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About this City Journal

This is CSG's Journal on Natural Growth. (The Original one) CSG gave Gafibla permission to do this. He decided he didnt want to, so now I Volenteered. None of this work is mine, im simply...

Entries in this City Journal

_marsh_

Diving The Drive

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We have only been in Boston for a couple of days, for the Big Boys Toys exhibition at the Keoto convention, just north of our motel.

But my wife wanted to visit the home of the Boston Big Cats, the stadium in East Central Boston, across the harbour.

We'd heard that the new Boston Harbour Tunnel had just been completed, so we decided to take it to our destination... it's always fun to drive in a tube with no windows filled with stacks of other cars and no way out if the water comes rushing in while you're... *breathes heavily* it's ok, I'm ok...

So we asked for directions.

Turns out it was a lot simpler than we thought.

Simply follow the Boston Central Motorway until you pass the Greck Corporation building (can be seen easily from the Keoto Convention Center), then turn right at the main intersection.

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Immediately after that they're be a big signpost saying "Boston Harbour Tunnel" - it's really hard to miss actually.

That's the main road that will take you under the industrial docks and harbour and out the other side into East Central Boston.

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If you see the stock-exchange, you've gone too far... (We got some nice shots of it while we were there though, so it's all good!)

They didn't tell me it was a toll but whatever... it's only §4.20.

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Then you plunge into the tunnel itself... all that lovely claustrophobia, death pressing itself up against every window of your car... the sound of the tunnel creaking under the strain of the earth, ready to burst at any  ... it's ok, I'm okay.  It's actually really well lit and ventilated down there... you could almost forget that it wasn't a near-death experience!

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The drive is noisy and unpleasant (but I'm bias, I'm very claustrophobic), and lasts for around 5 minutes, until you pop up the other side to sweet fresh air and natural light.

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I'm not sure how much the tunnel cost the city, or how long it took but it's very fancy... nothing like that back where we live...

It's been quite a nice holiday... two more days and we go home.

I'm thinking of buying that flying car I saw at the Big Boys Toys show... a very reasonable §780,000...

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_marsh_

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As the end of 1992G.Y. drew near, the Kasmir Rail Link also drew near completion, having been erected in near record time by the now very well established and well organised rail-manufacturing industry located in Tunnings Town, only a couple of kilometers to the south west.

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Tellequin Minor League station was the first part of the upgrade, and it's construction was done in parallel with the rest of the track being laid.

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The bulk of the rail line was laid through two large privately owned farms, making the Kasmir Rail Link one of the single least expensive rail lines per meter ever laid in Boston v2, not counting the cost of the earthworks required to create a new artificial land-bridge at the northern end of the rail line.

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As the track headed north between Tellequin Beach and Eastlook, it passed through the administrative area of Tellequin Beach, very close to city hall.

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The Eastlook Station was installed almost across the street from the Tellequin Courthouse, and was expected to become the hub station of the entire point.

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The earth-works to widen the natural pass to Kasmir Point went largely without a hitch, as the entire point was founded on rock with only a superficial layer of sand having been deposited over the centuries.  There was some concern expressed over the erosive damage that might be caused by a 1-in-50 year storm event, and the problems it would cause if such a vital infrastructural link were severed, so council began considering options to curb this threat.

In the meantime only a few hundred meters of rail to the Kasmir Point Station remained, and the Kasmir Point Station itself.

The southern Boston coast was powering ahead, and would soon match the North-Eastern coastline for development.

Want more? Visit my blog.  Or check out our new forum site, CSGforums!

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_marsh_

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Orthanc Quay - Boston v2's oldest northern neighbour within the local area - was still considered a remote location.  Especially now that sims had begun getting used to the cruisey drives afforded by the new (and very nearly completed) SimNational highway project.

The only way in and out of Orthanc Quay was still the original ferry pontoon (now very old) and the winding scenic Great Northern Bay Road which didn't access the new highway network until far west of Crystal Bay... quite a drive.

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As a result growth in this region had been slower than closer in to the heart of Boston, but the Orthanc Quay Council wanted all that to change.

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There was still plenty of room to expand both outwards AND upwards on this little point of land... all council had to do was make it attractive to sims to live and Orthanc Quay could benefit from the population boom that Boston v2 had already begun to experience.

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With the introduction of the new Orthanc Marina (privately owned and run by Flushing Floater Holdings) Orthanc Quay was becoming a very attractive city to live in.

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Prosperity had been creeping into this previously farm-dominated landscape for generations, and the council recognised that this was where the growth, development and most importantly of all - the Simoleans - would come from.  Not pumpkins.

