Cathead

Thanks, Gary!
 
I rebuilt a new version of the tow knees. These are just set in place right now. I decided to focus on the style seen in this photo:
 




Thoughts?
 
I also started laying out a draft of the paddlewheel. Here's the loose size I'm thinking of using; compare with the photo below that is my best view of the stern area.
 
 


Thoughts on all of this? 

Phil, that's a great story! I, too, think it would be fascinating to cross on a railroad ferry and have never done so. Mrs. Cathead grew up in northern Arkansas and we were just down in the Atkins area a couple years ago.
 
To the best of my knowledge, the first railroad bridge across the Mississippi was built at Rock Island, Illinois in 1856. That bridge is also famous for the lawsuit brought against it by steamboat interests, in which a young Abraham Lincoln represented the bridge interests; it went all the way to a landmark Supreme Court decision that firmly established the right to bridge waterways. This is a good article on the subject.

Thanks, Gary!
 
I rebuilt a new version of the tow knees. These are just set in place right now. I decided to focus on the style seen in this photo:
 




Thoughts?
 
I also started laying out a draft of the paddlewheel. Here's the loose size I'm thinking of using; compare with the photo below that is my best view of the stern area.
 
 


Thoughts on all of this? 

Great photos, Eric.  Brought back some good memories of sitting on the banks near one of the Locks and Dams (I forget which ones) and having just nice afternoon.

Thanks, Gary!
 
I rebuilt a new version of the tow knees. These are just set in place right now. I decided to focus on the style seen in this photo:
 




Thoughts?
 
I also started laying out a draft of the paddlewheel. Here's the loose size I'm thinking of using; compare with the photo below that is my best view of the stern area.
 
 


Thoughts on all of this? 

We recently spent a few days along the Upper Mississippi River (the stretch bordered by Minnesota, Wisconsin, and northern Iowa) and I thought a few photos and stories might be of interest to the general audience here. This part of the river is quite different from that below St. Louis; it's controlled by a series of locks and dams that create relatively stable pools for navigation, whereas below St. Louis the river is free-flowing. This also means that the whole valley is often filled with water, creating a maze of channels and islands that's actually more natural in appearance than the highly channelized lower river. Views like this also resemble what rivers like the Missouri used to look like before they were locked into permanent navigation channels and their complex forested floodplains transformed into dry farmland.

The bluffs along this stretch can rise over 400 feet above the river, giving dramatic views from various public lands, like this shot looking down on a toy-like towboat far below.

We were also fortunate to catch a large tow going through Lock & Dam 13 (just north of Fulton, Illinois), and set up a tripod so we could take time-lapse imagery of the whole process. I can't upload video here, but extracted a sequence of frames to show the process, which is pretty neat if you've never seen it done before.
 
This tow consisted of three columns of barges, two of which are four barges long and one just three, for a total of 11. The lock can only accommodate three barge-lengths without a towboat, so there's no way this whole massive tow can get through in one piece. So how is this impasse handled?
 
Here the lock is opening and you can see the tow approaching from downriver.

After some careful maneuvering, the towboat shoves its tow into the lock, with only a foot or so to spare on either side.

The tow is "broken" between the first and second rows of barges, and the towboat begins to back out of the lock with the first row, leaving rows 2-4 alone in the lock so the gates can close.

Once rows 2-4 have been raised to the upriver level, they're hooked to a little engine/winch that runs along an extended rail beyond the lock. This pulls the tow upriver out of the lock, beyond the upper gates, where it's tied off to await the rest.

Now the water is lowered again and the towboat enters with row 1.

A closeup of the towboat, a 6140 horsepower vessel built in 1976. It bears some resemblance to the Caroline N, subject of @mbp521's beautiful ongoing build, though they're not sister ships (second image from Towboat Gallery).


Once the towboat has been raised, it reunites its tow and proceeds upstream. I didn't record this part.
 
