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Arnsberg is a small German city located northeast of the Cologne metropolitan region. The city is centered on the Ruhr and is surrounded by protected forested land, and largely survived the damage inflicted on other German cities during World War 2. Arising from this historical context is the Sauerland Museum expansion, one of the citys most significant projects in years, constructed of self-supporting travertine cladding and designed by Bez + Kock Architekten.

The project is an extension of the preexisting Sauerland Museum, which is housed in the Landsberger Hof, a former palace constructed in 1605. Typical for the era and regional vernacular, the palace is composed of lime-washed masonry arranged according to classical symmetry and topped with a steeply pitched gable.

The extension is located at the base of a slope and connects to the original museum via a bridge. (Bez + Kock Arkitekten)

Bez + Kocks extension is located at the bottom of a steeply pitched slope leading up to the palacea challenging location in terms of urban planning and construction. The original concept of the extension called for constructing over the contours of the site, but was ultimately adapted at the request of the client into its finalized form of stepped massing which rises approximately 50 feet into a slender bridge linking the two structures. The facade is sheer and, due to the narrow mortar joints and select window openings, appears monolithic. Window openings, bar that on axis with the connect bridge, are canted from the rectilinear form to diffuse sunlight from the interior curatorial spaces.

For the original concept of the museum, the design team intended to use locally sourced Grauwacke sandstone, which is known for its dark heterogeneous coloringa color palette that would have seamlessly blended with the adjacent retaining wall. However, this dark cast was found unsuitable for the standalone stature of the reoriented extension. In response, Bez + Kock opted for Gauinger travertine produced in the Swabian Alps.

While the projects massing is distinctly contemporary and its facade is stripped of ornament, the masonry components are in part traditional in that they are self-supporting. The pattern was developed in accordance with the technical requirements of all windows, doors and technical elements in the facade, and the lengths of the individual stones are random, which was a cost-saving decision, said the design team. To enhance the horizontality of the surfaces and tie together the individual elements, we specified that the vertical joints would be flush, while the horizontal joints are mortared.

More here:
The Sauerland Museum expansion staggers upward with travertine - The Architect's Newspaper

The upset and dread these days concerning COVID-19 cannot be denied. Joe and I wish all readers and their families good health in the coming days and weeks.

With the topsy-turvy changes to everyday life happening around us now in 2020 caused by illness, I got to thinking about how people in the past coped with such things. It wasnt easy for them, that I knew. I have walked through the North Hibbing cemetery and observed the many, many gravestones with 1918 engraved as the date of death. Sometimes, the birth AND death dates are both 1918. The flu epidemic that year was vicious. One can only imagine the grief that ran through so many Hibbing homes in those days.

Sometimes it helps to know that people before us were brave and resilient, even in very difficult times people who lived right here in Hibbing.

The following is taken from an essay written by Harriet Bunker for the Hibbing Historical Society. She worked at the Tribune for many years. Her essay was published in the Hibbing Daily Tribune a couple of times, including on August 6, 1976, as part of the American Bicentennial Special Edition.

I was married September 9, 1909. And came to Hibbing three days later. I thought I would only be here two or three years and have now been here 64. I retired from the Tribune in June 72.

When I first came to Hibbing there were 64 saloons and the town was a mile long and five blocks wide, so I have seen Hibbing change and grow. All of the mines had locations, among them Mahoning, which was the show place and visitors were usually taken out there.

There was an epidemic here in 1910. A traveling man at the Hibbing Hotel was the first one taken sick and I was the second. Doctors didnt know what it was, but finally after 12 babies died in one square block, McKinley and Garfield, they decided it was the water. They were moving houses on North Street, the last street in Hibbing, beyond Finn Location as ore was under it. Workmen were tearing down outside toilets and slushing around in it with high rubber boots and this was all draining into our drinking water.

I dont drink coffee or tea, just water, so I was very ill. The doctor didnt think I would live, so they sent for my mother. I couldnt even lift my little finger. All I could keep down was champagne. After two bottles of that I asked if I couldnt have something else, so my husband John bought imported ginger ale by the case.

This was in May of 1910. I ate only malted milk and cottage cheese for three months. It took me all that winter to get back to normal.

Speaking of illness, the terrible flu hit us very hard in 1918 and 1919. The Washington School was turned into a hospital and as nurses were scarce and overworked, teachers were drafted as nurses. Several of them caught the flu and died.

Many pregnant women were victims also. Dr. Weirick was quite concerned when he found out I was six months pregnant, but between the doctor and Mrs. Crandell, they got me well again. Poor Mrs. Crandell, a practical nurse, was about dead on her feet. Dr. Weirick had promised not to call her for a few days, but he did. He told her that she had to go at once to the Bunkers house as we were all sick in bed. Joan was not quite a year old. He also told her to put one of Johns nightshirts on me, as all I had left were seven veils. Thanks to the doctor and Mrs. Crandell, they pulled us all through.

(Doctor Dana C. Rood was Hibbings first doctor, coming to town in1893. Doctor H.R. Weirick joined Dr. Rood in 1898. The two were highly respected. Hibbings first hospital, built by the Oliver Mining Company, was located in North Hibbing at the corner of Center Street and First Avenue. It was named the Rood Hospital.)

When Carol was born in April at home, Mrs. Mosley was to take care of me, but Dr. Weirick said I didnt need such a good nurse and he needed her for other patients more than I needed her. The flu was still very bad.

(Hattie Mosley was an excellent nurse. She was African-American. Many accounts of life in Hibbing in these years refer to her outstanding dedication to her patients.)

Over that summer and into September, John built a house in what was then Alice. We lived in it for 56 years. Later, Alice was called South Hibbing and then just Hibbing. People said that we were crazy to build way out there the town would never grow that way.

Our house was built on Hibbing Avenue, now 2nd Avenue West, and John had workmen with horses digging out the dirt to put in a fireplace as he knew I wanted one. But, with everyone telling him that the town of Alice would never amount to anything, he called off the diggers and I never did get my fireplace.

There was a spring called See-L-See Spring with very good water five miles from Hibbing. A man took it over and bottled the water, selling it for 25 cents a gallon. Otherwise, Hibbing water had to be boiled until the new water system was installed.

Many people who lived in Hibbing in those years were from Europe. When one of these foreigners died, the family would often hire the city band and most of those attending the funeral marched to the cemetery behind the band playing the funeral march. But on the way back they would play other songs, including every time,Therell Be a Hot Time in the Old Town Tonight.

In those early days we could sit on our front porch and watch the little dinkys fall down the dumps. The dinkys were very small railroad engines which pulled the overburden to the dumps. The dinkys would often go over the edge. Many times the engineer would be killed.

We liked to go by where the new high school was being built and see the progress there.

Where Greenhaven is now we used to pick wild raspberries, chokecherries, and pin cherries. Then, the Oliver used it for a pasture.

The mayor of Alice was Andy Nelson who built a large house on 1st Avenue and 29th Street. (This large house is still there today. It has a concrete retaining wall around the yard.) Andy had a 40 acre farm and when people came to visit us in a horse and buggy they would tie it up to Andys fence. The 40 acres was eventually divided into lots.