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All it really needed was a bit of effort spent into upgrading and consolidating its isolated suburbs...

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...some active campaigning to promote its natural attractions...

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...and a big-ass road connecting it to the new SimNational Highway grid and Orthanc Quay would soon be called The Place To Be.

Hey maybe a jingle would help?

Orthanc! Orthanc! Come and see the Quay!

Water! Termites! It's the place to be.

...

..

Maybe the council should stick to their development plans and leave marketing up to the experts.

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_marsh_

2 Down - 36 To Go

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Colorado Lumber had completed the logging of the two contract sites between the new highway and Kelly Bay suburbia.

It was, therefore, time to move on.

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Now, while Boston City Council had significantly relaxed its laws in regards to moving the Tigercats between sites, it had not abolished them altogether.  A movement plan was still required, a pilot vehicle was still required, and traveling in the early hours of the morning was still required to minimise impact on traffic and risk of accidents.  The Tigercats were allowed to travel under their own power, without the requirement of a semi-trailer, which greatly reduced costs.

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6 of the 7 Tigercats working on Contract Site #0801a would be relocated to the new site across the highway, #0802b.  The other Tigercat from #0801a and the 5 Tigercats from #0801b would be moved south, across the highway, to the site next to Tunnings Town - #0802a.

The movement plan for the northern site was simple - keep to the backstreets until the highway, then travel north up the highway, past the incinerator power plant, through the town of Daedalis, and to the northen edge of the site.  Logging machinery would then work the site from the north to the south.

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Colorado upheld their end of the bargain (it was afterall now written into the redrafted contracts), and plowed all stumps out of the ground, piled them, and burnt them, leaving behind a reasonable clean cleared earth.  The neighborhood kids loved it, and dirt-bike sales had a spike.

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So that made two sites cleared and in the process of being cleaned up.  But Colorado had many more lined up.

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The other site being cleared was of course the Tunnings Town site, #0802a.  It would also be logged from the north towards the south.

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The landscape around Kelly Bay had changed drastically these last three years.  The SimNational Highway that sliced so cleanly through the forest to Kelly Bay's south had brought with it destruction for huge swathes of forest on either side of it.  Such is the price of development.

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_marsh_

Sunderson's Legacy

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James Sunderson, originally born in Margoree, studied in Belgriffe City, and then moved to Cove Ville (the home town of his wealthy Aunt Hadley) at the age of 24.

In Cove Ville James opened a used car lot and shortly afterwards married a beautiful young woman, Nancy Cartwright.  Nancy and James had two children, Sarah and Trevor, and both showed great promise in their studies and social skills.

This all changed when in July of 1941 Cove Ville was all but leveled in the terrible earthquake that rocked most of the nation of Palu.  Ten thousand people perished in the disaster, with James' wife, two children and aunt all being counted among them.  The story of this event is covered in DarthViper3k's journal "Palu State - Natural Growth".

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Sunderson was destroyed emotionally by this terrible event, and it completely changed his life.  In one of life's little ironies the event also made James extremely wealthy through inheritance and insurance passed on from his lost family.

His world completely taken away from him, but at the same time made incredibly wealthy, Sunderson moved to a small cozy town called Cradle Bay, on the northern edge of a young Boston v2.

When the Palu Earthquake of 1941 destroyed Sunderson's home and family, it left James with a growing respect for the power and majesty of nature, and his own insignificance compared to it.  Sunderson commented once that it was during this time that he had an epiphany about his place on the earth and purpose in life.

So it was that in the summer of 1944 James Sunderson founded what came to be known as the Wilderness Warriors - an environmental group that would defend the voiceless plants and animals of mankind's environment from the onslaught of an uncaring, all-conquering humanity.

The Wilderness Warriors grew to be a mighty force, tackling governments, businesses, corporations, developers, anyone and anything that would take and destroy without thought of consequence.

By 1990 the Wilderness Warriors were self-funded through a range of programs such as environmental education, environmentally friendly tours, eco-resorts, and a host of investments.  By this stage Sunderson was more of a figurehead than a decision maker in the Wilderness Warriors, but the entire group (right down the guys packing seeds into palettes to germinate for next year's planting season) looked to James Sunderson for passion, enthusiasm, and a love for all things wild.

It was therefore a very sad loss when James Sunderson passed away one night in his bed from a stroke, although many remarked that going to sleep at the end of such an eventful life and never waking up was a damn fine way to go.

James Sunderson's personal estate included only his home on the southern shores of Vieseldorfe Point.

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For around three years prior to Sunderson's passing the Wilderness Warriors had been engaged in discussions with state government about an area of forest being gradually dissected and developed to Boston's north.  The discussions and negotiations were such that this area - being home to some of the most unique ecosystems in SimNation - should be declared a national park and preserved for future generations.