Anyone interested in watching how locking works should check out the live webcam streaming from Lock 19 at Keokuk, Iowa, which also monitors an active rail line running along the river next to the lock. This is mounted on a historic double-decker road/rail bridge, the upper portion of which has been converted into a pedestrian overlook of the lock and river and is a great place to hang out on a pleasant day and watch river/rail traffic. But you have to watch what you say, as the camera picks up voices from below (I have mixed feelings about that). This lock is longer than the one shown above and can accommodate a full 12-barge tow and towboat all at once.
 
And just to show that I'm an equal-opportunity transportation buff, here's a nice shot of a CPKC freight running downriver on a very active line.
 

Thanks, Gary!
 
I rebuilt a new version of the tow knees. These are just set in place right now. I decided to focus on the style seen in this photo:
 




Thoughts?
 
I also started laying out a draft of the paddlewheel. Here's the loose size I'm thinking of using; compare with the photo below that is my best view of the stern area.
 
 


Thoughts on all of this? 

Thanks, Gary!
 
I rebuilt a new version of the tow knees. These are just set in place right now. I decided to focus on the style seen in this photo:
 




Thoughts?
 
I also started laying out a draft of the paddlewheel. Here's the loose size I'm thinking of using; compare with the photo below that is my best view of the stern area.
 
 


Thoughts on all of this? 

Thanks, Gary!
 
I rebuilt a new version of the tow knees. These are just set in place right now. I decided to focus on the style seen in this photo:
 




Thoughts?
 
I also started laying out a draft of the paddlewheel. Here's the loose size I'm thinking of using; compare with the photo below that is my best view of the stern area.
 
 


Thoughts on all of this? 

Thanks, Gary!
 
I rebuilt a new version of the tow knees. These are just set in place right now. I decided to focus on the style seen in this photo:
 




Thoughts?
 
I also started laying out a draft of the paddlewheel. Here's the loose size I'm thinking of using; compare with the photo below that is my best view of the stern area.
 
 


Thoughts on all of this? 

Thanks, Gary!
 
I rebuilt a new version of the tow knees. These are just set in place right now. I decided to focus on the style seen in this photo:
 




Thoughts?
 
I also started laying out a draft of the paddlewheel. Here's the loose size I'm thinking of using; compare with the photo below that is my best view of the stern area.
 
 


Thoughts on all of this? 

We recently spent a few days along the Upper Mississippi River (the stretch bordered by Minnesota, Wisconsin, and northern Iowa) and I thought a few photos and stories might be of interest to the general audience here. This part of the river is quite different from that below St. Louis; it's controlled by a series of locks and dams that create relatively stable pools for navigation, whereas below St. Louis the river is free-flowing. This also means that the whole valley is often filled with water, creating a maze of channels and islands that's actually more natural in appearance than the highly channelized lower river. Views like this also resemble what rivers like the Missouri used to look like before they were locked into permanent navigation channels and their complex forested floodplains transformed into dry farmland.

The bluffs along this stretch can rise over 400 feet above the river, giving dramatic views from various public lands, like this shot looking down on a toy-like towboat far below.

We were also fortunate to catch a large tow going through Lock & Dam 13 (just north of Fulton, Illinois), and set up a tripod so we could take time-lapse imagery of the whole process. I can't upload video here, but extracted a sequence of frames to show the process, which is pretty neat if you've never seen it done before.
 
This tow consisted of three columns of barges, two of which are four barges long and one just three, for a total of 11. The lock can only accommodate three barge-lengths without a towboat, so there's no way this whole massive tow can get through in one piece. So how is this impasse handled?
 
Here the lock is opening and you can see the tow approaching from downriver.

After some careful maneuvering, the towboat shoves its tow into the lock, with only a foot or so to spare on either side.

The tow is "broken" between the first and second rows of barges, and the towboat begins to back out of the lock with the first row, leaving rows 2-4 alone in the lock so the gates can close.