The Alice School was very soon much too small, so four more rooms were added. Many buildings were being built on Howard Street after 1919 and one of those was the Merchants and Miners Bank. Since it wasnt finished, partitions were put up of the way inside and several grades were held there until the Alice School addition was finished.

Howard Street itself had to be filled in once all the pipes were laid deep in the ground. In the meantime, there was just a plank across to the school. The teacher wrote me a note asking me to put Chandler, who was in the 4th grade, in overalls as the older boys were in the habit of pushing the younger boys off the plank into the mud.

Do kids really change from one era to another? Would the same thing happen today? Of course it would! Also, the phrase to build way out there is still used today to describe places like where Joe & I live in the River Creek subdivision!

- - -

The following items are taken from the Hibbing Daily Tribune or the Mesabi Ore, which are on microfilm at the Hibbing Public Library and/or Iron Range Resource Center at the Minnesota Discovery Center in Chisholm.

1919

June 6, 1919

Weather permitting, there will be an outdoor Victory Sing at Missabe Park tomorrow evening at 7:30. The big chorus of high school students will lead the singing and will be accompanied by Di Marcos orchestra. The young people have been especially trained and it is a privilege and an inspiration to hear them sing. Patriotic and old-time songs will be sung. A feature will be the national songs of the Allies. Copies of all the songs to be sung will be distributed to the audience so that everyone will be able to take part.

1923

October 23, 1923

Hibbing police are warning residents that automobile thieves are coming back to life again, stealing articles from cars. Parked in front of residences and store buildings, the cars are entered by thieves on the lookout for anything of value. Thieves stole a mackinaw belonging to Ralph Nelson from his car on Saturday.

1953

June 1, 1953

Scandinavian Fraternity meets Tuesday, 8:00 p.m., at the Odd Fellows Hall.

1969

July 21, 1969

Goldfines of Chisholm is proud to sell a 3-room furniture set consisting of a 2-piece living room set in nylon cover and choice of colors, 4-piece bedroom set, and a 5-piece bronzetone dinette set all for $328. Free lay-by until wanted.

Link:
Epidemics in Hibbing's Past | Years Of Yore - Hibbing Daily Tribune

ROUTE 29 / GAINESVILLE

No significant traffic impacts scheduled.

ROUTE 234 BUSINESS (SUDLEY ROAD) / MANASSAS

I-66 West near Bull Run

Monday, March 23, through Thursday, March 26: 11:00 a.m. to 12:00 noon

Temporary 15-minute stoppages of traffic for blasting operations.

I-66 East between Bull Run Rest Area and Cub Run

Monday, March 23, through Thursday, March 26: 9:00 p.m. to 5:00 a.m.

Friday, March 27: 9:00 p.m. to 9:00 a.m.

Three right lanes will be closed for crews to install bridge beams over Cub Run.

ROUTE 28 (SULLY ROAD) / CENTREVILLE

I-66 East and West between Route 29 (Lee Highway) Centreville and Stringfellow Road

Route 28 North and South between Route 29 (Lee Highway) and Braddock Road

Braddock Road at Route 28

Monday, March 23, through Friday, March 27: 11:00 a.m. to 12:00 noon

Temporary 15-minute stoppages of traffic on I-66 East and West, Route 28 North and South, and on Braddock Road near Route 28 for blasting operations.

I-66 East from Compton Road to Route 28

Ramp from I-66 East to Route 28 North

Sunday, March 22, and Thursday, March 26: 9:00 p.m. to 5:00 a.m.

Friday, March 27: 9:00 p.m. to 9:00 a.m.

Three lanes of eastbound I-66 lanes will be closed for overhead bridge work. The ramp from I-66 East to Route 28 North will also be closed between 12:00 midnight and 4:00 a.m. (5:00 a.m. Saturday morning). Traffic will be detoured farther east to Route 286 (Fairfax County Parkway) North, stay to the right for I-66 West, then follow signs to Route 28 North.

I-66 East between Bull Run Rest Area and Cub Run

Monday, March 23, through Thursday, March 26: 9:00 p.m. to 5:00 a.m.

Friday, March 27: 9:00 p.m.to 9:00 a.m.

Three right lanes will be closed for crews to install bridge beams over Cub Run.

I-66 East at Route 29 (Lee Highway) Centreville

Monday, March 23, through Friday, March 27: 9:00 a.m. to 6:30 p.m.

The right lane will be closed for bridge work.

Route 28 South between Westfields Boulevard and E.C. Lawrence Park athletic fields

Tuesday, March 24: 9:00 p.m. to 5:00 a.m.

Two left lanes will be closed for overhead bridge work.

ROUTE 286 (FAIRFAX COUNTY PARKWAY) / FAIR LAKES

Stringfellow Road between Fair Lakes Boulevard and Village Square Drive

Monday, March 23, through Friday, March 27: 9:00 p.m. to 3:00 p.m.

Friday, March 27, from 9:00 p.m. until 3:00 p.m. Monday, March 30

The right lane of southbound Stringfellow Road will be closed for underground utility relocation. The lane will be reopened weekdays between 3:00 and 9:00 p.m. to accommodate the evening rush.

Route 286 North and South from Route 29 (Lee Highway) to Fair Lakes Parkway

Monday, March 23, through Thursday, March 26: 9:00 p.m. to 5:00 a.m.

Friday, March 27: 10:00 p.m. to 8:00 a.m.

Two lanes will be closed for overhead demolition of I-66 bridges over Route 286. Drivers should expect occasional 20-minute stoppages.

ROUTE 50 / FAIRFAX

I-66 West from Blake Lane to Jermantown Road

Monday, March 23, through Thursday, March 26: 9:00 p.m. to 5:00 a.m.

Friday, March 27, and Saturday, March 28: 9:00 p.m. to 9:00 a.m.

Three left lanes will be closed for center bridge pier work. Drivers should expect slowdowns and periodic 20-minute stoppages between 12:00 midnight and 4:00 a.m.

I-66 East from Route 50 to Jermantown Road

Monday, March 23, through Thursday, March 26: 9:00 p.m. to 5:00 a.m.

Friday, March 27, and Saturday, March 28: 9:00 p.m. to 9:00 a.m.

Two left lanes will be closed for center bridge pier work at Jermantown Road.

I-66 East from Route 608 (West Ox Road) to Route 50

Monday, March 23: 9:00 p.m. to 5:00 a.m.

Two left lanes will be closed for crane mobilization.

I-66 West from Route 50 to Monument Drive

Wednesday, March 25, and Thursday, March 26: 9:00 p.m. to 5:00 a.m.

The right lane will be closed for barrier wall demolition.

ROUTE 123 (CHAIN BRIDGE ROAD) / OAKTON CITY OF FAIRFAX

I-66 West from Blake Lane to Jermantown Road

Monday, March 23, through Thursday, March 26: 9:00 p.m. to 5:00 a.m.

Friday, March 27, and Saturday, March 28: 9:00 p.m. to 9:00 a.m.

