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How to shred your legs the easy way

Oh, did you come here looking for leg workout information? Ya, well you’re in the wrong place my friend. But you mentioned shredding your legs didn’t you? Yes I did, but you didn’t think I was being figurative did you? I was being quite literal; when I say shredding your legs, I mean precisely that. Say what Dave? Yup, I mean beat the crap of them until you can’t lift them, abuse them until you’re cramping up in agony shredding. Why the hell would anyone do that you ask? Well, you’ll need to keep reading to find out.

So here we are at the end of November; where did the month go? That means we’re less than a month away from Christmas…craziness! Before I know it ole’ St. Nick will be coming down the chimney with his bag full of gifts. Unfortunately there is still a ton of things that need to get done before that day, particularly with work. I still haven’t caught up on all my marking from football season and I know it will take a big push to ensure I don’t have too much to take home over the break.

Now speaking of Christmas, I think this year we’ll have a white one for sure. Last year it was in serious doubt, only saved by a few dumps within days of the big event. Our weather has once again been very bizarre. The first half of November was gorgeous, with temperatures many times in the double digits. It was so good, I decided to go on a hike along the railway in the middle of the month. The temperature reached 16C and I was soaked in sweat by the time I was done. Just ridiculous for November! However, it was not to last. That hike was on Sunday and by Friday we were on the receiving end of a winter storm. The temperature dropped in the next few days and it was -17C with the wind. Oh Mother Nature, you are a cruel mistress!

November 2016 Temperatures

November 2016 Temperatures

November 18, 2016

November 18, 2016

Well since I mentioned it, I guess I should talk a little about my recent hike along the railway. My railway work has been on the back burner lately, so I was really itching the do something. The weather was fantastic, and the fall had been fairly dry, so I thought why not give it a shot. I have a few areas that I’ve wanted to re-hike in the fall, when the leaves are down and it is much easier to see things. I picked the area around Hillside, which is located between Nolalu and Silver Mountain. Here the railway winds its way along the Beaver (Dam) Creek, crossing it 12 times. Because it’s not easy to get to, there are many remains of the bridges to be found.

My first visit to this area occurred back in that inaugural year of my research on the railway in 1994; I was absolutely stunned by all the remains of the bridges I found. Without Google and any decent maps, I had no idea that the railway had crossed the Beaver Creek 12 times in this 4km section. In some spots, there were just cut-off pilings left, while in one in particular, all the bridge lacked was the decking. I went back to this area in 1995 and then again in 2010. I really wanted to record what was left of those bridges in HD video.

The railway stop at Hillside (milepost 36) was located west of Nolalu, where the railway left the Whitefish River and then travelled along the Beaver or Beaver Dam Creek towards Silver Mountain. In my previous hikes, I had not been able to locate the grade between Highway 588 and the first bridge. With all the leaves down, I picked it up very quickly. South of the road it passes through a nice, but very grown in cutting which lasts almost right to the first crossing.

Cutting, November 2016.

Cutting, November 2016.

When I arrived at the first bridge, I was a little shocked at the damage that had been done to the grade by recent floods. In 2011, 2012 and 2015 the area was hit by some pretty heavy rainfalls, which had washed away sections of the grade and left piles of debris near the bridge sites. You could also see that the water had damaged some of the bridge remains. Despite this, the low water allowed me to get a close examination of the piles.

Bridge I, November 2016.

Bridge I, November 2016.

One hundred metres to the south past another cutting lies what was left of bridge two. These remains had not suffered the same washout damage as the previous bridge, leaving the crossing and piles in excellent shape. This was in great contrast with bridge three, located 250m to the southwest. All that remains of this crossing are a few small piles on the south side of the creek…definitely in the worst condition of the 12 bridges.

Bridge II, November 2016.

Bridge II, November 2016.

As I travelled the 120m from bridge 3 to bridge 4, I came across a neat piece of the railway that I had not seen before. The PAD&W made extensive use of wooden box culverts along the line, a few of which are still functioning. In this case, I came across a large hole that had opened in the middle of the right-of-way. It appears as though the water still flows through it reasonably well, and the western side looks like it is in decent shape.