Once rows 2-4 have been raised to the upriver level, they're hooked to a little engine/winch that runs along an extended rail beyond the lock. This pulls the tow upriver out of the lock, beyond the upper gates, where it's tied off to await the rest.

Now the water is lowered again and the towboat enters with row 1.

A closeup of the towboat, a 6140 horsepower vessel built in 1976. It bears some resemblance to the Caroline N, subject of @mbp521's beautiful ongoing build, though they're not sister ships (second image from Towboat Gallery).


Once the towboat has been raised, it reunites its tow and proceeds upstream. I didn't record this part.
 
Anyone interested in watching how locking works should check out the live webcam streaming from Lock 19 at Keokuk, Iowa, which also monitors an active rail line running along the river next to the lock. This is mounted on a historic double-decker road/rail bridge, the upper portion of which has been converted into a pedestrian overlook of the lock and river and is a great place to hang out on a pleasant day and watch river/rail traffic. But you have to watch what you say, as the camera picks up voices from below (I have mixed feelings about that). This lock is longer than the one shown above and can accommodate a full 12-barge tow and towboat all at once.
 
And just to show that I'm an equal-opportunity transportation buff, here's a nice shot of a CPKC freight running downriver on a very active line.
 

Yep, Roger, I have those plans you gave me and they're in the someday mental file! I definitely thought of them, and you, as soon as I saw that model.
 
I've been hoping to take a trip on the Badger someday. 

I'd have no trouble believing that!

We recently spent a few days along the Upper Mississippi River (the stretch bordered by Minnesota, Wisconsin, and northern Iowa) and I thought a few photos and stories might be of interest to the general audience here. This part of the river is quite different from that below St. Louis; it's controlled by a series of locks and dams that create relatively stable pools for navigation, whereas below St. Louis the river is free-flowing. This also means that the whole valley is often filled with water, creating a maze of channels and islands that's actually more natural in appearance than the highly channelized lower river. Views like this also resemble what rivers like the Missouri used to look like before they were locked into permanent navigation channels and their complex forested floodplains transformed into dry farmland.

The bluffs along this stretch can rise over 400 feet above the river, giving dramatic views from various public lands, like this shot looking down on a toy-like towboat far below.

We were also fortunate to catch a large tow going through Lock & Dam 13 (just north of Fulton, Illinois), and set up a tripod so we could take time-lapse imagery of the whole process. I can't upload video here, but extracted a sequence of frames to show the process, which is pretty neat if you've never seen it done before.
 
This tow consisted of three columns of barges, two of which are four barges long and one just three, for a total of 11. The lock can only accommodate three barge-lengths without a towboat, so there's no way this whole massive tow can get through in one piece. So how is this impasse handled?
 
Here the lock is opening and you can see the tow approaching from downriver.

After some careful maneuvering, the towboat shoves its tow into the lock, with only a foot or so to spare on either side.

The tow is "broken" between the first and second rows of barges, and the towboat begins to back out of the lock with the first row, leaving rows 2-4 alone in the lock so the gates can close.

Once rows 2-4 have been raised to the upriver level, they're hooked to a little engine/winch that runs along an extended rail beyond the lock. This pulls the tow upriver out of the lock, beyond the upper gates, where it's tied off to await the rest.

Now the water is lowered again and the towboat enters with row 1.

A closeup of the towboat, a 6140 horsepower vessel built in 1976. It bears some resemblance to the Caroline N, subject of @mbp521's beautiful ongoing build, though they're not sister ships (second image from Towboat Gallery).


Once the towboat has been raised, it reunites its tow and proceeds upstream. I didn't record this part.
 
Anyone interested in watching how locking works should check out the live webcam streaming from Lock 19 at Keokuk, Iowa, which also monitors an active rail line running along the river next to the lock. This is mounted on a historic double-decker road/rail bridge, the upper portion of which has been converted into a pedestrian overlook of the lock and river and is a great place to hang out on a pleasant day and watch river/rail traffic. But you have to watch what you say, as the camera picks up voices from below (I have mixed feelings about that). This lock is longer than the one shown above and can accommodate a full 12-barge tow and towboat all at once.
 