Three left lanes will be closed for center bridge pier work at Jermantown Road. Drivers should expect slowdowns and periodic 20-minute stoppages between 12:00 midnight and 4:00 a.m.

I-66 East and West at Jermantown Road

Monday, March 23, through Sunday, March 29: 8:00 a.m. to 6:30 p.m.

The HOV lane will be closed for pile driving for new center bridge pier.

ROUTE 243 (NUTLEY STREET) / VIENNA

Ramp from Route 243 (Nutley Street) South to I-66 East

Sunday, March 22, through Thursday, March 26: 10:00 p.m. to 5:30 a.m.

The ramp from southbound Nutley Street to eastbound I-66 will be closed. Drivers will be detoured farther south, make a U-turn at Route 29, then stay to the right and follow signs to I-66 East.

Ramp from I-66 East to Route 243 (Nutley Street) North

Sunday, March 22, through Thursday, March 26: 10:00 p.m. to 5:30 a.m.

The ramp from eastbound I-66 to northbound Nutley Street will be closed. Traffic will be directed to southbound Nutley Street, then make a U-turn at Route 29.

I-66 East from Blake Lane to Nutley Street

Sunday, March 22, through Thursday, March 26: 9:00 p.m. to 5:00 a.m.

Two right lanes will be closed for barrier wall demolition. The eastbound collector-distributor lane will also be narrowed.

Cedar Lane from Hilltop Drive to Cottage Street

Monday, March 23, through Friday, March 27: 7:00 a.m. to 5:00 p.m.

Flagging operation alternating two-way traffic in a single lane for underground water line relocation.

I-66 East and West at Nutley Street

Monday, March 23, through Friday, March 27: 9:00 a.m. to 6:30 p.m.

The right lane will be closed on eastbound and westbound I-66 near Nutley Street for barrier wall demolition and paving. The collector-distributor lanes in both directions will also be narrowed.

I-495 (CAPITAL BELTWAY) / DUNN LORING

Ramp from I-66 East to 495 Express Lanes South

Wednesday, March 25, and Thursday, March 26: 8:00 p.m. to 5:00 a.m.

The ramp from eastbound I-66 to the southbound 495 Express Lanes will be closed. Traffic will be directed to the I-495 South general-purpose lanes.

I-495 South from Route 7 to I-66

Monday, March 23, and Tuesday, March 24: 10:00 p.m. to 5:00 a.m.

Two left lanes will be closed for bridge work.

Read more from the original source:
I-66 Lane Closures and Traffic Changes, Week of March 22 - Prince William Living

From basement to back porch, I make my way through a timestamp of history. Decades are traversed with each step old coins uncovered beneath basement floors; pop culture headlines unveiled in newspapers stashed in the back of a closet.

I live in an old house. A place where past times and modern days converge.

The etching in the basement reads 1934. Eighty years ago someone poured concrete and was astute enough to mark the date. I wonder who it was, and what his life was like. Earlier that year, the Flash Gordon comic strip debuted and the first high school auto driving course was offered in Pennsylvania.

Did he own a car? Was he a Sunday funnies fan?

Did he watch Shirley Temple in her inaugural movie or chuckle at the first Donald Duck cartoon?

Did he cheer when Babe Ruth hit his 700th career home run in July?

Was he worried when Adolf Hitler became commander-in-chief of Germany in August?

Was he a scholar? Jokester? Blue-collar guy?

The concrete tells only the date.

September 17, 1943, was a Friday. I imagine the weather was nice. Temps have generally cooled at this time of year, but autumns chill has yet to arrive. I am sure the hardwood forest was still primarily green, but, perhaps, a tinge of yellow and red was beginning to tint the leaves.

On this day, someone poured concrete on my back porch. Unlike the austere 1934 in the basement, the stamp from nearly a decade later is much more artsy and imaginative. Scrolls outline the date, and a wagon wheel design rests beneath it. Its purpose appears to be purely decorative.

But who took the time to embellish the numbers to highlight and accentuate the calendar day? Was an actual wheel used to make the imprint, or did someone draw it?

As a child, my fingers played on the spokes, often highlighting them with white chalk. I would smile when running my fingers across the grooves; frown when my Jack rocks ball would take a bad bounce after hitting the uneven surface.

As an adult, I have simply pondered the date and designs wondering about their history and the person who made them.

I am a news junkie, but what about the person behind the scrolls and wagon wheel? Did he listen to the news on that date and lament the explosion of ammunition at Norfolk Naval Air Station? Did he read about it the next day in the pages of the Bluefield Daily Telegraph?

My old house has a rich history. According to family stories, it was built by a wine maker from Italy Dominic Zeoli. Land deeds back up this part of the tale. A little fuzzier is the lore surrounding the actual construction of the house.

Many have told me the house was built by the same Italian stonemasons who crafted the walls in Bluefield. Legend has it they worked in the city during the day and spent evenings in my small community of Duhring. They would drink wine and build Mr. Zeolis house. Bricks for the house supposedly came from the old coke oven in Goodwill, and sand for the grout from the Bluestone River.

Although I cant authenticate the story, I do know when my family moved in many decades ago grapevines covered the house, murals adorned walls and wine casks filled one of the basement rooms. To this day, it is still dubbed the wine room.

The year 1992 was busy in headlines and at home. Ross Perot was running for president, 16-year-old Tiger Woods became the youngest PGA golfer in 35 years and Amy Fisher shot Mary Jo Buttafuoco, spurring stories and made-for-TV movies for years to come.

And there was also that vote-for-your-favorite-Elvis-stamp craze, which ultimately gave our post office in Rock its own moment in history.

I spent the summer in frenzied bride-to-be state preparing for an August wedding. And at some point during those warm months my father worked for a few days repairing a portion of the backyard retaining wall originally constructed by the Italians.

Although I have vague memories of the work, they are sparse. At the time my mind was cluttered with white satin, wedding cake designs and pink and plum flower options.

I do know that my brother was visiting when the repair work was nearly completed. His initials, WEM, beside the date 1992 remain visible to this day. Alsospecial is the handprint beside them.

I imagine an enthusiastic Dad dragging a protesting Mom from the kitchen. She probably wiped her hands on a dishtowel before finally, at Dads urging, placing one palm firmly in the wet concrete surrounding the stones. At that moment, Moms imprint became a piece of history.

An old house is much more than brick and stone. It is a timeline of the people who have passed before.

Samantha Perry is editor of the Daily Telegraph. Contact her at sperry@bdtonline.com. Follow her @BDTPerry.

Read more from the original source:
A place where past times and modern days converge - Bluefield Daily Telegraph

While expressing the urgent need to clear waste dumped at Mangaluru City Corporations landfill site at Pachchanady since long, a section of residents near Pachchanady have urged the corporation to take action for daily processing of garbage brought to the site.

We want zero waste at the site. The corporation should clear the waste dumped over years through bio-mining. Waste generated every day should be totally processed on daily basis, said M.G. Hegde, convenor of the newly formed Pachchanady Hagu Ghanatyajya Bhaadita Itare Pradeshagala Samrakshana Samiti, here on Thursday.