With the great weight of respect granted to the Wilderness Warriors by governments and sims all around SimNation, these negotiations had proceeded reasonably well - due in no small part to the organisation, research, and passion of the Wilderness Warriors which in turn was due in no small part to the efforts and funding of James Sunderson.

It was therefore very well received when the SimNational State Government granted protected National Park status to the area (without reservation) that had been negotiated by the Wilderness Warriors, and named it the Sunderson National Park, in James Sunderson's honour.

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Rest in Peace James.  You earned it.

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_marsh_

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Construction had been going on in the new Skipper Bay canal estate for some months now, and good headway was being made.

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After the site had been carefully surveyed and marked, the canals were grading gradually down towards sea-level.  Even at this early stage it was clear how the layout of the canal estate would go.

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This was the heart of the Skipper Bay Canal Estate, Skipper Island.  It lay between what would be the two entrances to the canal estate.

This was to be one of two commercial districts being built in the canal estate.  Skipper Island would host the new Skipper Bay Marina, as well as various upmarket and somewhat nautical themed commercial ventures.

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Skipper Island was to be intersected by a main road, which would cross the two canal entrances by flat unassuming bridges.  These bridges were carefully designed to allow ferries and small masted vessels passage.  The northern bridge has not yet been built.

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Most of the canal structure lay further north, up the main chanel which was still being constructed.

Much of this estate would be built after the initial release of Skipper Bay, which would include Skipper Island and pretty much all the area shown in this picture.  The second and larger inland commercial district would be built on a natural hill that had been made higher by the fill cut from the canals themselves.  This would result in a spectacular local raised commercial district - Boston's first artificial hill - which would overlook the entire canal estate and out across the bay.  This district would be finished alongside the second release, which would include the canals further up the chanel to the north, wrapping slightly around the new commercial district hill.

It was a grand and spectacular development - Boston's largest development undertaking to date - and was sure to bring a lot of wealth and growth to the city.

And it was all thanks to the SimNational Highway Project.

Which, by the way, was drawing towards completion...

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_marsh_

Entries 71-80

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The SimNational Highway project has had an unexpected benefit for me.

I've enjoyed my yachting lifestyle in Kelly Bay, but the commute Spankton is long and during peak can be very crowded, and it's really having a major impact on my quality of life.

Well imagine my delight when I heard that Boston is building it's very first water-front living estate, just a little north and with easy access to the new highway (when it's done).  I contacted the number in the advert and two days later this brochure arrived, showing me the new estate, where it's located, pricing, the available releases... although they haven't specified the actual lots yet but it says that's only months away from approval and I can buy right off the plan.

The area being developed in a small bay north of here, I think it used to be called Mudgrove but they're renaming it to Skipper Bay.  Probably a good marketing decision.

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The brochure's very nice - I really hope this is as good as it looks because with the third pay-rise I got recently I've got a lot of expendable cash and to be honest its quite a drag trying to figure out new things to spend it on.  A nice big house, a yacht, and my own mooring would be just delightful.

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Decent prices, but that's always for some battle-axe block stuck in the middle of the main turn-off or something... we'll see what the average house and land package is worth.

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I particularly like this one.  The Silbermann.  There are a lot of nice ones, but this one just says "I'm a pompous twat with too much money" and that's just exactly the message I'm going for.

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All my friends at the country club are gonna be so jealous.

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Skipper Bay was a direct result of the SimNational Highways Project bringing the region together, making travel time shorter, and in essence making Boston smaller.  This meant that a drive from the CBD to what used to be a remote area was now a short and easy drive down the highway, which really opened up a world of opportunities for developers.

The first of these opportunities to be really noticeably taken advantage of, was Skipper Bay... Boston's first canal water-front living estate.

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Built on an area previously dominated by farmland, Skipper Bay was to completely transform these flats into a thriving high-wealth retreat.

In turn this would prove a boon for the local community as far as commerce and probably industry was concerned, so approval for the project was short-tracked, and marketing material was distributed in accordance with the release plan.  The entire project would be released in two releases, the first being the mouth of the canal network, "Skipper Island" commercial district, and the southern-most section of canals.  The second release would come some years later, and involve a second hill-top commercial district and the northern-most canal networks.  The entire project would cover an area almost 6 square kilometers.

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The first release was approximately half this, and would be available to build on just as the highway itself to the area was due for completion.

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Step 1, as always, is the resumption of properties.  Since most of these were farms, this was a reasonably inexpensive process for the developers.

