p><br>
<h2>Heritage significance</h2><br>
<p>It has been listed on the National Register of Historic Places since June 9, 1978.</p><br>
<p>Cima Garlenda is a 2141 m mountain of the Ligurian Alps, in Italy. After Monte Saccarello and Monte Frontè it is the third Ligurian summit.</p><br>
<h2>Geography</h2><br>
<p>The mountain is located in the province of Imperia, in Liguria. In the SOIUSA (International Standardized Mountain Subdivision of the Alps) it belongs to the Nodo del Monte Saccarello (SOIUSA code: I/A-1.II-A.1.a).</p><br>
<p>Cima Garlenda is located on the main chain of the Alps between Tanaro and Arroscia valleys, and is divided from the neighbouring Monte Frontè by Passo Frontè (2081 m).</p><br>
<h2>History</h2><br>
<p>The slopes of Cima Garlenda were deforested during past centuries in order to increase pasturess land. The lower part of the mountain was mainly used by cattle while is upper part was mainly grazed by sheep and goats. The slopes of the mountain belonging to Arroscia Valley are still used for grazing.</p><br>
<h2>Access to the summit</h2><br>
<p>The summit of Cima Garlenda can easily be accessed following an unmarked trak starting from passo Frontè, which is accessible by the Alta Via dei Monti Liguri, a long-distance trail from Ventimiglia (province of Imperia) to Bolano (province of La Spezia). its whide summit ca also be accessed by mountain bike.</p><br>
<h2>Mountain huts</h2><br>
<p>Rifugio Sanremo (2,054 m)</p><br>
<h2>Conservation</h2><br>
<p>The southern side of the mountain since 2007 is included in the Parco naturale regionale delle Alpi Liguri.</p><br>
<p>The Arizona Inn is a hotel in Tucson, Arizona. It was built in 1930-31 by Isabella Greenway, who became Arizona&#39;s first female representative to the USA Congress in 1932. The Spanish Colonial Revival main building was designed by Tucson architect Merritt Starkweather. The entire 14 acre complex comprises 25 structures, of which 21 contribute to the historic district. The buildings are pink stuccoed masonry structures with blue details, arranged in landscaped gardens with more pink stucco walls. The gardens were designed by landscape architect James Oliphant. Small structures surround the gardens, which are mainly landscaped with native Arizona plants.</p><br>
<h2>Description</h2><br>
<p>Greenway built a house in 1928 at the northwest corner of the site in a style that set the overall character of the hotel complex with stuccoed walls and a tiled roof. Six individual residences were built in 1931. The hotel was built in 1930 with the lobby, reception rooms dining room, kitchen and offices. Four casitas were also built in 1930 housing 23 rooms. The following year five villas were built, comprising 36 rooms. A pool and two supporting structures were added in 1937. The interiors feature plain white walls with corbeled arches connecting major rooms. Several dining and meeting rooms are themed. The Catlin Room features a collection of George Catlin prints, while the African and Safari Rooms contain souvenirs of Greenway&#39;s trip to Africa in 1931.</p><br>
<p>The Arizona Inn was listed on the National Register of Historic Places on April 5, 1988. It continues to operate as a boutique hotel.</p><br>
<h2>Potter Place</h2><br>
<p>Across the street from the Arizona Inn is a small street known as Potter Place. According to David Leighton, historian for the Arizona Daily Star newspaper, the name derives from Dickson and Sue Potter who founded the Potter School, a preparatory school for girls. The Potters, who were from New York, began wintering in Tucson for their son&#39;s health and, later conceived the idea for a girls school in Tucson. After the first school year, they purchased the old Frederick Leighton Kramer home, across the street from the Arizona Inn, turning it into the main school building. The property also had on it a large pool built by a previous owner, James Wheeler, which would be used by the school throughout its existence. The Potters also had a few other buildings constructed and a house for themselves built on the property.</p><br>
<p>Subjects taught at the school included Latin, drama, history, math, French, music, art, science and English. The pupils also had available to them a two-year course in the study of the Bible and Biblical history and Spanish and German could be taken with special arrangements. Individual swimming and tennis lessons were offered to students and occasional ski trips to Mt. Lemmon were allowed for students of “good citizenship.”</p><br>
<p>In 1945, Dickson Potter bought property along North Craycroft Road, north of the old Fort Lowell, and constructed a ranch house and stables. Here, at Potter Ranch, the students received riding lessons from a master who resided at the ranch. There also were annual horse shows that showcased novice and advanced horse jumping, with the winners’ names engraved on the Bob Locke Award. The Potter Ranch is now The Gregory School.</p><br>
<p>In 1953, the school closed and the buildings were sold to the Sisters of Charity, a Catholic order. The main house of the school was torn down in 2015.</p><br>
<p>The Gachado Well was excavated between 1917 and 1919 near the Arizona-Mexico border in Pima County, Arizona. Named after a stooped mesquite tree, the well served a ranch owned by Lonald Blankenship. The line camp and water rights were sold in 1919 to Robert Louis Gray, who built an adobe house at the site in 1930. The house became a line camp, a bunkhouse for cowboys on the range in that area. The camp was used until 1976, when the Grays discontinued ranching. The site is located within Organ Pipe Cactus National Monument. It is accessible via the rough, unpaved Camino de Dos Republicas, which also leads to Dos Lomitas Ranch, another family Gray property.</p><br>
<p>The site was placed on the National Register of Historic Places on November 2, 1978.</p><br>
<p>Railway Historical Centre is a heritage-listed warehouse at North Street, North Ipswich, City of Ipswich, Queensland, Australia. It was built from 1878 to 1879. It is also known as Railway Administration Building, Railway Store, and Tarpaulin Shop. It was added to the Queensland Heritage Register on 21 October 1992.</p><br>
<h2>History</h2><br>
<p>This building, the oldest remaining on the original North Ipswich Railway Workshops site, was built in 1878-9 by Ipswich contractors, McGregor and Brown. It was initially used as a store. It was later used for administration and then as a tarpaulin store. In 1990, the tarpaulin store was converted into the Railway Historical Centre and was used for housing railway archival material and for other related functions.</p><br>
<h2>Description</h2><br>
<p>This is a fine example of a Victorian warehouse constructed of load- bearing brick on two levels. Outwardly, the building is a symmetrical gable ended structure with a centrally projecting transverse gable to the northern and southern facades. The formal entry is defined by a round headed arch and stairs leading up from The Terrace. Immediately opposite this on the southern side, is an upper level loading platform.</p><br>
<p>The symmetry of the building is reinforced by equally spaced segmental arch windows on both levels, and ridge ventilators at each end of the corrugated custom orb profile roof. Internally, the upper floor is dominated by Queen Post trusses which meet at the gable crossing with cruciform trusses. Along each end of the bottom chord are support rails with rope eyelets for suspension of tarpaulins. The original windlass is supported at the centre trusses for hoisting goods to and from the upper and lower levels through a timber trapdoor.</p><br>
<p>From the lower level, two large doors lead to the southern aligned railway tracks, and a tramway runs through the centre of the floor longitudinally. There is evidence of earlier service entry doors or cartways entering from the Terrace side.</p><br>
<p>The main timber floor frame is supported on sturdy hardwood columns with timber headstocks. Each bearer is jointed over the headstock with a scarfed joint and square timber key.</p><br>
<p>An early office compartment exists at the western end of the upper floor, constructed with a raised timber floor and tongue and groove timber partitions. At the eastern end there is a single storey timber frame extension which is not original.</p><br>