Addressing presspersons, Mr. Hegde said that a proposal to construct a retaining wall at the landfill site at a cost of 4 crore will not serve any purpose.

With heavy rain, this retaining wall cannot prevent another garbage slip. The leachete from the accumulated waste at the landfill site has polluted open wells and other water bodies, he said.

Laurence DSouza, a member of the samiti, said that enough representations have been given to the corporation and elected representatives to clear waste from the landfill site. There are technologies available for bio-mining and other modes for processing the accumulated waste. The corporation should make transparent the process of selection of agencies for disposal of waste at the landfill site, he said.

Sister Veronica, another member of Samiti, said apart from Mandara, which was severely affected following the garbage slip in August last year, residents of Thiruvail, Devarapadavu and Shaktinagar were facing hardship because of the landfill site.

When the corporation is increasing solid waste management cess, we want it to effectively process the waste, she said.

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Read the original:
Pachchanady residents want allgarbage processed on daily basis - The Hindu

District 47 - West TN - NorthernBENTON COUNTY, I-40:Monday, March 16 and Tuesday, March 17, 8:30 a.m.-4:00 p.m.: There will be temporary lane closures on I-40 eastbound and westbound in Benton County between MM 133.0-MM 134.7

(LM 8.46) for routine bridge inspection. They plan on starting in the eastbound direction on Monday and then moving to the westbound direction on Tuesday.

CARROLL COUNTY, SR-22A: Bridge repair over Brier Creek at LM 0.34 and over CSX Railroad atLM 3.10.

Restrictions: Monday, March 9, 2020: SR 22A in Huntingdon will be reduced to one lane traffic with a traffic signal system.

DYER COUNTY, SR-20 (US-412): The resurfacing on SR 20 from US 51 (SR 3) to the Crockett County Line will cause temporary lane closures throughout the project.

HENRY COUNTY, SR-54: The grading, drainage, construction of bridges, retaining wall and paving on SR 54 from near Rison Street to near Smith Road. Motorists should watch for trucks entering and exiting the roadway. *Speed limit has been reduced to 35MPH.

Restrictions: Beginning on Monday, November 25, 2019: Bridge work on SR 54 at LM 12.02 (Bridge nearest Guthrie) will cause a 10 lane restriction. *Traffic has been shifted to Phase 3 of traffic control.

OBION COUNTY, Future I-69 (Phase 2): Grading, drainage, construction of eight bridges on future I-69 from south of US 51 (SR 3) to south of US 45W (SR 5) will cause possible lane closures throughout the project. *Speed limit is reduced to 45 MPH through the US 51 (SR 3) portion of the project. The southbound traffic has been switched to the northbound side on SR 3 throughout the work zone, for phase 2 construction.

Restrictions: Wednesday, November 6, 2019: SR 3 will have traffic in the outside lanes in both directions. Inside lanes will be closed for construction. Traffic is reduced to one lane in each direction with an 11 6 lane restriction.

OBION COUNTY, Future I-69 (Phase 3): Grading, drainage, construction of bridges and paving on future I-69 from west of SR 21 to US 51 (SR 3) will cause possible lane closures throughout the project.

Beginning on Monday, July 29, 2019: SR 21 North will from Clifford Rives Road to Lindenwood Road. The closure is expected for approximately 1 year to allow the construction of the overhead Bridge on the new portion of SR 21 along with the Road & Drainage of the I-69 mainline. Northbound traffic will detour from SR 21 East onto Clifford Rives Road, then North on Bethlehem Road, West onto Lindenwood Road before proceeding North on SR 21. Southbound traffic will be in reverse order. Detour routes are posted.

OBION COUNTY, SR-43 (US 45E): Repair of the bridges (right & left) on SR 43 over overflow will cause possible lane closures throughout the project.

Restrictions: Beginning on Friday, January 24, 2020: SR 43 traffic will be reduced to one lane in each direction at the bridges over overflow with a 12 lane restriction and a 5 6 shoulder restriction.

WEAKLEY COUNTY, SR-43 and SR-372 (45E Business) interchange (Region 4 Concrete Repair):

Wednesday, March 11 through Wednesday, March 18: There are no scheduled closures.

District 48 - West TN Middle/SouthernHAYWOOD COUNTY, SR-19 (Brownsville Bypass): The construction of an I-Beam bridge along with grading, drainage, and paving may cause temporary lane closures on SR 19 (Brownsville Bypass) from east of SR 87 LM 11.12 to west of Windrow Rd. LM 14.73. One lane will remain. Motorists should watch for trucks entering and exiting the roadway. Speed limit is reduced to 45 MPH within the project limits. Beginning February 17 Shaw Chapel Rd will be closed, and a detour put in place.

MADISON COUNTY, SR-186 (US 45 Bypass) and I-40: Interchange improvements on SR 186 (US 45) north and southbound from the I-40 ramps to Old Hickory Blvd for paving and construction of retaining walls. Widening of I-40 from just east of Exit 79 to just east of Exit 82.

Thursday, March 12 and Friday, March 13, 9:00 a.m.3:00 p.m.: SR 5 (Highland Avenue) will have intermittent left and right lane closures both north and southbound from Vann Drive to the Carriage House/Ridgecrest intersection for bridge construction activities.

Saturday, March 14, 6:00 a.m.-6:00 p.m.: SR 5 (Highland Avenue) will have intermittent left and right lane closures both north and southbound from Vann Drive to the Carriage House/Ridgecrest intersection for bridge construction activities.

Saturday, March 14, 6:00 a.m.-6:00 p.m.: Intermittent left and right lane closures on I-40 east and west bound MM 82.0-83.0 for pothole repairs. Backup date Sunday, March 15, 6:00 a.m.-6:00 p.m.

Saturday, March 14, 6:00 a.m.-6:00 p.m.: Eastbound on ramp for I-40 will have intermittent closures for construction activities. Backup date Sunday, March 15, 6:00 a.m.-6:00 p.m.

Saturday, March 14: The ramps I-40 WB exit 80 to SR186 SB and ramp Exit80 East Bound to North Bound SR186 will be closed for approximately 1 hours for restriping.

Monday, March 16 through Wednesday, March 18, 9:00 a.m.3:00 p.m.: SR 5 (Highland Avenue) will have intermittent left and right lane closures both north and southbound from Vann Drive to the Carriage House/Ridgecrest intersection for bridge construction activities.

LOOK AHEAD:Thursday, March 19 and Friday, March 20, 9:00 a.m.3:00 p.m.: SR 5 (Highland Avenue) will have intermittent left and right lane closures both north and southbound from Vann Drive to the Carriage House/Ridgecrest intersection for bridge construction activities.

Thursday, March 19, 8:00 p.m.-6:00 a.m.: Left lane closure of I-40 east bound from MM 81.5-83.0 for removal of temporary barrier rail.

Friday, March 20, 8:00 p.m. to Monday, March 23, 6:00 a.m.: Intermittent left and right lane closures of I-40 east bound MM 81.5-83.0 for milling, paving, and setting barrier rail.

