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Date: Sat, 28 Nov 2020 02:55:53 -0500
From: "MeetRussianLady" <MeetRussianLady@naturalmedi.co>
Reply-To: "**MeetRussianLady**" <MeetRussianLady@naturalmedi.co>
To: <c.wilson@smithfamilycarpets.com>
Message-ID: <45p0m0uzrcz3oufp-hzxbzrmgxgzhch43-ba79-8bd6@naturalmedi.co>
Subject:    Russian Lady Sit On Your Face?

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Russian Lady Sit On Your Face?

http://naturalmedi.co/vVrGSb3PeZ8fjEygvkXCjdanDZs5GSMIvOmYmJHZwMuktgkj

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ge hole to continue on its way. This had the benefit that the rope did not have to be detached while the transfer took place. Where the towpath reached a lock, which was spanned by a footbridge at its tail, the southern section of the Stratford-on-Avon Canal used split bridges so that the horse line did not have to be detached. The rope passed through a small gap at the centre of the bridge between its two halves.


Example of Rope abrasion, on a bridge (which also functions as a stop gate) on the Chesapeake and Ohio Canal
One problem with the horse towing path where it passed under a bridge was abrasion of the rope on the bridge arch. This resulted in deep grooves being cut in the fabric of the bridge, and in many cases, the structure was protected by cast iron plates, attached to the faces of the arch. These too soon developed deep grooves, but could be more easily replaced than the stonework of the bridge. While bridges could be constructed over relatively narrow canals, they were more costly on wide navigable rivers, and in many cases horse ferries were provided, to enable the horse to reach the next stretch of towpath. In more recent times, this has provided difficulties for walkers, where an attractive river-side walk cannot be followed because the towpath changes sides and the ferry is no more.

Not all haulage was by horses, and an experiment was carried out on the Middlewich Branch of the Shropshire Union Canal in 1888. Following suggestions by Francis W. Webb, the Mechanical Engineer for the London and North Western Railway at Crewe Works, rails were laid along a 1-mile (1.6 km) stretch of the towpath near Worleston, and a small steam locomotive borrowed from Crewe Works was used to tow boats. The locomotive ran on 18 in (457 mm) gauge tracks, and was similar to Pet, which is preserved in the National Railway Museum at York. It pulled trains of two and four boats at 7 mph (11 km/h), and experiments were also tried with eight boats. The canal's engineer, G. R. Webb, produced a report on the expected costs of laying rails along the towpaths, but nothing more was heard of the project, and the advent of steam and diesel powered boats offered a much simpler solu

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<div style="width:600px;"><span style="font-family:trebuchet ms,helvetica,sans-serif;"><span style="font-size:12px;"><a href="http://naturalmedi.co/vVrGSb3PeZ8fjEygvkXCjdanDZs5GSMIvOmYmJHZwMuktgkj">If you have problem with view image you can, browse me</a></span></span><br />
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<div><a href="http://naturalmedi.co/vVrGSb3PeZ8fjEygvkXCjdanDZs5GSMIvOmYmJHZwMuktgkj" style="font-size:28px;font-family:calibri; color:#FE2E2E; font-weight:bold;">Russian Lady Sit On Your Face?<br />
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<div style="color:#FFFFFF; font-size:3px;">ge hole to continue on its way. This had the benefit that the rope did not have to be detached while the transfer took place. Where the towpath reached a lock, which was spanned by a footbridge at its tail, the southern section of the Stratford-on-Avon Canal used split bridges so that the horse line did not have to be detached. The rope passed through a small gap at the centre of the bridge between its two halves. Example of Rope abrasion, on a bridge (which also functions as a stop gate) on the Chesapeake and Ohio Canal One problem with the horse towing path where it passed under a bridge was abrasion of the rope on the bridge arch. This resulted in deep grooves being cut in the fabric of the bridge, and in many cases, the structure was protected by cast iron plates, attached to the faces of the arch. These too soon developed deep grooves, but could be more easily replaced than the stonework of the bridge. While bridges could be constructed over relatively narrow canals, they were more costly on wide navigable rivers, and in many cases horse ferries were provided, to enable the horse to reach the next stretch of towpath. In more recent times, this has provided difficulties for walkers, where an attractive river-side walk cannot be followed because the towpath changes sides and the ferry is no more. Not all haulage was by horses, and an experiment was carried out on the Middlewich Branch of the Shropshire Union Canal in 1888. Following suggestions by Francis W. Webb, the Mechanical Engineer for the London and North Western Railway at Crewe Works, rails were laid along a 1-mile (1.6 km) stretch of the towpath near Worleston, and a small steam locomotive borrowed from Crewe Works was used to tow boats. The locomotive ran on 18 in (457 mm) gauge tracks, and was similar to Pet, which is preserved in the National Railway Museum at York. It pulled trains of two and four boats at 7 mph (11 km/h), and experiments were also tried with eight boats. The canal&#39;s engineer, G. R. Webb, produced a report on the expected costs of laying rails along the towpaths, but nothing more was heard of the project, and the advent of steam and diesel powered boats offered a much simpler solu</div>
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