Culvert, November 2016.

Culvert, November 2016.

Bridge four is another great set of remains, and it this case, the flooding on the creek help to remove debris and growth away from the piles. While they have deteriorated over time, these piles are much more visible than they have been in the past. Past this point, the grade winds it way 160m to the next crossing. Once again this section has suffered a lot from the changing course of the creek and there are a few badly eroded sections. From evidence found at the bridge sites, it must have been a problem back then too. There were spots where rocks had been dumped beside the abutments and at bends to prevent the water damaging the grade.

Bridge IV, November 2016.

Bridge IV, November 2016.

The benefits of visiting this area in the fall was quite evident at bridge five. I can remember a lot of the remains of the piles being obscured by brush and trees. This was not the case this time, with the all of the piles as well as some metal objects being totally visible in the creek. It is interesting to note that a few of the piles, but not all, have been cut off close to the waterline. I wonder why it was done and when?

Bridge V, November 2016.

Bridge V, November 2016.

Bridge six is actually visible from five, as the distance is a scant 40m through yet another cutting. The remains at six are again very good, although clogged with a bit of debris and the northern side has suffered some erosion. I can’t quite remember what this crossing once looked like, but I certainly remember something that I came across in great quantities there.

Bridge VI, November 2016.

Bridge VI, November 2016.

Back in 1994 I became acquainted with the Thorn Apple or Hawthorn tree and what an introduction it was. Sporting 1-3cm thorns, I learned to give them a wide berth, but that wasn’t always possible. They are literally the most painful things I’ve had to deal with in my explorations of the railway. How painful? Well, if 2010 is any indication, extremely painful. That year I had two run-ins with them. The first ironically occurred on my last hike at Hillside, when I didn’t duck enough and ended up with a 1/8” of thorn embedded in my head. Ouch! You think that’s bad, it gets much worse.

Thorn apple, November 2016.

Thorn apple, November 2016.

Weeks later while hiking at Silver Creek (east of Hymers), I somehow was gored by one in the lower calf. Not only was I only halfway through the hike, so I had to hobble back in excruciating pain, but it took weeks for the thorn to work its way out. Turns out I was carrying a ½” fragment and it was such a relief to have it out.

The distance to bridge seven was a bit longer at 190m, but it did pass through a very long and pretty cutting. Hiding beside the grade was a telegraph pole (that I last saw in 1994), which was resting against a barbed-wire clad fence post. What purpose a fence served in that area is unknown, but things were quite different back then. The crossing itself was in decent shape, though again suffering a bit from erosion.

Cutting, November 2016.

Cutting, November 2016.

Beyond this bridge is yet another nice cutting, again harbouring a telegraph pole. This one still had the cross member attached and at least one peg, but I could not find any wire or an insulator. Bridge eight was at one time one of the better-preserved remains in this area, but time has not been kind to it. On the northern side was a nice of piles (or bents) with the top beam still intact. They are all gone now, with just the stubs of the piles remaining. I have no doubt that the floods are mostly responsible for its demise; I can see debris accumulating against it and then finally giving way. Too bad.

Telegraph pole, November 2016.

Telegraph pole, November 2016.

Bridge VIII, July 1995.

Bridge VIII, July 1995.

Bridge VIII, November 2016.

Bridge VIII, November 2016.

The line again passed through a pretty cutting as it travels the scant 40m to bridge nine. The remains here appear to be in decent shape, but it’s clear that the creek has shifted its course substantially. Here you can see more stonework and a scattering of metal objects such as tie plates. South of this crossing, the grade is badly eroded in several spots as it travels the 270m to the next bridge, though I did find a very long strand of telegraph wire.

Bridge IX, November 2016.

Bridge IX, November 2016.