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The only thing left undemolished at the end of this phase was the road itself, as it was the only coastal means of travel north and south, without a VERY long detour a few kilometers to the west.

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This was important, and was one of the conditions imposed by council.  The new road must be fully in place before this old one can be demolished.  This posed a few challenges for the developer, but none that money and good engineers and urban planners couldn't get over.

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Boston's Highway Project was much the way to being completed by the end of September, 1991... but still had a long way to go.

Nevertheless much of it was now open to public use, and the sims of Boston were quick to take up the advantage of such a marvellous piece of infrastructure.

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Sims in South Central Boston were now connected directly with the northern parts of Sound Way, by an intersection located just on the western edges of Blattvale.

The highway didn't yet connect with the southern part which wrapped all the way around Kelly Bay's west, but it was only about a year away from being complete, and the main roads still cleanly connected these two pieces of highway, allowing an interrupted but still vastly faster means of traveling between the central and southern parts of Boston City.

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Translation: Resident Sims from distant suburbs are traveling into Boston South Central to work - via the new highway.

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Translation: Resident Sims in Boston South Central are using the new highway to travel vast distances to other more remote parts of Boston City.

The sims of Boston are voting with their feet (and cars, and bikes, and skateboards) - the highways are a massive success story, and they haven't even finished being built yet.

This can only mean one thing - Boston is about to enter a Golden Era of growth and prosperity.

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Franklin State Forest - declared a protected State Forest in 1910, is facing a growing tide of problems that are forcing governments to re-think their strategy for this land.

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In 1910 the SimNational Government with the recommendation of the then Boston Shire Council declared a small 1 square kilometer patch of native coniferous forest as a State Forest.  This effectively prevented development of this land, but also prevented sims from taking or altering it in any way, or trapping, hunting or otherwise infringing on the habitat of the native fauna.

At the time this was a noble gesture on behalf of the Boston Shire Council, and one which made everyone feel all warm and fuzzy.  Aww... hugz?

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Franklin State Forest - circa 1920 g.y.

However as time went on and Boston rapidly spread, this little pocket of no-go-zone quickly became isolated in a sea of human "improvement".

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Franklin State Forest - circa 1973 g.y.

To combat the impact this was having on native wildlife in the State Forest, during the 60's, 70's and 80's Boston City Council had allocated a "wildlife corridor" which stretched to the west to the river, and beyond that to the undeveloped wilderness that the city had at that time not affected.

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Franklin State Forest - 1991 g.y.

By the early 1980's however this had been undercut steadilly by this little proposal here, that little bribe there, this little government scandal here, that little forest fire there, until eventually the wildlife corridor had completely been consumed by human greed and development, utterly isolating Franklin State Forest and any hope that the wildlife there had to escape.

This was made worse by the fact that in its infinite wisdom the governments of the day had defined a rediculously small area as state forest, so that even a drunk squirrel with only three working legs and missing tail could still wander from one end of the forest to the other in a day or so... making it simply too small to support any wildlife for any real conservation purposes.

The road-kill in the surrounding suburbia (and later on the major 4-lane avenue) was testament to the horrible mistake that had been made trying to isolate and preserve nature in such a small prison.

Whereas once Franklin State Forest had been host to a myriad of native animals, like the South-Eastern Hay-Face Llama:

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South-Eastern Hay-Face Llama - "Llamarus Hayfacii"

... and was a beautiful living showpiece of the native flora of the time:

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Franklin State Forest as it was in the 1920's to 1940's

Now traffic, isolation, and a shrinking gene pool have made the larger animals in Franklin State Forest all but dissapeared, and humanity has brought with it a new threat:

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SpiderLegs - "Bigbadass infestimuch"

The introduced climbing plant "Spiderlegs" (Bigbadass infestimuch) was well suited to the climate. With the native environment's lack of controls (such as insects and disease), Spiderlegs quickly took over much of the surrounding forest. In particular Franklin State Forest where human interference and pollution stressed the forest to the point that it could not compete with the introduced climber.

As a result, Spiderlegs became so prolific that it actually blocked out sunlight and quickly stifled new seedlings and under-canopy trees, quickly leading to Franklin State Forest becoming even more devoid of life than it was before.

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Spiderlegs infestation near a walking track in Franklin State Forest - 1987 g.y.

So Boston City Council had little choice but to recommend a drastic approach to Franklin State Forest, which was clearly failing (with no hope for change) to act as a naturally preserved sample of the previous glory that was the native forests.

The Federal Government and Boston City Council had a series of long public discussions, to determine what should be done.

Proposals included:

    * Converting Franklin State Forest into a grand central park.