<h2>Heritage listing</h2><br>
<p>Railway Historical Centre was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The Railway Historical Centre is the only remaining building on the southern section of the site, it is evidence of the first period of development of the railway workshops 1864-1885.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>The building retains evidence of its various uses as stores, administration, and tarpaulin store.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>It is fine example of a Victorian brick and stone warehouse and is of particular architectural merit.</p><br>
<p>The Mihi Creek heritage site is a heritage-listed archaeological site at Mihi Junction, Brassall, City of Ipswich, Queensland, Australia. It is also known as Mihi Junction and Mi Hi Creek. It was added to the Queensland Heritage Register on 16 July 2010.</p><br>
<h2>History</h2><br>
<p>The Mihi Creek site is a cultural landscape created as a result of mixed within the area since the early 1860s. Past use of the area is divided into two distinct though connected historical phases - the use of the area by Queensland Railways for Queensland&#39;s first main line railway, and then as an evolving coal mining and coke manufacturing operation in 1871, concluding around 1960.</p><br>
<h3>Railway Operations (1865 - 1875)</h3><br>
<p>Queensland&#39;s colonial government fostered the development of railways as a means of developing the State and providing social benefits. It was argued that rail would reduce freight costs and save travel time for passengers. An added incentive for rail development in Queensland was the very poor state of the roads. In wet weather especially, this hampered the transport of freight.</p><br>
<p>The Ipswich reach of the Bremer River was chosen as the eastern terminus of the first main line railway instead of Brisbane because of the importance of Ipswich to Darling Downs pastoralists. Ipswich was becoming a major inland port and was located at the intersection of important transport routes to the Darling Downs and Upper Brisbane Valley.</p><br>
<p>The Chief Engineer responsible for construction of the railway was Abraham Fitzgibbon, later to be engaged as Queensland&#39;s first Commissioner for Railways. Charles Fox and Son, an engineering firm based in England, were appointed as consulting engineers and Peto, Brassey and Betts, contractors with worldwide railway construction experience, were engaged to construct the line.</p><br>
<p>Construction of the first section of main line between Ipswich and Bigge&#39;s Camp (now Grandchester) officially commenced on 25 February 1864 with the turning of the first sod at North Ipswich by Lady Diamantina Bowen. The original route followed the north bank of the Bremer River crossing Mihi Creek and Iron Pot Creek and joining the route of the present main line at Wulkuraka. The line was officially opened on 31 July 1865.</p><br>
<p>The first bridge over Mihi Creek was one of four bridges constructed on the line between Ipswich and Grandchester. The embankment of the Mihi crossing was exposed to flood waters from the Bremer River and Mihi Creek and began to subside after a flood in April 1867. The crossing was notorious for the sharp reverse curves in the approaches to the bridge. In May 1868, the Mihi deviation was completed at a cost of about £6350 and opened for traffic. This crossed the creek above the flood level about 200 m further up stream and it followed a gentler curve. The old line was removed and the bridge was dismantled and stored.</p><br>
<p>The line was used until 1875 when a new line was opened to the south across the Bremer River, cutting out the original first six kilometres from the North Ipswich Railway Workshops and through Wulkuraka. However, a portion of the line between North Ipswich and Wulkuraka was retained to service the railway workshops and also for the use of coal mining and coke manufacture that were then occurring at Mihi Creek.</p><br>
<h3>Coal Mining and Coking Operations (1864 - )</h3><br>
<p>The discovery of coal in Queensland dates from 1825 when outcrops were observed by Major Edmund Lockyer on the banks of the upper Brisbane River. Two years later, when Ipswich was settled as a convict outstation, known as Limestone, the presence of coal was noted between the convict settlement and Brisbane by Captain Patrick Logan. The following year, explorer Allan Cunningham also marked several outcrops on the Bremer River on his survey map for New South Wales Governor Ralph Darling.</p><br>
<p>Coal was one of the first minerals in Queensland to be commercially mined. Mining originally commenced at Goodna in 1843 with the West Moreton Coalfield at Ipswich following in the early 1850s.</p><br>
<p>Primary sources of historical information for coke manufacture in the West Moreton field, and across Queensland generally, are scarce as the early regulation of Queensland&#39;s mining industry was focused mainly on gold mining. Coal mining was not regulated until the 1880s with the passage of the Mines Regulation Act 1881, the Mineral Lands Act 1882 and the Mineral Lands (Coal-Mining) Act 1886. The Mines Regulation Act allowed the appointment of mines inspectors and the first was appointed in January 1882. While these inspectors reported regularly on the operations of coal mines, coke manufacture was not covered by the definitions of the Act and therefore not considered officially part of the mining industry and went largely unreported. Coal mining was not covered by specific legislation until 1925, and these regulations also made no mention of coking. This has led to no systematic record keeping of coke manufacture in Queensland - especially concerning production numbers, value, equipment used, people employed, or any other detailed characteristic. Information contained in Queensland government records is fragmentary - except for State owned enterprises such as those at Bowen and Mount Mulligan in northern Queensland.</p><br>
<p>A by-product of coal mining, coke was usually regarded as a somewhat unimportant side industry to the actual mining of coal. Coke is used as both a fuel and as a reducing agent in smelting ore and is produced from baking bituminous coal in ovens at temperatures as high as 2,000 &deg;F. Coke manufacture became an important extractive industry from the late 1860s with the introduction of mechanically driven transportation, such as steam- powered ships and trains. Sites for coking of coal were most often located adjacent to transport systems, road, rail or water.</p><br>
<p>In 1871, the Eastwood Mine opened at Mihi Creek and was named after its owner, John Eastwood. The Eastwood Mine was worked during the 1870s and into the early 1880s. Due to the owner&#39;s interest in other mines it then laid idle for several years until it was sold to John Wright and Brydon, Jones & Coy in 1884 who renamed the site to Mihi Mine. A short rail spur-line was built, connecting their mining rail/tram infrastructure to the Ipswich railway (presumably to the 1868 main line alignment of the Ipswich - Grandchester rail line).</p><br>
<p>Twelve coke ovens, known as the Mihi Ovens, were soon constructed on the hillside above Mihi Creek. Coke ovens erected on the West Moreton Coalfield were exclusively of the beehive type, so called because of their domed appearance. Beehive coke ovens consisted of a brick dome with a small circular opening (an exit flue) at the apex, and a larger arched opening at one side to permit charging and drawing. They were usually constructed in double rows known as batteries. The space between ovens was usually filled with rubble and earth to provide insulation and the whole battery surrounded by a stone retaining wall to resist the outward thrust of the brick domes. The Mihi Ovens remained in use until 1890/1 when Wright&#39;s attention was diverted a new coal development at the New Bishop Mine located nearby.</p><br>
<p>It was 1908 before the site was mined again, this time by Paul Francis, a Cornish miner who had been working in the Ipswich area since the 1870s. He named his venture the Francis Mine, constructed a horse whim for hauling loaded coal skips out of his tunnel, sank an air shaft to the workings and erected bunkers of "60-tonnes capacity". The exact location of Francis&#39; first tunnel is not known but in 1917 a second tunnel was driven into the hillside probably below Viking Street. A siding was also laid which connected to the railway workshops which terminated below the tunnel.</p><br>