Saturday, March 21, 1:00 p.m. to Monday, March 23, 6:00 a.m.: Left lane of I-40 west bound from MM 81.5-83.0 for removal of barrier rail.

Saturday, March 21, 6:00 a.m.-6:00 p.m.: SR 5 (Highland Avenue) will have intermittent left and right lane closures both north and southbound from Vann Drive to the Carriage House/Ridgecrest intersection for bridge construction activities.

Monday, March 21 through Wednesday, March 23, 9:00 a.m.3:00 p.m.: SR 5 (Highland Avenue) will have intermittent left and right lane closures both north and southbound from Vann Drive to the Carriage House/Ridgecrest intersection for bridge construction activities.

MADISON COUNTY, SR-198: The construction of a concrete box bridge on SR 198 over Bear Creek (LM 8.65) along with grading, drainage, and paving will cause temporary lane closures.

Restrictions: Beginning April 29, 2019 there will be an 11 width restriction and a temporary signal will be put in place. Motorists should watch for crews and equipment in the roadways.WEATHER PERMITTING

TDOT District 48 MAINTENANCE:Wednesday, March 11 through Wednesday, March 18, 9:00 a.m.-3:00 p.m.: There will be possible lane closures at various locations in Region IV in order to repair pavement on an as needed basis.

District 49 - West TN SouthwestFAYETTE COUNTY, SR-194: The repair of culverts will cause temporary lane closures throughout the project near Tall Forest Ln (MM 13.0) and Feathers Chapel Rd (MM 18.0.)

FAYETTE COUNTY, SR-196: The repair of culverts will cause temporary lane closures throughout the project near Douglas Dr (MM 4.0) and near Douglas Dr (MM 10.0.)

SHELBY COUNTY, I-40: Mississippi River Lighting Repair (Hernando Desoto Bridge)

Thursday, March 12 and Friday, March 13, 7:00 p.m.-6:00 a.m.: INTERMITTENT lane closures on I-40 east and westbound at MM 0.00 on the Hernando Desoto Bridge to allow for bridge lighting repairs. Weather Permitting

SHELBY COUNTY, I-55: ITS Maintenance

Thursday, March 12 and Friday, March 13, 9:00 a.m.-3:00 p.m.: CLOSE outside lane on I-55 northbound from MM 5.4 to MM 5.8 to perform ITS Maintenance. Weather Permitting.

SHELBY COUNTY, SR-14: The grading, drainage, construction of concrete Bulb-Tee and I-beam bridges, signals and paving on SR 14 from east of Old Covington Pike to SR 385 will cause possible lane closures throughout the project. *Speed limit has been reduced to 45 MPH.

SHELBY COUNTY, SR-14: Construction on SR 14 for a widening project from SR 385 to east of Kerrville Rosemark Rd. There will be possible temporary lane closures throughout the project. *Speed limit has been reduced to 45 MPH.

SHELBY COUNTY, SR-205: Bridge repair at Big Creek drainage ditch (MM 1.0)

Beginning Monday, March 2, 6:00 a.m. through Wednesday, April 22, 2020: There will be a full closure of SR 205 at Big Creek drainage ditch (MM 1.0) to replace the bridge. Detours will be provided.

TIPTON COUNTY, SR-3 (US-51): Resurfacing on SR-3 (US-51) from Winn Avenue to Hope Street

Wednesday, March 11 through Tuesday, March 17, 8:00 p.m.-6:00 a.m.: There will be intermittent lane closures on north and southbound SR 3 (US-51) from Winn Avenue to Hope Street (MM 15.0 MM 19.0) for curb ramp installation. Weather Permitting.

TDOT District 49 MAINTENANCE: Thursday, March 12 through Wednesday, March 18, 9:00 a.m.-3:00 p.m.: There will be possible lane closures on all interstates and state routes in District 49 for routine maintenance activities on an as needed basis.

TDOT District 49 On-Call Guardrail/Concrete Barrier Rail Repair:

Wednesday, March 11 through Tuesday, March 17, 8:00 p.m.-6:00 a.m.: There will be night time lane closures at various locations on SR 3 (Shelby, Tipton, and Lauderdale Counties), SR 385 (Shelby County), SR 15 (Shelby County), SR 175, SR 14 (Shelby and Tipton County), I-40 (Fayette and Shelby Counties), I-269 (Shelby and Fayette Counties), I-55 and I-240. One lane will be CLOSED to repair damaged guardrail.

Wednesday, March 11 through Tuesday, March 17, 8:00 p.m.6:00 a.m.: The following ramps will be closed to repair damaged guardrail.

I-40

Westbound EXIT 2 to Smith/Chelsea

Westbound EXIT 12 on ramp from Sycamore View

Westbound EXIT 18 on ramp from SR 15 (US 64)

Eastbound EXIT 8 on ramp from SR 14

I-55

Northbound EXIT 7 to Third Street

Northbound EXIT 12 on ramp from Metal Museum Dr

I-240

Westbound EXIT 15A to Poplar Ave eastbound

Westbound EXIT 21 to Lamar Ave southbound

Westbound EXIT 25A to I-55 southbound

Eastbound EXIT 12B to Sam Cooper Blvd

SR-14

Northbound EXIT to Raleigh-Millington Rd

THP will assist with traffic control. Weather Permitting. If weather does not permit, the closure will be on the next available night.

Thursday, March 12 through Wednesday, March 18, 9:00 a.m.-3:00 p.m.: There will be day time lane closures at various locations in Tipton County on SR 14, SR 59, SR 206, and SR 178; Fayette County on SR 86; and Shelby County on SR 204 and SR 388 to repair damaged guardrail. One lane will be CLOSED in each direction to repair damaged guardrail. If weather prohibits, the repairs will be performed on the next available day. Flagmen will be used where necessary. Weather Permitting.

LOOK AHEAD

Wednesday, March 18 through Tuesday, March 24, 8:00 p.m.6:00 a.m.: The following ramps will be closed to repair damaged guardrail.

I-40

Westbound EXIT 2 to Smith/Chelsea

Westbound EXIT 12 on ramp from Sycamore View

Westbound EXIT 18 on ramp from SR 15 (US 64)

Eastbound EXIT 8 on ramp from SR 14

I-55

Northbound EXIT 7 to Third Street

Northbound EXIT 12 on ramp from Metal Museum Dr

I-240

Westbound EXIT 15A to Poplar Ave eastbound

Westbound EXIT 21 to Lamar Ave southbound

Westbound EXIT 25A to I-55 southbound

Eastbound EXIT 12B to Sam Cooper Blvd

SR-14

Northbound EXIT to Raleigh-Millington Rd

THP will assist with traffic control. Weather Permitting. If weather does not permit, the closure will be on the next available night.

TDOT District 49 On-Call Drain Cleaning:

Thursday, March 12 and Sunday, March 15 through Thursday, March 19, 8:00 p.m.-6:00 a.m.: There will be INTERMITTENT MOBILE closures with one lane to be closed on I-40 east and westbound (MM 0.0 to MM 27.0), I-55 north and southbound (MM 0.0 to12.0), and I-240 between Walnut Grove and Madison Ave (MM 0.0 to 18.0), SR 385 (MM 0.00 to 13.0) to allow for drain cleaning operations. Weather Permitting.