    * Spending hundreds of millions of simoleans removing Spiderlegs, fencing the zone off completely from the public, and operating it as a sort of "zoo" with isolated walkways and staff and huge maintenance costs (everyone got nervous at this idea, as it was a lot more expensive than just naming an area protected).

    * Developing Franklin State Forest as an eco-resort or as a huge new botanical gardens, and rezoning a new and much, much larger area as state forest much further out of town.

Public input was invited before any decision was made.

So... public... what do you think?

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Hello.

I am Samantha.

I am four and a half years old.

I like blue and chickens and my favorite chicken is Betsy because she is round.

This is where I live.  My town is called Whatstha.  It is very pretty.

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Come on I'll show you!

This is Whatstha Point.

I live here but my Mummy doesn't.

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Daddy also likes chickens but he says his favorite chicken is Korma.

I dont know where Korma is but he says he loves Korma and her best friend puppy dumb.

I think that's a mean name but daddy says he loves puppy dumb a lot.

This is where Daddy works.

He says hay is heavy but I have seen hay and its very light. I think Daddy is silly but he's funny.

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This is Uncle Jeff's farm.  He makes the best scrambled eggs ever.

This is where Betsy lives.  Daddy says Korma comes from here too but Uncle Jeff just laughs when I ask where Korma is. His eyes wrinkle when he laughs.

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On the far edge of town is a farm that Daddy doesn't like me going to... he says Mr. Plebbit is mean.  I've never met Mr. Plebbit but Daddy says he's mean.

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Sometimes Daddy and me go to the next town... Merry Vill... um... Meril ... I can't say it but Daddy can.

We take our truck and also our lawn mower to this place to be fixed sometimes if it breaks and Daddy can't fix it himself.

Normally Daddy fixes it but sometimes it breaks too much and he needs someone else to fix it.

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It's not far to the next town which I can't say properly but it takes us awhile because Daddy drives slowly.

He says he likes the air and to take his time.  He always smiles when we drive so I smile too.

One day Daddy says he will take me to see the big city.  Daddy came from the big city you know? Before I was born. Daddy doesn't smile when he talks about the big city but he promised to take me when I'm bigger.  I want to go but I can't take Betsy.

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Boston had grown very fast in the last few years, and in fact the last two years alone had seen Boston's population grow by the same amount that it had grown between the years of 1925 and 1965 - by over 140,000 sims.

These sims traveled - by car, train, boat, and of course by plane.  In recent years especially, aircraft traffic had become a more and more affordable and popular means of travel, and had made the entire SimGlobe a very small place.

But Boston's aging airports were becoming more and more burdened by increasing traffic, despite leaps in equipment and training.

Flight 86H, tragically, was simply a matter of time.

Flight 86H - a routine flight from Boston v2 to Washingsim, stopping off at Everglades en-route.

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But on this one routine trip, something went terribly wrong.

Shortly after take-off, Flight 86H radioed Control with the following message:

    "Control, we have a fire in Engine One.  We are declaring an emergency - request immediate clearance to land. Over."

Control of course provided immediate clearance, however a few seconds later the following and final transmission was received from Flight 86H.

    "Control, we have lost all control of elevators, we are in a steady descent bearing 311. Altitude 3000 feet and falling. We are unable to pull up.  Mayday Mayday."

The eery automated beeping and the artificial voice of the cockpit controls could be heard in the background of the transmission repeating "Pull - Up. Pull - Up."

Shortly afterwards all communication with Flight 86H was lost.

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Two other flights in the region saw Flight 86H decend and strike the forests of the Ilium Range on Boston's distant south-west, about 7 kilometers south of Carver Hills.  They radioed the location to Control, and reported that a fire and smoke could be seen in the area.

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Recognising the need to stem a forest fire that could easily take over the area and kill any survivors as well as potentially threaten Boston itself, a remote Fire Fighting crew was dispatched from the Airborne Fire Brigade in Boston East Central.  It was not hard to locate the site of the crash - an alarming thick black smoke surged from the area.

The fire was a massive scar on the forest, with greasy dark smoke billowing angrily into the sky so thick that it cast a shadow on the forest for kilometers.

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Controlling the blaze took two days, during which time any search and rescue was completely impossible not only because of the noxious black smoke but the danger of further air-crashes due to the semi-controlled nature of the aircraft in the sky over the area.

The fire left little hope for survivors, and dealing with the fire was first priority both for the city, and for any survivors that may have evacuated the area into the neighboring forest.

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The public outrage, shock, and fear during this time was electric.

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Shock, followed by anger and immense sadness had officials and the SimNational Flight Safety Regulation (SFSR) squirming and struggling to find answers that ensured this disaster didn't land in their lap, so to speak.