<p>In 1923 Francis sold the site to a partnership of miners and a barrister who created and floated the company, Klondyke Collieries Limited. As Klondyke Collieries Limited, coke production at the site flourished. The horse whim was replaced by an electric winder, and air shaft sunk to the workings and fitted with an electric propeller fan, a screening and crushing plant was erected, and power supplied by the Electric Supply Company Limited.</p><br>
<p>The ovens were used throughout the 1930s. By 1942 several new beehive ovens had been constructed to meet the increased demand for coke for smelting purposes though the actual market for this coke remains unknown (see also Klondyke Coke Ovens). In 1945 and 1946, Klondyke and Bowen in northern Queensland were the only coke producers in Queensland, with Klondyke turning out approximately a sixth of Queensland&#39;s coke production.</p><br>
<p>In 1948 the site changed hands again and was renamed Moreton Colliery and worked until the early 1950s when the pits supply was exhausted. Bryce (2009:5) recalls that the ovens were still being used as late as 1960. After the closure of the site, coke production was taken over by the nearby Haighmoor site which remained in production for a further 15 years as southern Queenslands only coke works (Klondyke Coke Ovens).</p><br>
<h2>Description</h2><br>
<p>The Mihi Creek heritage site is located at North Ipswich in a grassy expanse of broken, undulating land that slopes down to a bend in the Bremer River. Identifiable remains of coke manufacturing are concentrated in the area north of Mihi Creek in Lot 5 on AP3320. The remnants of the railway are located on both sides of Mihi Creek but particularly evident in Lot 34 on SL4200 and Lot 1 on RP146565.</p><br>
<p>The route of Queensland first main line railway is featured in original plans held by Ipswich Railway Workshops Museum for the railway. The former railway embankments comprise two sets of raised embankments on Lot 1 on RP146565 (the 1864 alignment) and on Lot 34 on SL4200 (the 1867/8 alignment) and are visible either side of Mihi Creek. Both sets of embankments run in arcs which are roughly parallel to the curve of the bank of the Bremer River to the south.</p><br>
<p>The larger of the two embankments (the 1867/8 alignment) runs in a gentler curve and is located furthest from the river. The embankments terminate at steep slopes on either side of Mihi Creek where the bridge abutments once stood. On the western side the embankments are readily discernable, rising in height to the edge of the creek. To the east the embankments tend to merge with rising ground and are less identifiable. At the tops of the embankments where the soil is thin, unformed sandstone blocks are visible. The tops of these blocks are at ground level. A number of blocks are also located at the south western corner of the site near where the smaller embankment crosses a gully. A block bearing pick marks is also located in this area.</p><br>
<p>The remains of an unknown number of broken bridge piles from the 1867/8 bridge remain in situ in the bed of Mihi Creek on Lot 34 on SL4200. Six piles have however been removed to allow the installation of foundations for a new bridge crossing the creek at the same point. From the piles removed, it was noticed that these had sharpened ends reinforced with strips of cast iron and matched the description given for the bridge in the original design drawings.</p><br>
<p>Dressed sandstone blocks were also identified on the western approaches of the 1864-5 bridge as was a suspected buried sandstone culvert (or the remains of one) on the 1864 line west of Mihi Creek within Lot 1 on RP146565. These remains consist of several cut sandstone blocks, embedded in the side of the 1864 embankment. Later buildup of solids on top of this spot, including the installation of garden beds, may conceal more remains from the culvert. A culvert is shown at this location on early plans for the railway. Additional culverts of this style still exist in the nearby area - at Wulkuraka to the west (Sandstone Railway Culvert, Wulkuraka) and directly east of the site across Mihi Creek at North Ipswich (Sandstone Railway Culvert, North Ipswich).</p><br>
<p>The first battery of beehive ovens, the "Mihi Ovens" built c.1884 by John Wright and Brydon and Jones & Coy, then owners of the Mihi Mine, is located on Lot 5 on AP3320 immediately north and west of the Klondyke Coke Ovens. The ovens were recorded by Whitmore (1983) and re-located by DERM (2010). In 1987 Whitmore noted a programme of tipping and re-contouring in this area which threatened to engulf the ovens. This fill event has been verified by Department of Environment and Resource Management test excavations. The entrances of three ovens from this original bank of ovens are now partly exposed on the slope situated between the upper and middle terraced areas to the immediate west of the Klondyke Coke Ovens. The full extent and dimensions of the ovens remains unclear, though this battery has been described as consisting of 12 ovens. Their orientation is most likely similar to other beehive ovens on the Ipswich - West Moreton field, being either back-to-back or in a stagger pattern. The space between each oven would be filled with earth or rubble for insulation, and evidence of compacted orange clay was recorded in DERM during test excavations in the area. Evidence of a stone retaining wall surrounding the ovens has not been re-located, but sections may still survive.</p><br>
<p>The remains of a two small brick structures of unknown function are situated immediately north of the oven sites. Unknown Structure 1, located closest to the ovens and immediately above their adjacent rail spur cutting, is constructed of mortared orange bricks and measures approximately 2m x 3m. Metal artefacts of unknown function remain in situ within the structure, and efforts to identify these artefacts may provide information on the function and use of this structure. Unknown Structure 2 is situated 5m north of the first structure. It is constructed of roughly made though well mortared together cement bricks and measures 2m x 2m and is 2m in height. A cement "capping" has been fitted over the structure, with later bricks added above. The southern elevation features a small cement brick return. The function of this structure remains unknown, though the Unknown Structure 2 may be a capped ventilation shaft installed for one of the two tunnels dug during operations of the Francis Mine on this site between 1908 and 1923.</p><br>
<p>The "Mihi Ovens" and adjacent Klondyke Coke Ovens were fenced and partially cleared of pest vegetation by DERM under the supervision of DERM heritage officers between February and April 2010. Stumps and root structures of all large trees and plants remains to help maintain the structural integrity of the surrounding soils and the ovens themselves. The alignment of the fence follows the topography of the area and encompasses the predicted extent of the oven battery, the two unidentified brick structures located above the oven batteries, a section of low retaining wall on the lower terrace area to the south of the ovens, and a number of other elements thought to relate to the coke manufacturing operations. The "Mihi Ovens" fence is an extension of the existing fencing for the Klondyke Coke Ovens erected by DERM in 2009. It runs adjacent to Parker Lane in the north, then downhill in a southerly direction before running in a southeast direction to rejoin the Klondyke Coke Ovens fence.</p><br>
<p>A short section of rail line of unknown date or origin and passing through a small cutting is extant in the vicinity of the coke manufacturing site on Lot 5 on AP3320. This line may represent the spur line constructed sometime between 1884 and 1890/1 while the coke manufacturing operations were owned by John Wright, but would have served the nearby coke ovens (built in the 1940s) and possibly the original battery of 12 ovens located immediately west.</p><br>