NON-TDOT/City of Memphis work

SHELBY COUNTY, I-40: Memphis Cook Convention Center

Beginning Monday, October 7, 6:00 a.m. through Monday, March 30, 2020: The exit ramp from I-40 eastbound (EXIT 1 Front Street) will be CLOSED for upgrades to the Memphis Cook Convention Center. This closure will be a permanent closure for approx. 6 months. The ramp split to Riverside Dr. will remain open. Traffic will be controlled by signage and traffic barrels. Drivers should exercise caution when approaching and traveling through work zones.

SHELBY COUNTY, I-240 Northbound near Hernando Road

Monday, March 2 through Saturday, March 14, 9:00 a.m.-3:00 p.m.: There will be a temporary lane closure on I-240 Northbound near Hernando Road MM 4.495, for sewer work. One lane will be CLOSED. Two lanes will remain open.

Monday, March 16 through Sunday, March 22, 9:00 a.m.-3:00 p.m.: There will be a temporary lane closure on I-240 Southbound near Hernando Road MM 4.495, for sewer work. One lane will be CLOSED. Two lanes will remain open.

From your desktop or mobile device, get the latest construction activity and live streaming SmartWay traffic cameras at http://www.TNSmartWay.com/Traffic. Travelers can also dial 511 from any land-line or cellular phone for travel information, or follow us on Twitter at http://www.twitter.com/TN511 for statewide travel or for West Tennessee follow https://twitter.com/NicLawrenceTDOT.

As always, drivers are reminded to use all motorist information tools wisely and Know Before You Go! by checking travel conditions before leaving for your destination. Drivers should never tweet, text or talk on a cell phone while behind the wheel.

In 2016, the Tennessee Department of Transportation lost three workers in the line of duty. All three were struck by passing motorists. Those tragedies bring the total number of TDOT lives lost to 112. We dont want to lose another member of our TDOT family. Were asking you to WORK WITH US. Click on the WORK WITH US logo to learn more.

Visit link:
West Tennessee Weekly Construction March 11-18, 2020 - tn.gov

About a year after Vermont became a state, some of the Green Mountain Boys built Dunklee Pond Dam on Tenney Brook in Rutland City. Vermonts earliest dams were built to provide power for mills which often were central to the communities that developed around them, and Dunklee Pond Dam was no different. The dam originally served as a linseed oil mill for cooking food and manufacturing solvents and paints.

As time passed, the Dunklee Pond Dam went on to power a sawmill, pencil factory, and was used for ice-harvesting for summer refrigeration in the late 1800s and early 1900s before the advent of electric refrigeration in the 1920s. The Rutland High School hockey team also practiced and played games on Dunklee Pond in the late 1800s. Over the years, locals also used Dunklee Pond dam for swimming and fishing, picnics, wading, boating, and wildlife.

However, Dunklee Pond dam wasnt meant to last forever, and it certainly wasnt designed to withstand 229 years of use with little maintenance. There are 1,200 known dams in Vermont and many, like Dunklee Pond dam, no longer serve a useful purpose. Today, the defunct Dunklee Pond dam threatens public safety in Rutland City and along the Route 7 travel corridor.

The Vermont Department of Environmental Conservation (DEC) is partnering with the dam owners, city staff and the Vermont River Conservancy to remove the dam to alleviate flooding in Rutland and along Route 7. City and State Officials removed parts of the dam on Oct. 30, 2019, just before the Halloween Storm which helped to avoid a catastrophic failure. The full dam removal is slated for 2020 or 2021. The engineering design for the full dam removal is funded by the Vermont Ecosystem Restoration Program with a grant to the Vermont River Conservancy. The full removal will reduce future flood risks and costs in the community while also restoring the floodplain and wetlands and remediating adverse stream impacts.

Obsolete dams obstruct the natural flow of rivers by causing sediment to build up behind the dam and retaining wall. The Dunklee dam had a low-level outlet that was periodically opened to flush out the impounded sediments at various times in the past. Those historic efforts unintentionally flushed fish and aquatic organisms downstream, which harmed the stream ecosystem. Defunct dams also raise the elevation of flood water and increase water temperature, further harming fish and wildlife. Removing the Dunklee dam will return Tenney Brook to its natural biological state, creating a healthy river community of plants, fish and animals.

Todd Menees is a river management engineer for the Vermont Department of Environmental Conservation.

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Removing the Dunklee Pond Dam | Local News - Barre Montpelier Times Argus

WASHINGTON (WSMV) - SBA Administrator Jovita Carranza issued the following statement after the announcement of the Presidential disaster declaration for several counties in Tennessee affected by severe storms, tornadoes, straight-line winds and flooding on March 3, 2020:

The U.S. Small Business Administration is strongly committed to providing Tennessee residents with the most effective response possible to assist businesses, homeowners and renters with federal disaster loans. Getting businesses and communities up and running after a disaster is our highest priority.

The disaster declaration covers Davidson, Putnam and Wilson counties in Tennessee which are eligible for both Physical and Economic Injury Disaster Loans from the SBA. Small businesses and most private nonprofit organizations in the following adjacent counties are eligible to apply only for SBA Economic Injury Disaster Loans: Cannon, Cheatham, Cumberland, DeKalb, Fentress, Jackson, Overton, Robertson, Rutherford, Smith, Sumner, Trousdale, White and Williamson in Tennessee.

SBA will open a Business Recovery Center (BRC) in Davidson County on Monday, March 9 to help businesses apply. SBA representatives at the Center can provide information about disaster loans, answer questions and assist businesses in completing the SBA application.

The Center is located at Jefferson Street Missionary Baptist Church, 2708 Jefferson St., Nashville, TN 37208. Hours are weekdays 9 a.m.-5:30 p.m.

Businesses and private nonprofit organizations of any size may borrow up to $2million to repair or replace disaster damaged or destroyed real estate, machinery and equipment, inventory, and other business assets. Applicants may be eligible for a loan increase up to 20% of their physical damages, as verified by the SBA for mitigation purposes. Eligible mitigation improvements may include a safe room or storm shelter, sump pump, French drain or retaining wall to help protect property and occupants from future damage caused by a similar disaster.

For small businesses, small agricultural cooperatives, small businesses engaged in aquaculture and most private nonprofit organizations, the SBA offers Economic Injury Disaster Loans to help meet working capital needs caused by the disaster. Economic Injury Disaster Loan assistance is available regardless of whether the business suffered any physical property damage.

Disaster loans up to $200,000 are available to homeowners to repair or replace disaster damaged or destroyed real estate. Homeowners and renters are eligible up to $40,000 to repair or replace disaster damaged or destroyed personal property.

Interest rates are as low as 3.75% for businesses, 2.75% for nonprofit organizations and 1.563% for homeowners and renters with terms up to 30 years. Loan amounts and terms are set by the SBA and are based on each applicants financial condition.