And just to show that I'm an equal-opportunity transportation buff, here's a nice shot of a CPKC freight running downriver on a very active line.
 

We recently spent a few days along the Upper Mississippi River (the stretch bordered by Minnesota, Wisconsin, and northern Iowa) and I thought a few photos and stories might be of interest to the general audience here. This part of the river is quite different from that below St. Louis; it's controlled by a series of locks and dams that create relatively stable pools for navigation, whereas below St. Louis the river is free-flowing. This also means that the whole valley is often filled with water, creating a maze of channels and islands that's actually more natural in appearance than the highly channelized lower river. Views like this also resemble what rivers like the Missouri used to look like before they were locked into permanent navigation channels and their complex forested floodplains transformed into dry farmland.

The bluffs along this stretch can rise over 400 feet above the river, giving dramatic views from various public lands, like this shot looking down on a toy-like towboat far below.

We were also fortunate to catch a large tow going through Lock & Dam 13 (just north of Fulton, Illinois), and set up a tripod so we could take time-lapse imagery of the whole process. I can't upload video here, but extracted a sequence of frames to show the process, which is pretty neat if you've never seen it done before.
 
This tow consisted of three columns of barges, two of which are four barges long and one just three, for a total of 11. The lock can only accommodate three barge-lengths without a towboat, so there's no way this whole massive tow can get through in one piece. So how is this impasse handled?
 
Here the lock is opening and you can see the tow approaching from downriver.

After some careful maneuvering, the towboat shoves its tow into the lock, with only a foot or so to spare on either side.

The tow is "broken" between the first and second rows of barges, and the towboat begins to back out of the lock with the first row, leaving rows 2-4 alone in the lock so the gates can close.

Once rows 2-4 have been raised to the upriver level, they're hooked to a little engine/winch that runs along an extended rail beyond the lock. This pulls the tow upriver out of the lock, beyond the upper gates, where it's tied off to await the rest.

Now the water is lowered again and the towboat enters with row 1.

A closeup of the towboat, a 6140 horsepower vessel built in 1976. It bears some resemblance to the Caroline N, subject of @mbp521's beautiful ongoing build, though they're not sister ships (second image from Towboat Gallery).


Once the towboat has been raised, it reunites its tow and proceeds upstream. I didn't record this part.
 
Anyone interested in watching how locking works should check out the live webcam streaming from Lock 19 at Keokuk, Iowa, which also monitors an active rail line running along the river next to the lock. This is mounted on a historic double-decker road/rail bridge, the upper portion of which has been converted into a pedestrian overlook of the lock and river and is a great place to hang out on a pleasant day and watch river/rail traffic. But you have to watch what you say, as the camera picks up voices from below (I have mixed feelings about that). This lock is longer than the one shown above and can accommodate a full 12-barge tow and towboat all at once.
 
And just to show that I'm an equal-opportunity transportation buff, here's a nice shot of a CPKC freight running downriver on a very active line.
 

We recently spent a few days along the Upper Mississippi River (the stretch bordered by Minnesota, Wisconsin, and northern Iowa) and I thought a few photos and stories might be of interest to the general audience here. This part of the river is quite different from that below St. Louis; it's controlled by a series of locks and dams that create relatively stable pools for navigation, whereas below St. Louis the river is free-flowing. This also means that the whole valley is often filled with water, creating a maze of channels and islands that's actually more natural in appearance than the highly channelized lower river. Views like this also resemble what rivers like the Missouri used to look like before they were locked into permanent navigation channels and their complex forested floodplains transformed into dry farmland.

The bluffs along this stretch can rise over 400 feet above the river, giving dramatic views from various public lands, like this shot looking down on a toy-like towboat far below.