<p>A small bridge, probably originally used as a trolley/tram bridge for the coke or mining operations, was located in the northern section of Lot 5 on AP3320 and is now used as a pedestrian bridge across creek to Clem Street.</p><br>
<p>Brick debris, coal and coke is strewn across Lot 5 on AP3320 as are metal remnants of machinery including skips, crushing machinery, trammel screens, conveyor buckets and trolley parts.</p><br>
<h2>Heritage listing</h2><br>
<p>Mihi Creek site was listed on the Queensland Heritage Register on 16 July 2010 having satisfied the following criteria.</p><br>
<p>The Mihi Creek site provides physical evidence and has potential for additional evidence relating to the early development of the Ipswich area, with archaeological artefacts associated with Queensland&#39;s first main line railway, early coal mining and coke manufacture.</p><br>
<p>Archaeological artefacts associated with the early railway are rare surviving remnants of Queensland&#39;s first section of main line railway and provide tangible evidence of the priority placed on the development of the Ipswich region in the formative years of the Queensland colony. The very need for the railway reflects a government desire for faster, reliable and more economic transport to and from the region to promote commerce, industry, growth and settlement.</p><br>
<p>The remnants of coal mining and coke manufacture are important in demonstrating important industries in the regions and Queenslands history. Coke manufacture played an important though under-recognised role in early coal mining and related industries over an extended period of time (1870s - ). The Mihi Creek site includes archaeological artefacts which illustrate early examples of processes and activities relating to the increasing demand for quality coke for use in early Queensland industry in the late 19th century (particularly for rail and maritime industries and coal-powered engines generally).</p><br>
<p>Archaeological investigations within the Mihi Creek site have potential to answer a range of research questions about late 19th Century railway construction and design, and Queensland&#39;s late 19th and early 20th Century coke manufacturing industry.</p><br>
<p>The area immediately adjacent the former rail line embankments have high potential to contain further structures and archaeological evidence associated with Queenslands first section of main line. This area has potential to provide further information about the construction of rail formations and embankments at the inception of the States railway development. Comparative analyses of elements of the line within the Mihi Creek site with other known previously recorded features (e.g. Sandstone Railway Culvert, North Ipswich, Sandstone Railway Culvert, Wulkuraka, and North Ipswich Railway Workshops) have potential to shed new light on this important development in Queensland&#39;s history.</p><br>
<p>The paucity of primary documentary material relating to coke manufacture in Queensland makes archaeological evidence the primary source relating to coke manufacture. Subsurface remains would feature high integrity due to lack of disturbance since the cessation of coke manufacture in. Archaeological investigations within the Mihi Creek site could produce evidence which would confirm or challenge contemporary understandings of the coke industry in Queensland, particularly about coke manufacturing processes, coking infrastructure, coke plant layout, organisation and evolution through time.</p><br>
<p>While the colliery and coking operations at Mihi Creek were one of a number of the type within the West Moreton Coalfield, they were also one of the longest running (1870s - ) and underwent significant change over time, including owners and potentially equipment and production techniques. Archaeological investigations have potential to reveal important information about specific operations at Mihi Creek, particularly the full extent of coal mining and coke manufacture, the types of equipment used (other than beehive oven type and probable number in the original battery), and the precise location of key features.</p><br>
<p>Coke manufacture at Mihi Creek went through several phases and intra-site analyses into changing work practices and inter-site comparisons with other coke manufacture sites would provide insights into the degree of change and/or continuity in coke manufacture practices on the West Moreton Coalfield and potentially across the State.</p><br>
<p>Sandstone Railway Culvert is a heritage-listed culvert at about 130m west of the corner of WM Hughes Street and Musgrave Street, North Ipswich, City of Ipswich, Queensland, Australia. It was built between 1864 and 1865. It was added to the Queensland Heritage Register on 13 November 2008.</p><br>
<h2>History</h2><br>
<p>The Sandstone Railway Culvert at North Ipswich is located near the north eastern corner of the North Ipswich Railway Workshops. It is one of the few surviving original components of Queensland&#39;s first section of main line railway constructed between 1864 and 1865.</p><br>
<p>Queensland&#39;s colonial government fostered the development of railways as a means of developing the State and providing social benefits. It was argued that rail would reduce freight costs and save travel time for passengers. An added incentive for rail development in Queensland was the very poor state of the roads. In wet weather especially, this hampered the transport of freight.</p><br>
<p>The Ipswich reach of the Bremer River was chosen as the eastern terminus of the first main line railway instead of Brisbane because of the importance of Ipswich to the Darling Downs pastoralists. The town was located at the intersection of routes to the Darling Downs and Upper Brisbane Valley. It was the head of navigation of the Brisbane and Bremer Rivers and the town reach of the river was a major inland port for the pastoralists. Ipswich residents together with many pastoralists had campaigned for the town to become Queensland&#39;s capital. Eventually, Brisbane assumed that role but Ipswich remained an important regional centre.</p><br>
<p>The Chief Engineer responsible for construction of the railway was Abraham Fitzgibbon, later to be engaged as Queensland&#39;s first Commissioner for Railways. Charles Fox and Son, an engineering firm based in England, were appointed as consulting engineers and Peto, Brassey and Betts, contractors with worldwide railway construction experience, were engaged to construct the line. Several months prior to its completion, operating staff also began to be recruited.</p><br>
<p>Construction of the first section of main line between Ipswich and Bigges Camp (now Grandchester) officially commenced on 25 February 1864 with the turning of the first sod at North Ipswich by Lady Diamantina Bowen. The first part of the route for this section commenced in the vicinity of the present Ipswich railway station, it crossed the Bremer River at the town reach and followed the north bank from the North Ipswich Railway Workshops, across Mihi Creek and Iron Pot Creek, joining the route of the present main line at Wulkuraka. The line to Bigges Camp was officially opened on 31 July 1865.</p><br>
<p>The culverts built for the Southern and Western railway lines were built to standard designs approved by Fitzgibbon in 1863. They were of masonry or timber construction; concrete was not used for culverts in Queensland until the 1880s. The North Ipswich culvert was built to the standard design for 4 ft wide brick culverts. This design comprised a floor and sides of cut sandstone with an arched roof made from a double layer of bricks. Another culvert at Wulkuraka is built to the design for 6 ft wide brick culverts. There are no known examples of intact timber culverts on this section of line.</p><br>
<p>In 1875, the first part of the route, six kilometres of line between North Ipswich and Wulkuraka including the North Ipswich culvert, was bypassed by a shorter line to the south of the Bremer River via Sadlier&#39;s Crossing. This was built as part of the main railway line connection to Brisbane, approved in 1872. The rail link to Brisbane rendered the river trade along the Bremer and Brisbane Rivers redundant and spelt the end of the river port at Ipswich. A portion of the old line between North Ipswich and Wulkuraka was retained to serve the Railway Workshops and a small coal mine.</p><br>