Applicants may apply online using the Electronic Loan Application (ELA) via the SBAs secure website.

To be considered for all forms of disaster assistance, applicants should register online or download the FEMA mobile app. If online or mobile access is unavailable, applicants should call the FEMA toll-free helpline at 800-621-3362. Those who use 711-Relay or Video Relay Services should call 800-621-3362.

Additional details on the locations of Disaster Recovery Centers and the loan application process can be obtained by calling the SBA Customer Service Center at 800-659-2955 (800-877-8339 for the deaf and hard-of-hearing) or by sending an e-mail to disastercustomerservice@sba.gov.

The filing deadline to return applications for physical property damage is May 4, 2020. The deadline to return economic injury applications is Dec. 7, 2020.

Read more here:
SBA offers disaster assistance to business and residents of Tennessee - WSMV Nashville

PUBLISHED: 16:18 14 March 2020 | UPDATED: 16:18 14 March 2020

Mick OHare

Jim Clark (middle) with designer, engineer and Lotus founder Colin Chapman (right). Picture: Bob D'Olivo/The Enthusiast Network via Getty Images/Getty Images

Archant

MICK O'HARE on a high-octane chapter in European and American motor racing history which changed the sport for good.

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Formula 1's world championship roars off the grid in Melbourne with 21 drivers hoping they'll topple champion Lewis Hamilton come November's final race. And they'll be propelled to victory, or otherwise, by howling V6 engines positioned mere inches behind their helmeted heads.

We all know what a racing car looks like: four oversized tyres, gaudy sponsorship, wealthy driver in the front, and that very expensive engine in the back because that's the way racing cars are built. And always have been, right? Well, no, actually. Sixty years ago a car with its engine in front of the driver was winning a Grand Prix. But it would be for the last time.

When Phil Hill's Ferrari Dino 246 took the chequered flag at the 1960 Italian Grand Prix it was the swansong for front-engined Formula 1 cars. Even then it was an anomaly - the season had been dominated by the emergence of rear-engined cars. And while there had been one other front-engined success in that year's championship, it was even more anomalous than Hill's.

Jim Rathmann's Watson-Offenhauser took victory in the Indianapolis 500-mile race in the United States, but the event itself was the anomaly. The 500 had been included in the world championship since its inception in 1950, despite it being neither a Grand Prix nor run to Formula 1 regulations, but this was the last year it counted. No Formula 1 team and hardly any of their drivers took part. It was essentially a local affair, competed for by American cars and drivers racing in that country's United States Auto Club (USAC) series.

But in 1960 this anomaly laid bare another fault line between Europe and North American motorsport: the gulf between the continents' race cars. Ferrari apart, nearly every serious contender in that year's Formula 1 world championship had their engines behind the driver, the Americans did not.

It had been a rapid revolution. In 1958 Stirling Moss in a Cooper T43 unexpectedly won the Argentinian Grand Prix. His car was small compared with the behemoths of the day: light, skittish and - of huge significance to the future of motorsport - its engine was behind the driver.

The grandees of Formula 1 construction such as Ferrari and Maserati who had been building racing cars for eons looked at it scornfully, regarding the British garagistas such as Cooper who were starting to enter Formula 1 with disdain. These small teams building cars in suburban garages and country barns were regarded as upstarts lacking the engineering and technical know-how (let alone the finance) to compete with the real factory outfits.

Yet despite the disdain, the British arrivistes were onto something. The reasons they began bolting their engines onto the back were varied but weight and cost were paramount. The cars were lighter, more aerodynamic and easier to control. They had fewer parts likely to break during a race - front-engined cars needed a long driveshaft to power the back wheels, a source of frequent breakdowns. And crucially, the absence of this longer driveshaft made the cars even lighter. Despite using smaller, cheaper engines they could achieve the same speeds as their bigger rivals.

The following year, 1959, they dominated. Australian Jack Brabham won the world championship for Cooper and again in 1960. Other British garagistas such as Lotus and BRM joined the fray. By the time Phil Hill gave the front-engined Ferrari its Italian Grand Prix coda in 1960 the die was cast. In two short years, the garagistas had turned Formula 1 on its head (or its tail).

However, across the Atlantic, the Americans remained immune. When Rathmann took his 1960 Indy victory all 33 starting cars were front-engined. And the British garagistas sniffed an opportunity. Their gaze turned towards America, and specifically the world's richest road race - the Indianapolis 500.

Indy had remained almost entirely the preserve of the Americans since the first race in 1911. Disparaging from the off, the old vets of USAC racing described the European arrivals as 'funny cars' - mice among the big rodent roadsters of 'real American racing'.

These were grizzled drivers raised on dirt tracks, racing for a few dollars under lights at county fairgrounds before graduating to the huge tarmac ovals dotted around the US. Men like Rathmann, A.J. Foyt, and Eddie Sachs were the old guard, dragging their stout, front-engined roadsters around the tracks of the continent with scant regard for the emerging finesse of Formula 1.

They carved up the wins between them and were suspicious of change, as was the somewhat moribund USAC. They relied less on innovation and more on guts and wheel-to-wheel know-how, revelling in the danger of it all. And they knew no European had won the 500 since Italian Dario Resta in 1916.

But now the Europeans were up for the fight again. The first 'funny car' to race at Indy was Jack Brabham's Cooper T54 in 1961. It incorporated the essentials Cooper had learnt from its Formula 1 successes and repackaged them for Indianapolis and its banked 2.5-mile oval.

Foyt said it looked like 'a bunch of pipes lashed up with chicken wire', adding he 'wouldn't drive one no matter what'. Brabham finished ninth behind the triumphant Foyt who won his first of four Indy 500 titles. Some of the old-timers believed - or hoped - 'the British invasion' would peter out.

Indeed, the following year there was no entry from Cooper but a young American Dan Gurney had been paying attention. He came from an urbane, opera-loving east coast family and had been racing Formula 1 in Europe, much to the contempt of the USAC old guard. He arrived at Indy in 1962 with an American-built rear-engined car, a Thompson-Buick. Gurney knew he had little chance of victory (he finished 20th) because the Americans lacked the funny-car know-how of the garagistas, but he had a plan.

Watching that day was Colin Chapman, founder of the Lotus Formula 1 team and garagista designer par excellence. Gurney invited him along knowing he needed his expertise. Chapman had already designed the successful Lotus 25 Formula 1 car which would win three Grands Prix in 1962.

Chapman realised beating the Americans wouldn't be easy, but he possessed the knack of designing the lightest cars around (sometimes to the point of dangerous fragility) which he knew would be key to victory. He would return in 1963 having built a car for Gurney and, significantly, for his protg the Scot Jim Clark who would later that year become Formula 1 World Champion.

These cars were the Lotus 29 based on the Lotus 25 and adapted for Indianapolis. The car's sidewalls contained the fuel to save weight, but the car remained thin and slender and, of course, the engine was in the back. It also had independent suspension for all four wheels meaning that as it took the banked corners of Indianapolis each wheel constantly repositioned itself, unlike the roadsters which bumbled, slid and bounced their way around, their speed a result of their huge engines, not their agility. The Lotus weighed around 130 kilograms less than the average roadster. Lighter, of course, meant faster and fewer pitstops for fuel.