When the fires were out, the true horror of the scene was laid bare for the entire nation to see.

Flight 86H was utterly destroyed, with a huge ruinous trench having been smashed into the Ilium range by the fallen aircraft.  There was no hope for survivors.

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While SimNation mourned, the SimNational Airforce dispatched three heavy air-lifts to assess the possibility of survivors and to set ground-crews at the site to begin documenting the crash.

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As expected, no survivors were located, and the state of the wreckage indicated that there was essentially zero chance anyone could have made it out alive.

As soon as was practical the area was searched and each piece of the wreckage was carefully documented and relocated to a federal crash investigation hangar, where the cause of the crash was to be determined.  The blackbox was recovered without incident and verified much of what was already known.

The SFSR had some serious heat from the press, but for the moment there was no specific word on what had caused this horrific disaster - the worst aviation disaster in SimNational History.

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284 souls had perished in the Flight 86H Tragedy.

Someone was going to be responsible.

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The Tellequin Point - Tunnings Rail Line, completed in 1985, has served Grimey Industries very well for the last 8 years.

In addition to shipping ore and supplies between Tunnings Quarry and the industrial harbour at Tellequin Beach, the line also served to move workers between Tellequin and Tunnings, as not all workers chose to live in Tunnings (the town) itself.

But as Boston grew around Tellequin, Tunnings, Kelly Bay, Cape Noddi, Tranquillity Harbour, Oyster Cove and further east, demand for public transport in towards Tunnings grew.  With the advent of the SimNational Highway project connecting Kelly Bay to not only Boston CBD but the rest of SimNation, the need for a connection to Kelly Bay from the eastern most densely populated areas was made increasingly important.

A short rail-link was proposed that would connect Tellequin Beach and Kasmir Point to the existing Tunnings Line (also called the "Southern Rail Link"), with the long-term plan to connect that southern network to the existing central Boston rail network within the next five years.

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The proposal involved restructuring the existing passenger rail station (built, owned and operated entirely by Grimey Industries until now) with a higher capacity rail station that would allow passing train traffic.

The rail line would pass to the east of the bulk of the built up areas, through farmland (to keep costs down), up to the north of Eastlook, and across the inlet and into Kasmir Point, where it would terminate.

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This would involve the construction of Boston's second causeway, the first being a road across to Portsmouth Island some years ago.  Unlike the causeway to Portsmouth Island, this one would be significantly less expensive due to being a widening of an existing natural causeway over much shallower water, rather than the filling of a natural channel.

Tuckmore Marina were less than impressed with the concept due to the disturbance to their "pristine natural attractions" and the impact it would have on their business, but their protests were only one of many businesses to express input, and most businesses agreed that it would be a boon, especially in Kasmir Point.

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The existing passenger station next to the Tellequin Minor League station would have to go, being upgraded and replaced by a new and better station.

Several businesses and homes in the area would be resumed by the development, but the overall positives of the project greatly outweighed the disadvantage it put a few sims at.  The fews sims that were displaced were, as always, paid very fairly for their homes, and all objections were over-ruled by a lot of well-funded legal pressure.

Development always trumps "but I was here first" in Boston v2.

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On the heels of the SimNational Project Colorado Lumber and the Boston City Council had some unique opportunity to harness the public acceptance of large-scale woodland destruction to seal some important contracts that would last some years into the future.

Current contracts for Colorado Lumber were far out west, where by and large there were a lot of trees and the Wilderness Warriors had a weak argument when challenging this logging due to the fact that the logging operation affected such a tiny area of forest compared to the areas left untouched.

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Closer in to the built up areas, this was not the case.  Forests here were already under a great deal of pressure from expansion and property owners clearing their land to "improve" it, and so the added pressure of a logging operation was much easier for the Wilderness Warriors to gain public support against.

The SimNational Highway Project, in particular the M2 (formerly known as the Eastern Seaboard Highway South, or ESBH South) had created a lot of acceptance in Kelly Bay due to the destruction of forest being a desired alternative to the destruction of Kelly Bay's heart.  Readers may recall the protests against this project in Entry #59 "Kelly Bay Crossing Rejected".

The end result is a great weakening in public support for any protests the Wilderness Warriors have against logging and development in the immediate areas (especially around the highway itself).  This in turn means that now is a golden window of opportunity for Colorado Lumber to snatch up some contracts in the area, and for Boston City Council to make some good coin on the tailcoats of the SimNational Highway Project.