<p>The North Ipswich culvert is one of only three known culverts that belonged to the first section of main line. The other culverts (Sandstone Railway Culvert, Wulkuraka) are located near Wulkuraka. They are the earliest known railway culverts in Queensland.</p><br>
<h2>Description</h2><br>
<p>The Sandstone Railway Culvert is located in a deep gully about 130m west of the intersection of WM Hughes Street and Musgrave Street at North Ipswich. It is contained within a large undeveloped parcel of urban land that slopes down to the edge of the Bremer River.</p><br>
<p>The culvert comprises a long tunnel, about 1.2m wide, beneath an unsealed roadway. It is lined on the floor and to about a third of its height along the sides with rusticated sandstone blocks. The blocks lining the floor are long and considerably narrower than those lining the side. There are two courses of blocks on each side of the culvert. The arched roof of the culvert is lined with bricks.</p><br>
<p>The portals of the culvert are fashioned from dressed sandstone, cut to form an arch; the brick roof of the culvert is not visible externally. At the eastern end of the culvert, the arched sandstone portal intersects with a wing wall made from rusticated sandstone blocks. Both portals are obscured by vegetation at the foot of the gully.</p><br>
<h2>Heritage listing</h2><br>
<p>Sandstone Railway Culvert was listed on the Queensland Heritage Register on 13 November 2008 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>As an original component of Queenslands first section of main line railway, the Sandstone Railway Culvert at North Ipswich is important in demonstrating the evolution of Queenslands history. This section of main line, running between the Bremer River at Ipswich and Bigges Camp (now Grandchester), marked the beginning of Queenslands rail network and was an important step in the economic and social development of the State.</p><br>
<p>As an element of the now bypassed section of main line between the original terminus at the Bremer River and Wulkuraka, the culvert provides tangible evidence of the economic and geographic priorities of the colonial government in the 1860s. The government decided to terminate the first main line at the Ipswich reach of the Bremer River because it functioned as an inland port for the pastoralists of West Moreton and the Darling Downs. This decision reflected the influence of the pastoralists in these regions and their requirements for faster, more economic transport to port.</p><br>
<p>The place demonstrates rare, uncommon or endangered aspects of Queensland&#39;s cultural heritage.</p><br>
<p>The North Ipswich culvert is rare as one of the few surviving original components of Queensland&#39;s first section of main line railway. The railway culverts at North Ipswich and Wulkuraka (Sandstone Railway Culvert, Wulkuraka) are the only original culverts belonging to the first section of main line that are known to remain intact; they are the earliest railway culverts known to be extant in the State.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>The culvert is a highly intact example of the standard design for brick culverts on the Southern and Western Railway. The culvert follows the design approved by the Engineer in Chief for construction of the line, Abraham Fitzgibbon, in 1863 and comprises floors and sides of sandstone with an arched roof of bricks.</p><br>
<p>Colthup&#39;s House is a heritage-listed detached house at 109 Limestone Street, Ipswich in the City of Ipswich, Queensland, Australia. It was designed and built by John Farrelly. It was added to the Queensland Heritage Register on 21 October 1992.</p><br>
<h2>History</h2><br>
<p>This two-storey brick house is part of a row of four substantial brick houses on Limestone Street, starting from the corner of Waghorn Street, that were built around 1880 by Ipswich builder and architect John Farrelly. Farrelly originally bought Allotments 8, 9, 10 & 11 of Section 28 in 1878 and apparently built the houses from recycled materials salvaged from a fire which had destroyed St Mary&#39;s convent.</p><br>
<p>John Farrelly was listed as living at Waghorn Street (corner of Limestone Street) in Postal Directories until his death in 1904 and owned all four properties until that time, suggesting that Farrelly occupied the first of the four brick homes from the corner while leasing the other three houses to tenants. The house at 109 Limestone Street, along with the other three, are an example of the work of an early property developer who contributed to the middle-class suburban development of Ipswich.</p><br>
<p>John Farrelly was born in Bawnboy, County Cavan, Ireland where he worked as a builder before he emigrated to Queensland in 1861 and settled in Ipswich. He continued to worked as a builder in Ipswich and was listed as an architect from 1878 to 1901, although he had received no formal training in the field. Farrelly was active in local politics and was an unsuccessful Parliamentary candidate for Rosewood in 1888. He was a supporter of the Catholic Church and the eight-hour day. Some of his architectural work in Ipswich included buildings for the Queensland Pastoral and Agricultural Society (1885) and St Patrick&#39;s Hall in Darling Street Ipswich (1879) among many other cottages and residences in Ipswich built from the 1870s through to 1900.</p><br>
<p>In 1909 the house was sold to James Barnett Colthup who purchased Subdivision 1 of Allotment 11 of Section 28. James Colthup was a local ironmonger and later a trader in household furnishings and was listed as having commercial premises in Nicholas Street. The house carried the name Colthups House. Colthups Chambers are still extant in Brisbane Street as well as Colthup Home&#39; in Thorn Street, a modern nursing home which has obscured the presence of an original 19th century residence owned by the Colthup family from 1918 to 1958.</p><br>
<p>In 1918 James Colthup sold the house at 109 Limestone Street and the property continued to change hands many times during the 20th Century. The house was converted to flats most probably in the 1930s when the verandahs were enclosed and the staircase removed. The back verandah remains enclosed displaying coloured glass windows in the exterior wall.</p><br>
<p>The house at 109 Limestone Street remains as the most intact example of the four houses constructed by John Farrelly. The original design is easily visible and all interior joinery is still intact. The house also clearly displays evidence that the building materials were recycled. The house still demonstrates the original characteristics of its initial purpose as a late 19th century middle class residence.</p><br>
<h2>Description</h2><br>
<p>The house is set close to Limestone street presenting a single storey to the street with the land falling away to the rear of the property, with two storeys at the rear. It is of load bearing brick rendered with ruled joints. The roofline is a steeply pitched hip and is broken at the verandah line to form a curved profile. The house was constructed from recycled materials from St Mary&#39;s Convent and this can be seen in the size of the structural timbers and the distinctive windows.</p><br>
<p>The upper level consists of a central hallway containing a stair to the lower level, with three bedrooms opening from the left of the hall and two formal rooms opening from the right. The hallway is a generous size and both front and rear doors are original and feature sidelights with Gothic arches and coloured glass. The formal living rooms contain back to back fireplaces and open to the verandah via French doors. The verandah surrounds four sides of the upper level and is enclosed at one side to form a storeroom. The house has been extended at the rear to form a family room, kitchen and bathroom. The core rooms on the upper level have vaulted ceilings of tongue and groove boarding and double-hung windows with distinctive top sashes with curved tops. The hallway ceiling has been lined with plasterboard. The original window and door joinery is intact. The verandah was enclosed earlier and no elements of the original detailing remain.</p><br>