Parnelli Jones, who had led both the 1961 and 1962 races and was favourite for 1963, pronounced the Lotus unsafe. He insisted it was flimsy and wouldn't 'stand up to impact. The fuel tanks are more exposed. It's like sitting in a bathtub of gasoline', he announced.

And while the USAC sanctioned the car, they treated the experienced Clark like a kid racer, demanding that he take their 'rookie test' before entering. Gurney later suggested it was because 'Jimmy was going to spank the pants off them'. Clark himself, somewhat introverted and indecisive (except in a racing car), didn't particularly like America or the Indy 500. He disliked press intrusion into his personal life, the loud bonhomie of the people he met there and described the 500 as 'something of a phoney race', just driving round and round an oval. But Chapman knew that Clark, rather than Gurney, would bring success and so he was dragged across the Atlantic seemingly against his wishes. Clark's modesty had its limits though and he announced that one day he would win Indy. It didn't go down well with the locals.

Yet Clark, Chapman and Lotus were preying on minds. Parnelli Jones admitted as much when, after taking pole position that year in his Watson roadster, he said: 'The last thing in the world I was going to see was a goddamn funny car take pole. Clark may go back to Scotland talking out of the other side of his mouth.' The antagonism was mutual. Jones and his erstwhile rivals were not taking the arrival of the Europeans gracefully.

Not every American fan shared their patronising dislike of the interlopers, however. Albie Hirsch, now living in California, was 22 that year and remembers going to Indianapolis throughout the 1960s. 'My dad thought the roadster guys were like Canute,' he says. 'He admired the innovation of the Europeans, and respected Jim Clark. And we weren't the only ones,' he insists.

In the pitlane too there were admirers. Thom Price-Simmons was a pit crew member for Eddie Johnson who would finish 10th in 1963. 'We could see into the Lotus pit,' the 72-year old, who now lives in Chicago, recalls. 'And although their pitstops were slow they made up time because their car was so goddamn fast. Whatever A.J. Foyt and those guys were saying, I knew I'd seen the future.'

Clark qualified on the second row of the grid, Gurney further back after crashing in practice. Jones led from the start with Clark giving chase. Their cars were evenly matched but Jones knew his engine guzzled fuel and he would be making more pitstops. And that's where controversy set in. While reports vary depending which side of the fence you are sitting, it has been argued that US race officials cut Jones a lot of slack to help preserve his lead.

Cars should slow to equal speed during periods when yellow flags are waved as marshals clear up crashes, but after Bobby Unser spun and struck the retaining wall, Jones simply carried on at racing speed, building up a big advantage.

Briefly the Lotuses led as the pitstops played out (the first time a rear-engined car had led at Indianapolis) but Jones again got lucky, making his remaining stops under yellow flags as the field slowed again. Nonetheless Clark was in hot pursuit and with 25 laps remaining he was only four seconds adrift. And then more controversy: Jones's oil tank cracked and began leaking. Normally this would lead to officials showing the driver a black flag necessitating a mandatory pitstop for repairs because the oil was making the track dangerous. That they didn't was down to Jones's sponsor and team owner, J.C. Agajanian.

Agajanian was direct from central casting: an opinionated, Stetson-wearing hog rancher, who raced to the stewards' office insisting the oil was now below the level of the crack so Jones should be allowed to race on. Chapman sprinted after him arguing the opposite. Clark himself said he hung back because it was too dangerous to get close to Jones. 'I felt sure he wouldn't finish,' he said afterwards. 'The track was slippery and I had a huge slide into the first corner.' But Agajanian was an old friend of chief steward Harlan Fengler. He stared Fengler out and the black flag, already in the startline marshal's hands, remained unfurled. Jones took victory.

Chapman, to no avail, insisted the stewards had been biased. Respected American motorsport journalist and historian Brock Yates agreed. 'Had it been the British driver and car, the flag would have come out,' he said. Ford, the American manufacturers of Lotus's engines, persuaded Chapman not to appeal suggesting it would not be well received by the American racing public. That opinion is somewhat contradicted by the fact that many fans booed Jones on his victory lap, with the loudest ovation saved for Clark, arguably the moral victor. Eddie Sachs, who span on Jones's oil, even raised it with him after the race. Jones responded by punching Sachs. 'I think Ford were wrong to stop Lotus protesting,' says Albie Hirsch. 'And I don't think fair-minded fans would have complained. We were transfixed by Jim Clark that day.'

And the argument, too, was won. Funny cars were the future. The following year would see 24 enter the 500. Clark took pole but after the Scot suffered tyre problems A.J. Foyt won in his Watson#1 Sheraton-Thompson roadster, the last 500 victory for a front-engined car.

In 1965 Clark would lead from start to finish, and his fellow Formula 1 champion Englishman Graham Hill repeated the feat in 1966 in a race also led by another future Scottish Formula 1 champion Jackie Stewart. The Brits had made Indy their own.

It's no exaggeration to say their arrival turned American motorsport upside down. It was akin to the gambling scandal that beset baseball in the early 1920s or a black American golfer winning the Masters at Augusta. 'It turned heads, even heads that didn't want to be turned,' said the late Gregor Grant, editor of Autosport magazine.

It had taken fewer than two years from the first victory by a rear-engined car, to winning the Formula 1 world championship, another six to conquer Indy. When, in 1967 A.J. Foyt, the man who so loathed the 'stupid little cars from Europe' and vowed never to sit in one, took his third Indianapolis 500 victory, it was in a Coyote-Ford. And, of course, the engine was behind him.

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F1: The race that sent motorsport back to the future | Latest Brexit news and top stories - The New European

OnTheWight always welcomes a Letter to the Editor to share with our readers unsurprisingly they dont always reflect the views of this publication. If you have something youd like to share,get in touchand of course, your considered comments are welcome below.

This from a reader who would prefer to remain anonymous, Ventnor. Ed

On thinking about the partial collapse of the retaining wall in Belgrave Road, it occurred to me that the road is below an area where a large number of trees were removed in the winter of 2019 by the developers of a site at the top of Grove Road.

This area had the trees removed, I believe, due to the concerns they would undermine the wall.

My concern however is the impact that this large number of trees being removed has had on the ground in an already unstable area of Ventnor.

Roots help to keep the soil stable I have a masters degree in Building Surveying and the importance of trees and ground stability was something I remember well.

The roots help to keep the soil stable and also absorb large amounts of water.

In my viewI can only imagine that this removal of such a large number of trees has caused additional instability to the soil and also allowed a lot more water than would normally flow, down toward the shore; coupled with the large amount of rainfall, this has made the land where Belgrave Road stands unstable and slippage has occurred.

This water would bypass under the properties on the edge of the road if they are built on solid foundations on stone, and accumulate in the already unstable area on which the road is built.

Continued here:
Letter: Could retaining wall collapse be related to large number of trees being removed? - On The Wight