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These contracts represented around 20% of the contracts being evaluated by Boston City Council and Colorado Lumber.  The others were much more scattered than these contracts.  These logging permit contracts were evaluated and signed hastilly while the public remained reasonably accepting of major development in the area.

Effectively these contracts doubled the area of land that had been contracted to Colorado Lumber.  The terms of many of these contracts were that the logging needed to be completed within a few short years and started immediately, while the iron was hot, so to speak.

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This suited Colorado because they could invest in new staff and equipment and expand their operations in quick time.  It suited Boston City Council because Colorado was taking care of the deforestation of areas that Boston intended to on-sell to developers to cater for the population boom that the SimNational Highway Project was bringing...

Land always fetched a better price if it required less expense to develop.  Flat cleared land was far more valuable to developers than forested hilly land that required a lot of clearing and terracing.

Everybody won.

Boston's surrounding wilderness lost.

Hardly anybody noticed.

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Two months on and Colorado is certainly maintaining their end of the contract.

A little too strictly to the letter, actually.

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Contract #0801a is 65% depleted, and Contract #0801b is now almost 35% depleted.

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The contracts did not stipulate that the land needed to be rehabilitated in any way, so Colorado is leaving a swathe of destruction in its wake.

Stumps, stunned and terrified animals, and trees and shrubs too small to interest Colorado have been left behind the advancing chainsaws and machinery.

Needless to say, Boston City Council is less than impressed... the only thing it got out of this deal besides royalties was cleared land ready to sell for a good price to developers.

Now developers still needed to put in the same amount of time, effort, and machinery to prepare this land for sale, so the deal has become quite sour for Boston City Council.

Sadly, in its haste, all of the contracts around Kelly Bay have neglected to address a cleanup process, so Boston City Council is down many millions of Simoleans on what it thought it was getting out of the deal.

This will definately NOT persuade them to cooperate with Colorado Lumber Pty Ltd so willingly in future, but with the next 5 years of contracts laid out before it, Colorado will cross THAT bridge when it gets to it.

The merry sound of dozens of happy chainsaws,  and the cracking of falling trees is heard from sun-up till sun-down, every single weekday, in western Kelly Bay.

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There's a delightful order to things.  A balance.

Some express it in terms of good and evil, right and wrong, dark and light.

It's all the same thing - water finds its own level. You can't push too far in one direction without forces coming together that force you back in the other direction again.

Colorado Lumber thought they'd gotten one over the City Council of Boston v2, for contracts stretching the next five years and worth many hundreds of millions of simoleans.

What Colorado Lumber failed to realize is that Boston City Council were are particularly well organised bunch, not the insipid poorly structured local government that Colorado had become used to dealing with in other regions of SimNation.

Colorado Lumber (and pretty much all lumbering companies of the era) relied on heavy machinery to rapidly process the forest into logs ready to be carted to a mill.

Much of this heavy machinery was in the form of log-moving and in many cases tree-cutting equipment.  Without this equipment men with chainsaws would cut a tree down, strip it of branches, and then be forced to use block and tackle or beast of burden (like oxen or Clydesdale horses) to wrestle each individual log onto a truck or train for transport to the mill.  Machinery made this process tens and often hundreds of times faster and therefore less costly.  Less cost equaled higher profit.

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The workhorse of Colorado Lumber's logging machinery was the Tigercat 726A, and the more recent model Tigercat 735A.  These machines were designed to grasp a tree at the base, saw it off near the ground, then roll the tree through a set of blades that stripped the tree down into a trunk, then carry the log to the nearest truck.  All without ever letting go of the tree from the jaws at the front of the Tigercat.  The entire process took less than 40 seconds, which was around a tenth the speed it would take a man with a chainsaw just to fell the tree to the ground, not counting the stripping.

Colorado Lumber as part of the contract process (in particular the stipulation about the contracts expiring in around five years) had invested in dozens of these machines - at a cost of about $750,000 simoleans EACH.  A significant investment.

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These machines were very wide - too wide to fit onto conventional trucks, requiring massive convoys to move them between sites or inter-region.  Fortunately for Colorado local road rules were such that providing these vehicles traveled on main roads, with a pilot vehicle, in the left lane to allow overtaking, and with lights flashing, they could travel without being carried by a semi-trailer.  Effectively there were dozens of these machines moving back and forth between sites throughout Boston more or less at will, saving Colorado Lumber many tens of thousands of dollars every time one of these Tigercats needed to move from one site to another.

...

Now, the official story is that it's a total coincidence that this happened less than a month after Colorado decided to play hard-ball with the council about clean-up stipulations in the contracts.