<p>The lower level consists of a hallway, two bedrooms and a new bathroom. One of the bedrooms was the original kitchen and contains a large fireplace. The area under the front verandah can be accessed from the lower level hall and is enclosed with rough stonework with a concrete floor and a small timber window. This space is said to be the original bathroom and contains a concrete tub, which was apparently a feature of all John Farrelly&#39;s houses.</p><br>
<h2>Heritage listing</h2><br>
<p>Colthup&#39;s House was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The house is important in demonstrating the pattern of Queensland&#39;s history in that it reflects the suburban development of Ipswich in the latter 19th century. As one of four houses constructed around 1880 by the builder John Farrelly it is an example of multiple property development in a time of growth and expansion for Ipswich. It also exemplifies a trend in usage of recycled building materials as common practice during the period of construction.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>The house is an intact example of an 1880s middle class dwelling with original design features and fittings still evident in the fabric. It stands as the most intact example of a group for four adjacent dwellings constructed around 1880.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>The house contributes significantly to the streetscape of upper Limestone Street approaching the hill towards Burnett Street and the surrounding area which is characterised by many examples of 19th century houses. Most notable is the coherent streetscape presented by the four adjacent masonry dwellings (being 109, 107, 105 & 103 Limestone Street) all of similar design and construction.</p><br>
<p>The place has a special association with the life or work of a particular person, group or organisation of importance in Queensland&#39;s history.</p><br>
<p>The house has special association with life and work of local architect and builder and prominent member of the Ipswich community John Farrelly. Farrelly was registered as an architect in Ipswich from 1878 to 1901.</p><br>
<p>Ipswich West State School  is a heritage-listed state school at 12 Omar Street, West Ipswich, City of Ipswich, Queensland, Australia. It was built from 1861 to 1919. It is also known as Ipswich West Special School It was added to the Queensland Heritage Register on 21 October 1992.</p><br>
<h2>History</h2><br>
<p>The Ipswich West State School and Ipswich West Special School stand on a site which has been used as a primary school since 1861. Following the first Education Act of 1860 a government based education system was commenced in Queensland and schools began to appear across the state. In 1861, seven National Schools were opened in Queensland which included the coeducational school at Little Ipswich on 5 August. Little Ipswich (now West Ipswich) was an area of early urban settlement in Ipswich and in 1862 there were 52 pupils enrolled at the school.</p><br>
<p>Later agitation by the Ipswich National School Committee forced the establishment of a separate Boys and Girls Schools and a new Boys&#39; School Building was erected in 1882 on the site of the present Special School. Contractors Reuben Worley and James Whitehead erected the building at a cost of £621, of which £200 was provided by the local community in accordance with government legislation of the time. The Education Act of 1875 introduced free, compulsory education for children aged 6 to 12 years which prompted an increase in school attendance and a need for additional educational facilities. Local communities were required to provide one fifth of the cost of construction and the Department of Public Instruction provided a teacher and resources.</p><br>
<p>The school was erected to one of the standard designs of Robert Ferguson, Superintendent of School Buildings for the Department of Public Instruction from 1875 to 1893. This standard design was known as "Carpenter Gothic", a style used in metropolitan areas and provincial cities from 1880 to 1893. The design addressed problems in earlier school buildings by providing wider verandahs, ample floor space, play sheds, well protected hat rooms, convenient lavatories and decent offices. The design of these school buildings also reflected a change in attitude to the education of children as it responded to the concerns of educationalists including improved light and ventilation for students.</p><br>
<p>The former Boys&#39; School building displays many of the original design features such as steeply pitched roofs, decorative finials and brackets at the end gables and diagonal boarding on the verandah ceilings. The grounds also contained a play shed, common in the Ferguson era, still standing today.</p><br>
<p>After the erection the Boys School the girls continued to occupy the original 1861 school building. During the floods of 1893 the Girls School was used for accommodating people who had lost their homes. Building of a new Girls&#39; School began in 1907 and this involved construction of a brick wing by Mr. Harry Woodford at a cost of £613. In 1911 an additional brick wing was added by Wilson and Pickels contractors at a cost of ₰894/10/-. Work on the final section was commenced in 1919 at a cost £3,123 and was officially opened on 19 June 1920.</p><br>
<p>The gradual construction of the three brick school buildings from 1907 to 1919 reflected a change in the design and construction method of state schools due to the increased prosperity in Queensland in the early 1900s. Brick schools were all individually designed and were built in areas where a large population justified their construction. Brick schools were not commonplace which makes the Ipswich West State School buildings a good example of the type of school buildings erected in an established urban area during the period.</p><br>
<p>In 1934 the Boys and Girls Schools again became coeducational, occupying only the brick buildings, with Mr. C.W. Munro as the Headmaster. At this time pupils numbered 232 and remodelling of the school was undertaken at a cost of £682.</p><br>
<p>For twenty years the old Boys&#39; School stood unoccupied and fell into disrepair. Demolition was resisted by the School Committee who carried out some maintenance and used it as a venue for fund raising functions. In 1957 vocational training for primary pupils of the Ipswich district was introduced and the old school became a manual training centre. The school is the now the premises for the Ipswich West Special School.</p><br>
<p>Recent additions to both school complexes include a new painted blockwork and timber covered way and classroom block designed by Bruce Buchanan Architects Pty Ltd and built in 1991 at a cost of $400,000 at the Ipswich West State School, and a new block designed by David Pagenden Architects for the Special School, also built in 1991.</p><br>
<h2>Description</h2><br>
<p>The listing boundary encompasses two separate state schools on a single site - Ipswich West State School and Ipswich West Special School, both of which contain early school buildings.</p><br>
<p>Ipswich West Special School, at the northern end of the site, contains two early timber school buildings, constructed in 1882. These buildings are typical of the schools constructed during the Ferguson Era (1875-1893) of the Department of Public Instruction and are similar to the B/T4 Type, usually designed for medium to larger schools.</p><br>
<p>The two wings are set at right angles to each other and are low set, timber framed buildings clad in chamferboards and supported on brick piers. They have steeply pitched gable roofs with stepped bargeboards to the original verandah spaces. Decorative timber brackets are set in front of timber louvred vents at each gable end. Each wing originally contained two separate classrooms with verandahs front and back. At each end wall a large bank of windows is protected by a timber window hood. The classrooms in the eastern wing feature tall, narrow timber windows which pivot from a central fitting. The original verandah ceilings are lined with diagonal boarding on top of the rafters. Classroom walls and ceilings are lined internally with horizontal boarding. The northern wing has a separate teachers room set at 90 degrees to the main building and accessed from the front verandah.</p><br>