When I first saw bridge ten in 1994, I was in complete awe. This was the bridge I mentioned earlier that was almost completely preserved, just lacking the decking between the abutments. There appeared to be one central set of piles or bents and it was in excellent shape. The reason for its longevity would seem to be the fact that it was located not on the creek, but rather over a seasonal stream that flows down from the ridge above and empties into the creek.

Bridge X, July 1995.

Bridge X, July 1995.

Sadly, bridge ten’s days are numbered. In the past 22 years, both diagonal cross members on the central piles have fallen off and the top beam is badly rotted. The northern abutment has been completely engulfed a large tree, while the southern one is hanging on. I’m glad that I’ve been to document it on several occasions and hopefully it will serve as a great historical record of the railway.

Bridge X, November 2016.

Bridge X, November 2016.

Bridge X, November 2016.

Bridge X, November 2016.

Bridge eleven and twelve are almost equaled spaced apart by nice cuttings, sitting 110m and 120m from the previous bridge respectively. Both are in good shape, though somewhat clogged with debris from the creek. Maybe due to the more remote location, the grade and bridges here have had less human interference over the year (it’s hard to believe that it’s 78 years since it last saw a train).

Bridge XI, November 2016.

Bridge XI, November 2016.

Bridge XII, November 2016.

Bridge XII, November 2016.

As I worked my way back, I could feel my legs beginning to tighten up. By that evening, I was in total agony. It had been a while since my last hike, so I was not in the shape I should have been. My hamstrings and adductors were cramping something fierce, to the point where I could not straighten them and were causing my legs to spasm. No pain, no gain right? In any case, you can view the 2010 footage from Hillside here, as well as the six-part 2016 footage here.

So now that hiking is done for the year, I can turn my attention back to research. My plan in the near future is to start writing parts of my planned book on the Gunflint & Lake Superior Railroad. I am very nervous, since my forte is decidedly research rather than writing. I guess we all have to face our fears and take the plunge at some point, so here’s hoping that it goes reasonably well.

Anyway, I need to move along. As usual there is a million things to get done. I’ll be back soon enough with the latest updates and dumb commentary. Until then…

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Posted by on November 28, 2016 in Hiking, History, Railway

 

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Older, and unfortunately dumber!

Yep, that about sums it up! Older? Well, I am going to be 40 this year, but it is more of a reflection of the fact that I can’t do everything I once did effortlessly like I did in my 20’s. Dumber? How can you be dumber Dave? You are almost 40, right? With age comes experience and knowledge! Yes it does, but it doesn’t necessarily prevent me from being a bonehead. One can still be *gasp* middle-aged and still be astoundingly dumb…case in point. So, how were you a dummy Dave? Please, read on.

So summer is now in full swing, as we are now into the third week in July. The weather has been all over the place; one day hot, one day rainy…it just can’t make up its mind. Yesterday was just plain stupid hot. Stupid hot you say? Well, it hasn’t been anywhere close to that temperature all summer, then all of sudden it is 40+ Celsius with the humidity. Craziness! Hopefully this means things will start to settle down, especially with all the rain we’ve been receiving lately. The rivers and creeks are high, which makes my hikes a little more challenging (as mentioned later).

As I write this I am sitting in a hotel room in Sault Ste. Marie…Ontario. The family and I are on the first leg of our trip to Toronto and we’ll be in the centre of the universe by tomorrow afternoon. The boys are very excited for the trip; first to see their uncle, and second to experience all the cool things to see in the Toronto area. We’ve never come here as a family, and I have not been to southern Ontario since 2006.

Day One was fine, though eight hours behind the wheel was a bit tiring. I do love the drive though; the scenery is spectacular! What wasn’t exciting were the constant stops for construction. If you’ve never heard this one, the joke is that there are two seasons in Canada-winter and road construction! I’ll have more to say about our trip in my next post.

Things have been busy on the railway front. I did get out for a hike last week, which was much more successful than the previous week (which I’ll talk about shortly). We’re also slowly putting everything together for History Day, which is less than a month away. There are so many little things to plan and prepare. I’ll put up a copy of the poster once it’s ready.