We were also fortunate to catch a large tow going through Lock & Dam 13 (just north of Fulton, Illinois), and set up a tripod so we could take time-lapse imagery of the whole process. I can't upload video here, but extracted a sequence of frames to show the process, which is pretty neat if you've never seen it done before.
 
This tow consisted of three columns of barges, two of which are four barges long and one just three, for a total of 11. The lock can only accommodate three barge-lengths without a towboat, so there's no way this whole massive tow can get through in one piece. So how is this impasse handled?
 
Here the lock is opening and you can see the tow approaching from downriver.

After some careful maneuvering, the towboat shoves its tow into the lock, with only a foot or so to spare on either side.

The tow is "broken" between the first and second rows of barges, and the towboat begins to back out of the lock with the first row, leaving rows 2-4 alone in the lock so the gates can close.

Once rows 2-4 have been raised to the upriver level, they're hooked to a little engine/winch that runs along an extended rail beyond the lock. This pulls the tow upriver out of the lock, beyond the upper gates, where it's tied off to await the rest.

Now the water is lowered again and the towboat enters with row 1.

A closeup of the towboat, a 6140 horsepower vessel built in 1976. It bears some resemblance to the Caroline N, subject of @mbp521's beautiful ongoing build, though they're not sister ships (second image from Towboat Gallery).


Once the towboat has been raised, it reunites its tow and proceeds upstream. I didn't record this part.
 
Anyone interested in watching how locking works should check out the live webcam streaming from Lock 19 at Keokuk, Iowa, which also monitors an active rail line running along the river next to the lock. This is mounted on a historic double-decker road/rail bridge, the upper portion of which has been converted into a pedestrian overlook of the lock and river and is a great place to hang out on a pleasant day and watch river/rail traffic. But you have to watch what you say, as the camera picks up voices from below (I have mixed feelings about that). This lock is longer than the one shown above and can accommodate a full 12-barge tow and towboat all at once.
 
And just to show that I'm an equal-opportunity transportation buff, here's a nice shot of a CPKC freight running downriver on a very active line.
 

We recently spent a few days along the Upper Mississippi River (the stretch bordered by Minnesota, Wisconsin, and northern Iowa) and I thought a few photos and stories might be of interest to the general audience here. This part of the river is quite different from that below St. Louis; it's controlled by a series of locks and dams that create relatively stable pools for navigation, whereas below St. Louis the river is free-flowing. This also means that the whole valley is often filled with water, creating a maze of channels and islands that's actually more natural in appearance than the highly channelized lower river. Views like this also resemble what rivers like the Missouri used to look like before they were locked into permanent navigation channels and their complex forested floodplains transformed into dry farmland.

The bluffs along this stretch can rise over 400 feet above the river, giving dramatic views from various public lands, like this shot looking down on a toy-like towboat far below.

We were also fortunate to catch a large tow going through Lock & Dam 13 (just north of Fulton, Illinois), and set up a tripod so we could take time-lapse imagery of the whole process. I can't upload video here, but extracted a sequence of frames to show the process, which is pretty neat if you've never seen it done before.
 
This tow consisted of three columns of barges, two of which are four barges long and one just three, for a total of 11. The lock can only accommodate three barge-lengths without a towboat, so there's no way this whole massive tow can get through in one piece. So how is this impasse handled?
 
Here the lock is opening and you can see the tow approaching from downriver.

After some careful maneuvering, the towboat shoves its tow into the lock, with only a foot or so to spare on either side.

The tow is "broken" between the first and second rows of barges, and the towboat begins to back out of the lock with the first row, leaving rows 2-4 alone in the lock so the gates can close.

Once rows 2-4 have been raised to the upriver level, they're hooked to a little engine/winch that runs along an extended rail beyond the lock. This pulls the tow upriver out of the lock, beyond the upper gates, where it's tied off to await the rest.

Now the water is lowered again and the towboat enters with row 1.