<p>The northern wing retains one classroom with internal boarded finish, the other classroom has been divided with plasterboard partitions into office spaces. The eastern wing contains two classrooms linked by a concertina door. The rear walls to the verandahs have been removed and the verandah space incorporated into the classrooms. A new classroom block and covered walkway has been added at right angles to the eastern wing.</p><br>
<p>An early timber play shed is located in the Ipswich West Special School grounds. It is a gable roofed open structure of the B/T5 Type. Surviving early fabric includes large-scale timber posts with curved timber brackets. The posts have been cut off at the base and supported on steel stirrups. The play shed has been re-roofed and the end wall enclosed with steel custom-orb sheeting with weatherboards to each gable end.</p><br>
<p>Ipswich West State School contains three brick school buildings which were constructed between 1907 and 1919. Brick schools were not as common as timber schools and these buildings do not conform to a particular typology. Brick schools were usually individually designed and were built in areas which had a larger population.</p><br>
<p>The buildings are set in a U-shape configuration, and are of face brick construction with steeply pitched gable roofs. Decorative timber fretwork is a feature of each gable end, and the south and west wings have louvred vents behind the fretwork. The 1907 wing is separated from the adjoining western wing, the western wing abuts the south wing at one corner and all buildings are connected by a timber verandah. A separate room was constructed for the principal&#39;s office at 90 degrees to the west wing, accessed from the verandah. The verandah is simply detailed with slatted timber balustrades, lattice panels and curved timber valances.</p><br>
<p>The 1907 north wing is a low-set building with equally spaced double- hung windows to three sides. Separate window hoods protect the end windows and the roof is extended down and supported with timber brackets to protect the windows to the northern side. The eastern end of the verandah has been enclosed with weatherboards to form a storeroom. The interior ceilings are lined with tongue and groove boarding and feature a central lattice vent. The original single room has been divided into two offices with a recent glazed partition. Adjacent to the verandah is an early school bell. The bell hangs under a small pyramid roof set on four timber posts on a stone base.</p><br>
<p>The south wing appears to be the earlier 1911 building because the west wing has been joined to it at the corner and the end window of the south wing has been bricked in. The south wing is high set at the eastern end with toilets under the building. The toilet space is divided by single-skin vertically boarded partitions. The fixtures are recent. The upper floor of the building originally contained three separate classrooms which have now been converted to two classrooms with a multi-purpose space between them. The south wall has equally spaced double-hung windows protected by a roof overhang supported by timber brackets. A timber framed addition with a hip roof is at the eastern end of the building, which is used for offices.</p><br>
<p>The west wing, probably built in 1919, is high set with play space and a tuckshop under the building. The upper floor originally contained three separate classrooms but has been modified to house the staff room in one original classroom space, with the library occupying two classrooms with the dividing wall removed. Large bays of casement windows to each end wall remain, with the top bay of windows set inwards at an angle. Window hoods with timber brackets and lattice panels protect these windows. Access to the classrooms is provided by double timber doors with fanlights above. A separate brick office, originally for the principal, is accessed from the verandah of this wing. It is a gable roofed extension set at 90 degrees to the building with a single double-hung window.</p><br>
<p>A brick toilet block stands to the east of the buildings. It is constructed of face brick with a hip roof and high-level louvred windows. Recent school buildings have been set well back from the early buildings and do not intrude on the setting.</p><br>
<h2>Heritage listing</h2><br>
<p>The school was listed on the Queensland Heritage Register on 21 October 1992 having satisfied the following criteria.</p><br>
<p>The place is important in demonstrating the evolution or pattern of Queensland&#39;s history.</p><br>
<p>The school is important in demonstrating the pattern of Queenslands history as the layers of school buildings constructed since 1861 reflect the growth of Queenslands education system.</p><br>
<p>The place is important in demonstrating the principal characteristics of a particular class of cultural places.</p><br>
<p>They are also prime examples of two different architectural types of Queensland State School buildings which changed in response to practical needs, changing attitudes to education and social trends in local communities and the state as a whole. The 1882 buildings (in the Special School Complex) were built to the standard Ferguson design, "Carpenter Gothic", developed in response to requests by educationalists to improve standards of school buildings in Queensland. The brick buildings (in the Ipswich West State School Complex, 1907 - 1919) were constructed in a period which saw variance in design dictated by the size and wealth of the local community.</p><br>
<p>The place is important because of its aesthetic significance.</p><br>
<p>The two school complexes are of aesthetic significance, the brick buildings creating a visually consistent composition unobstructed by recent buildings and framed by mature trees in the school grounds. Both the brick and the earlier timber buildings are significant for their architectural composition and detailing e.g. the steeply pitched gabled roofs, timber brackets and finials, diagonal boarding and variety of window types.</p><br>
<p>The place has a strong or special association with a particular community or cultural group for social, cultural or spiritual reasons.</p><br>
<p>The schools have a strong association with the past, present and future generations of the school communities as a place of continuous education and recreation and as a focal point for the local community since 1861.</p><br>
<p>John A. Roebling&#39;s Sons Company, Trenton N.J., Block 3 is the northern portion of the former Roebling manufacturing complex in Trenton, New Jersey. The buildings date from 1908–1929 and the site was added to the National Register of Historic Places on August 22, 2012.</p><br>
<h2>History</h2><br>
<p>John A. Roebling, the designer of the Brooklyn Bridge, founded his steel wire manufacturing company on the site in 1849. The location, on the western side of the Chambersburg, now a neighborhood of Trenton, was chosen for its location alongside the Delaware and Raritan Canal, since buried underneath Route 129. The location also had easy access to the rail and port connections of the growing city. Under Roeblings sons the business grew, with the Trenton complex ultimately becoming Trentons largest and most famous employer. The steel wire manufactured in block 3 was used for many famous bridges and projects, from the North Sea Mine Barrage in World War I to the Golden Gate Bridge during the Great Depression. The Roebling works made the greatest contribution to Trentons reputation as an industrial center, memorialized in the motto "Trenton Makes, the World Takes" on the Lower Trenton Bridge. The business was sold by the Roeblings in 1953 and operations in Trenton stopped in 1974. Building 101 was used for some time to store paper goods.</p><br>
<p>Block 3 suffered a number of fires in the 1910s, some attributed to arson due to worker unrest. The current buildings on the site date to expansions in 1908, 1916–17, and 1929. There were seven buildings in the block, five of which are extant:</p><br>
<h2>Redevelopment</h2><br>