Obviously the highlight of the past week was my hike at Leeper (mile 31 of the railway). Where is Leeper you ask? Well, it doesn’t really exist anymore, other than a road that runs off Highway 588. It is located about halfway between Hymers (mile 28) and Nolalu (mile 34). It is marked by several crossings of the Whitefish River, the remains of which are still very visible. I was last there in 2009, but I didn’t shoot any video, which was the reason for my re-visit.

The trick for this hike was going to be where to start. Leeper was located on the south side of the Whitefish River, just east of a crossing of the river. It has rained quite a bit lately, so I figured it would be a challenge to get across without getting wet (I hate walking with wet boots). So I decided to park north of the river, near the old highway crossing (the new bridge is about 85m east of the old one). From there I would walk to where the first bridge was located; what I didn’t take into account was how far away that bridge was. Thankfully there was an old road that brought me right to that spot after a 430m walk.

Finding bridge remains is always a challenge due to the shifting course of the Whitefish. It has moved quite a bit since the railway was built through the area in 1890, obliterating some sections of the railway. The crossing at Leeper is no exception. There are pilings and parts of the abutment in the west bank, but I cannot even find where the eastern side might have been. I have looked around on several occasions, but have come up empty. Right now the bridge looks to be about 60m long, but in actuality it was probably shorter than that.

Bridge crossing, Leeper, July 2013.

Bridge crossing, Leeper, July 2013.

Bridge remains, Leeper, July 2013.

Bridge remains, Leeper, July 2013.

Immediately west of the western abutment (about 50m), I encountered the first effects of the river erosion. The river has shifted again, but at some point after 1938 it washed out a 75m stretch of the rail bed. These detours make hiking a bit challenging, as picking up the grade on the other side isn’t always easy.

It was at this point that I realized that I had not calibrated my GPS for the altitude of Leeper station (I like to try to plot the rise in elevation of the grade). I didn’t have the number on me (it’s about 1000ft), so I thought I’d be smart and call my wife for it. Her reaction was quite interesting; after explaining what I wanted her to do, she answered with “why don’t you look it up yourself?” She did give me the data, and as I hung up I stared blankly at my iPhone in my hand. It took a few seconds to realize that I called my wife on a device that has a connection to the internet. I thought, “man, you’re a dummy!’

The major feature of the grade in this area (other than the bridges), are the near constant cuttings that are present. The railway skirts along the south side of a large ridge and the grade is cut into the side of that ridge. It makes for a very well defined, picturesque area.

Rail bed, Leeper, July 2013.

Rail bed, Leeper, July 2013.

Almost 500m past the previous washout, I arrived at yet another area of erosion, this one for about 90m. This area had fallen victim to the hydraulic effects of the river, but it was very evident that the railway engineers were concerned about this along the whole section. I passed several areas where rock fill had been placed at the bottom of embankments and it was clear that the river had once passed alongside.

Erosion, Leeper, July 2013.

Erosion, Leeper, July 2013.

One hundred and eighty metres past the erosion I encountered an approximately 20ft creek that appeared to have been ravaged repeatedly by torrents of water; what remained of the bridge or culvert was displaced and pushed downstream several feet. Again I had to fuddle around trying to pick up the grade on the west side.

From here the railway continues another kilometre to the second river crossing, dominated by very long cuttings and embankments. In many places the grade opens up and is very easy to walk along. In my head I thought about how it would have looked when the trains were running and how pretty it must have been alongside the river. It would make an awesome hiking trail!

Cutting, Leeper, July 2013.

Cutting, Leeper, July 2013.

Cutting, Leeper, July 2013.

Cutting, Leeper, July 2013.

Cutting, Leeper, July 2013.

Cutting, Leeper, July 2013.

Cutting, Leeper, July 2013.

Cutting, Leeper, July 2013.