A closeup of the towboat, a 6140 horsepower vessel built in 1976. It bears some resemblance to the Caroline N, subject of @mbp521's beautiful ongoing build, though they're not sister ships (second image from Towboat Gallery).


Once the towboat has been raised, it reunites its tow and proceeds upstream. I didn't record this part.
 
Anyone interested in watching how locking works should check out the live webcam streaming from Lock 19 at Keokuk, Iowa, which also monitors an active rail line running along the river next to the lock. This is mounted on a historic double-decker road/rail bridge, the upper portion of which has been converted into a pedestrian overlook of the lock and river and is a great place to hang out on a pleasant day and watch river/rail traffic. But you have to watch what you say, as the camera picks up voices from below (I have mixed feelings about that). This lock is longer than the one shown above and can accommodate a full 12-barge tow and towboat all at once.
 
And just to show that I'm an equal-opportunity transportation buff, here's a nice shot of a CPKC freight running downriver on a very active line.
 

We recently spent a few days along the Upper Mississippi River (the stretch bordered by Minnesota, Wisconsin, and northern Iowa) and I thought a few photos and stories might be of interest to the general audience here. This part of the river is quite different from that below St. Louis; it's controlled by a series of locks and dams that create relatively stable pools for navigation, whereas below St. Louis the river is free-flowing. This also means that the whole valley is often filled with water, creating a maze of channels and islands that's actually more natural in appearance than the highly channelized lower river. Views like this also resemble what rivers like the Missouri used to look like before they were locked into permanent navigation channels and their complex forested floodplains transformed into dry farmland.

The bluffs along this stretch can rise over 400 feet above the river, giving dramatic views from various public lands, like this shot looking down on a toy-like towboat far below.

We were also fortunate to catch a large tow going through Lock & Dam 13 (just north of Fulton, Illinois), and set up a tripod so we could take time-lapse imagery of the whole process. I can't upload video here, but extracted a sequence of frames to show the process, which is pretty neat if you've never seen it done before.
 
This tow consisted of three columns of barges, two of which are four barges long and one just three, for a total of 11. The lock can only accommodate three barge-lengths without a towboat, so there's no way this whole massive tow can get through in one piece. So how is this impasse handled?
 
Here the lock is opening and you can see the tow approaching from downriver.

After some careful maneuvering, the towboat shoves its tow into the lock, with only a foot or so to spare on either side.

The tow is "broken" between the first and second rows of barges, and the towboat begins to back out of the lock with the first row, leaving rows 2-4 alone in the lock so the gates can close.

Once rows 2-4 have been raised to the upriver level, they're hooked to a little engine/winch that runs along an extended rail beyond the lock. This pulls the tow upriver out of the lock, beyond the upper gates, where it's tied off to await the rest.

Now the water is lowered again and the towboat enters with row 1.

A closeup of the towboat, a 6140 horsepower vessel built in 1976. It bears some resemblance to the Caroline N, subject of @mbp521's beautiful ongoing build, though they're not sister ships (second image from Towboat Gallery).


Once the towboat has been raised, it reunites its tow and proceeds upstream. I didn't record this part.
 
Anyone interested in watching how locking works should check out the live webcam streaming from Lock 19 at Keokuk, Iowa, which also monitors an active rail line running along the river next to the lock. This is mounted on a historic double-decker road/rail bridge, the upper portion of which has been converted into a pedestrian overlook of the lock and river and is a great place to hang out on a pleasant day and watch river/rail traffic. But you have to watch what you say, as the camera picks up voices from below (I have mixed feelings about that). This lock is longer than the one shown above and can accommodate a full 12-barge tow and towboat all at once.
 
And just to show that I'm an equal-opportunity transportation buff, here's a nice shot of a CPKC freight running downriver on a very active line.
 

Gary,  thank you for you kind words regarding Maggie and the Tennessee.
 
 I tried an Optivisor and didn't care for it. Today I ordered 6X glasses off Amazon, they were cheap. We'll see how those work out and if they don't, I won't hesitate to toss them in the bin. 