<p>The portion of the Roebling complex immediately to the south of block 3 has been rehabilitated as offices, a market, and a museum in the NRHP listed Roebling Machine Shop. Block 3 is adjacent to the Hamilton Avenue station of the River Line light rail line. It is also quite close to the Trenton Transit Center on the Northeast Corridor, the terminus of the River Line, providing easy rail access to New York City and Philadelphia. The Sun National Bank Center, a 10,500-seat arena home to concerts and sporting events, is across the street. The Trenton Ferry Historic District lies to the west. Nearby landmarks include the Italian People&#39;s Bakery and the New Jersey State Prison.</p><br>
<p>All the buildings in block 3 are currently in disuse and have experienced significant decay. The block has been the subject of many redevelopment efforts and is currently slated for redevelopment as lofts, offices, commercial space, and a piazza for events. Funds have been raised to convert building 101 to the Wirerope lofts, with construction slated to begin in 2015. It is expected that the renovation of the rest of the complex, including the construction of new buildings and a parking garage, will follow.</p><br>
<p>201 North Market Street is a historic commercial building located at 201 North Market Street in Champaign, Illinois.</p><br>
<h2>Description and history</h2><br>
<p>Built in about 1870, the building has an architecturally significant Italianate commercial design, stylistically matching its neighbor at 203-205 North Market Street. The Italianate style was popular in the United States from the 1850s through the 1880s and was used heavily in both residential and commercial buildings. The two-story building&#39;s characteristic Italianate features include its tall, narrow arched windows and a brick entablature below the roof line. The first floor has an original cast iron storefront, a popular decoration for commercial buildings of the era. A limestone sidewalk, possibly the only 19th-century stone sidewalk remaining in Champaign, runs in front of the building.</p><br>
<p>The building, along with its companion building at 203-205 North Market Street, was added to the National Register of Historic Places on November 7, 1997.</p><br>
<p>The Building at 203-205 North Market Street is a historic commercial building located at 203-205 North Market Street in Champaign, Illinois. Built circa 1870, the building has an architecturally significant Italianate design, stylistically matching its neighbor at 201 North Market Street. The Italianate style was popular in both residential and commercial buildings in the United States from the 1850s through the 1880s. The two-story building&#39;s characteristic Italianate features include its tall, narrow arched windows capped with keystones and its brick entablature. The building also has a cast iron storefront with classical details, a popular decorative element in contemporary commercial buildings. A limestone sidewalk, possibly the only 19th-century stone sidewalk remaining in Champaign, runs in front of the building.</p><br>
<p>The building was added to the National Register of Historic Places on November 7, 1997, along with its companion building at 201 North Market Street.</p><br>
<p>The Phi Mu Sorority House is a historic sorority house at the University of Illinois at Urbana&ndash;Champaign in Urbana, Illinois. The sorority house was built in 1928 for the universitys Delta Beta chapter of the Phi Mu sorority, which formed in 1921; the sorority itself was founded in 1852 and is one of the oldest sororities in the United States. At the time, the university had one of the largest Greek letter society movements in the country. The sororitys house has a Spanish Eclectic design with an arcaded porch and large patio, a campanile on one corner, and a colored tile roof. Phi Mu used the house until moving to a new building after World War II; the building has since been used by other Greek and student life groups.</p><br>
<p>The building was added to the National Register of Historic Places on May 21, 1990.</p><br>
<p>The Beta Theta Pi Fraternity House is a historic fraternity house located at the University of Illinois at Urbana&ndash;Champaign in Champaign, Illinois. Built in 1912, the building served as a house for the university&#39;s Sigma Rho chapter of the Beta Theta Pi fraternity, which was established in 1902. The house, along with the Kappa Sigma Fraternity House, established a new fraternity district to the west of the university campus. Architect Frederick J. Klein of Peoria designed the Classical Revival building. The three-story house has a two-story front porch supported by four Tuscan columns and four pilasters and topped by a balcony. The house is still used by Beta Theta Pi, which is still an active fraternity at the university.</p><br>
<p>The building was added to the National Register of Historic Places on August 28, 1989.</p><br>
<p>The Kappa Sigma Fraternity House is a historic fraternity house at the University of Illinois at Urbana&ndash;Champaign in Champaign, Illinois. The house was built in 1911 for the Alpha Gamma chapter of the Kappa Sigma fraternity; it was one of the universitys first large fraternity houses. The fraternity was established in 1891; it was the first fraternity formed at the university after it lifted its prohibition on fraternities. Football coach Robert Lackey helped found the university, and during its early years many of the universitys best athletes were members. Architect Archie H. Hubbard, himself an early member of the fraternity, designed the house in the Italian Renaissance Revival style. The three-story brick building features a loggia on the two side facades and belt courses dividing the floors. The upper two stories of the building have distinctive diamond-patterned brickwork.</p><br>
<p>The building was added to the National Register of Historic Places on August 28, 1989.</p><br>
<p>Thomas Maddock&#39;s Sons Company was founded by Thomas Maddock.</p><br>
<h2>History</h2><br>
<p>The firm was originally named Millington & Asthury, before Maddock joined it in 1872. It was subsequently renamed Millington, Astbury & Maddock the next year. When Millington left, it became Asthury & Maddock, before assuming the name Thomas Maddock & Sons upon the departure of Asthury. The plant is in Hamilton Township, New Jersey. It was built in 1924-25 and manufactured sanitary pottery.</p><br>
<p>Later it was purchased by American Standard in 1929 and production continued until 2002. The site lies adjacent to the Hamilton Train Station on the Northeast Corridor Line. It has been redeveloped as offices and is the centerpiece of transit-oriented development around the station.</p><br>
<p>The building&#39;s original address was 240 Princeton Avenue but now lies on American Metro Boulevard.</p><br>
<p>The Harper Family House is a historic house on Maine State Route 5 in Limerick, Maine. Estimated to date to 1809, it is one Limerick&#39;s few brick 19th-century houses, and possibly its oldest. It was owned by a single family for 144 years. The house was listed on the National Register of Historic Places in 1998.</p><br>
<h2>Description and history</h2><br>
<p>The Harper Family House is located on the west side of Route 5, in southern Limerick between Woodridge Drive and Austin Lane. It is a brick Cape style house, 1-1/2 stories in height, with a side gable roof, two chimneys, and a granite foundation. The main facade, facing roughly east, is eight bays wide, reflecting an original five-bay block and a wing whose front is flush with that block. A wood frame ell extends to the rear, joining the house to a modern garage and barn. The front facade has two entrances, one an elaborate Federal period surround with sidelights at the center of the original main block. Alterations to the building have been relatively limited, including the addition of dormers and the replacement of the front door.</p><br>
<p>The house is believed to have been built about 1809, although there is no documentary evidence to support this. It was the centerpiece of a 300 acre farm that also included a blacksmithy. The house was probably built by Samuel Harper, who settled the land in 1787, around the time of his son Ezekial&#39;s marriage. The only other brick houses in Limerick of 19th century origin are Greek Revival and Italianate in style, dating to the middle of the century. This house was sold out of the Harper family in the 1950s.</p><br>