One of the other reasons why I wanted to return to this section was that it contains a few well-preserved telegraph poles. I had found two on my previous hikes and I was hoping to find more. Locating them is a bit of a challenge, especially given their age (it’s been 75 years since the line was abandoned). I found the remains of a few more, but they were both in very bad shape.

Telegraph pole, Leeper, July 2013.

Telegraph pole, Leeper, July 2013.

Telegraph pole, Leeper, July 2013.

Telegraph pole, Leeper, July 2013.

My original intention for the hike was to push about 500m past the second river crossing to the third crossing, but my efforts were thwarted by the river. It was much higher than I expected (higher than it was in 2009 and that was high) and would make any attempt to ford very dangerous. I’ll have to cover this section when I do part two of the hike, this time coming in west from Nolalu…I can’t wait!

1960 Ontario Geological Survey.

1960 Ontario Geological Survey.

Anyway, time to wrap up. I have another long day tomorrow and I need my rest. I’ll be skipping a post due to the trip, so I’ll be back in a few weeks. Until then…

 
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Posted by on July 17, 2013 in Hiking, History, Railway, Travel, Writing

 

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Here we go again…

Yep, I am officially sick again. I feel like a big pile of poop! Who came up with that analogy by the way? Did someone do a scientific study comparing the feeling you have when you’re sick and fecal matter? Gee, too bad I wasn’t part of that! All kidding aside though, I do feel quite lousy, but I did suck it up and dragged my butt into work. Hopefully I get better soon as I hate this feeling.

Now one of the reasons I’m praying for a quick recovery is that I’m going to have to play a bit of football on Thursday. Since both the junior and senior teams are done for the season, it is time for our annual wrap-up. This means that we’ll be playing a little two-hand touch football and eating some pizza. It’s bad enough that I’m out of shape, but it will kill me when I’m less than one hundred percent. Let’s hope I don’t break anything important!

So this week I did have a bit more time to devote to railway matters, but certainly less than I hoped. I had wanted to at least get in a bit of writing on the Leeblain article, but things just didn’t pan out that way. Maybe this week?

On Saturday I took some time to tidy up my office and file a lot of information that had piled over the summer and fall. While I was at it, I decided to convert the last segments of old video that I had of my railway field work. This particular footage was shot in the summer of 1997, and was taken around Nolalu, Wolfe Siding and Mackies. I put the first video on YouTube on Sunday, and I hope to get the others up in the next few weeks.

The subject of this video is the area between Leeper (mile 31) and Nolalu (mile 34), which is one of the most unique from a historical perspective. It contains many telegraph poles and the remains of four bridges over the Whitefish River.  The most amazing of all is the third crossing, as it is the only bridge on the entire railway which has concrete abutments. Why this was done for this and this only bridge remains a mystery. I was last there in 2009 and I’m anxious to get back as soon as I can as I did not shoot any video on that hike; I’m sure much has changed it that time.

Rail bed, Leeper, August 2009.

Telegraph pole, Leeper, August 2009.

Telegraph pole, Leeper, August 2009.

Bridge remains, Leeper, August 2009.

Bridge remains, Leeper, July 2012.

Most of my railway time however was once again taken up by the Silver Mountain Historical Society. Our incorporation meeting is coming up in less than a month, and there’s a lot to do in that short period of time. I have a presentation to put together and there’s also the matter of recruiting as many members as possible.

In conversation with my fellow co-chair Shelley Simon (who’s also the proprietress of the Silver Mountain Station), we decided it was time to look into a website. I’ve registered the domain name and started work on the site. Web design unfortunately is not among the many skills in my repertoire, so I had to resort to using the provided web builder. It looks decent, but it could be a bit better (I am somewhat of a perfectionist though, which does colour my opinion). I want to unveil the site by the end of the week, and hopefully this will lead to some increased publicity for the society. Fingers are crossed!

Anyway, I’m kinda out of gas, so it’s time to wrap things up…more to say next week as usual. Until then…

 
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Posted by on November 13, 2012 in Hiking, Miscellaneous, Research, Writing

 

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