We recently spent a few days along the Upper Mississippi River (the stretch bordered by Minnesota, Wisconsin, and northern Iowa) and I thought a few photos and stories might be of interest to the general audience here. This part of the river is quite different from that below St. Louis; it's controlled by a series of locks and dams that create relatively stable pools for navigation, whereas below St. Louis the river is free-flowing. This also means that the whole valley is often filled with water, creating a maze of channels and islands that's actually more natural in appearance than the highly channelized lower river. Views like this also resemble what rivers like the Missouri used to look like before they were locked into permanent navigation channels and their complex forested floodplains transformed into dry farmland.

The bluffs along this stretch can rise over 400 feet above the river, giving dramatic views from various public lands, like this shot looking down on a toy-like towboat far below.

We were also fortunate to catch a large tow going through Lock & Dam 13 (just north of Fulton, Illinois), and set up a tripod so we could take time-lapse imagery of the whole process. I can't upload video here, but extracted a sequence of frames to show the process, which is pretty neat if you've never seen it done before.
 
This tow consisted of three columns of barges, two of which are four barges long and one just three, for a total of 11. The lock can only accommodate three barge-lengths without a towboat, so there's no way this whole massive tow can get through in one piece. So how is this impasse handled?
 
Here the lock is opening and you can see the tow approaching from downriver.

After some careful maneuvering, the towboat shoves its tow into the lock, with only a foot or so to spare on either side.

The tow is "broken" between the first and second rows of barges, and the towboat begins to back out of the lock with the first row, leaving rows 2-4 alone in the lock so the gates can close.

Once rows 2-4 have been raised to the upriver level, they're hooked to a little engine/winch that runs along an extended rail beyond the lock. This pulls the tow upriver out of the lock, beyond the upper gates, where it's tied off to await the rest.

Now the water is lowered again and the towboat enters with row 1.

A closeup of the towboat, a 6140 horsepower vessel built in 1976. It bears some resemblance to the Caroline N, subject of @mbp521's beautiful ongoing build, though they're not sister ships (second image from Towboat Gallery).


Once the towboat has been raised, it reunites its tow and proceeds upstream. I didn't record this part.
 
Anyone interested in watching how locking works should check out the live webcam streaming from Lock 19 at Keokuk, Iowa, which also monitors an active rail line running along the river next to the lock. This is mounted on a historic double-decker road/rail bridge, the upper portion of which has been converted into a pedestrian overlook of the lock and river and is a great place to hang out on a pleasant day and watch river/rail traffic. But you have to watch what you say, as the camera picks up voices from below (I have mixed feelings about that). This lock is longer than the one shown above and can accommodate a full 12-barge tow and towboat all at once.
 
And just to show that I'm an equal-opportunity transportation buff, here's a nice shot of a CPKC freight running downriver on a very active line.
 

Good to have you looking in, Kurt!  I always value your input and encouragement.
 
 
I ordered some ground glass online in 3 different grits that I'm guessing will be close to a correct scale.  They sell it in small sample size quantities, so it was inexpensive and I don't end up with a pile of it left over.  I've seen railroad modelers fix things like a pile of coal with just a PVA/water solution that seems to hold together quite well, so I think I'll give that a try first.  But yes, a resin or epoxy may end up being the way to go.  Once the glass is delivered, I'll post what the stuff looks like and how it sizes up.  Thank you, Andy. 
 
Gary     

I just found your latest build and I am realty enjoying it.  I don't know how I missed it but I find your work very interesting and your use of the chalk and alcohol to weather the wood is very realistic.  Keep posting the interesting work you are so good at.
Kurt
 

That’s a good idea, Druxey.  Depending on how the ground glass looks, I might give that a try for size variation if nothing else. Thanks.
 
Gary

I wonder whether a piece of tempered glass, shattered, would provide granules of the scale size?