However, shortly afterwards new local road laws were passed that stated vehicles of this size could not move back and forth without being on a trailer, with an advance pilot, a trailer pilot, and a distant advance pilot, as well as a pre-registered route being submitted to (and approved by) council, as well as being limited to being moved between the hours of 2am and 4am on week-days only.  Effectively these Tigercats were on a lockdown at sites they were operating at, and could only be moved under EXTREMELY tight (and expensive) conditions.

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This was made doubly worse in that there were only four vehicles within several thousand kilometers that were able to move these Tigercats, and all of them charged a LOT of money and started billing from the moment they left their home-base cities... whether the Tigercat was on board or not.

So costs to move these Tigercats went from almost nothing to many hundreds of thousands of Simoleans EACH, between every single contract site, and the limited number of vehicles that could move them combined with the conditions under which they could be move effectively meant that it would take months to relocate a fleet of them from one site to another.

The maths was simple - Colorado would be only able to lumber around 25% of the contracts they had acquired (and paid for) before they reached their tools-down date.  And each one would cost millions upon millions of Simoleans more than had been catered for to complete.

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And so it was that on the 14th of June, 1992 that Colorado Lumber generously offered to go above and beyond the terms of their contract and clean up their logging sites by grading stumps and reducing all sites to cleared earth when they'd finished operations.  They even offered to draft a new contract that included this clause.

Wasn't that lovely of them?

See? Big Business sometimes does do the right thing afterall.

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Be sure to visit CSG Forums!

_marsh_

Entries 62-70

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5 weeks after the first plans for the new SimNation Highways Project was first proposed and published, the contracts had been signed and construction had begun.

It was a rolling process, where construction on approved projects would begin, while other projects were still waiting to be drafted in detail.

This served not only to help conceal the total cost of the project from tax payers (since there WAS no total project until it was well underway) but it also helped speed the project up and budget the expenses out.

Most importantly, however, was it kept the progress in line with SimNation time-lines.  Which while the general public went about their lives living in the illusion of free-will, was absolutely paramount to local government who knew better.

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The opening ceremony was held on the 18th of September, 1990, and involved the councillors and heads of the various groups involved in the project moving the first sods of dirt and posing for the media.  It was broadcast fairly extensively throughout the media, and was in general met with a mixture of people hating progress and people welcoming business growth, as is often the case with any new project.

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The first project to be started (and to host the opening ceremony) was the eastern end of the Western Mountain Highway.

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It began with the resumption of several houses and businesses in the path of the project, and of course Noel's Cherry Orchard that sat squarely in the path of the intersection.  There were very few protests, as the amount paid for the properties was the market value of the properties, a variable "discomfort" payment (which depended directly on the amount of protest each property put forward), plus all relocation costs... a payment that would never have been made by a buyer of the properties had they gone on the market voluntarilly.

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The roads were then graded two weeks after that, with the ground works for the actual highway itself being commenced in parallel.

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The next phase was the asphalting of the graded roads, and a more accurate grading of the intersection itself.

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We'll come back and see how they're doing in a few months.

Meanwhile the highway began clearing procedures further to the west, at the Maynard Road intersection.

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Council was very pleased with the progress made in two short months.

We're on schedule, and everything's looking like it's going to proceed very smoothly so far.

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BRIEFING AT MEETING OF ENVIRONMENTAL GROUP "WILDERNESS WARRIORS".

Regarding the heavy deforestation being carried out near the town of Carver Hills by Colorado Lumber under the supervision of Johno Gregory, Head of Operations for the region.

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Thankyou for coming everybody, and a special welcome to our new guests from Bottle Creek Catchment Coordinating Committee.  Cooperating with groups such as yourselves is vital to our over-all success in the stifling of human development and bringing society back to the status of hunters and gatherers everywhere.

Now the most important issue on tonight's agenda is that of the lumber operations being carried out by Colorado Lumber west of Boston up out at Carver Hills... just here on the map.

Now as many of you will know council granted these guys logging rights around three years after the successful campaigning to set up a Forestry Department here in Boston...

The only place that this company has exercised these logging rights is out past Carver Hills so far, however we have a lead that indicates they may be increasing their operations at three completely new locations, piggy-backing off the council's success in getting public support to clear the way for the Eastern Sea-Board Highway down south of Kelly Bay.

Well we sent a chopper crew out there two weeks ago to obtain some surveillance of the operation because Colorado Lumber has been characteristically uncooperative in disclosing the details of their operation, and of course have refused access to members of the public on grounds of "safety".  Please.

Anyway, here are a couple of shots of what we've got so far.

Here you can see the northern stretch of the operation, which to date has cleared an area of native forest close to 7 SimCorp Stadiums in area.

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You can see that Colorado is currently very active in the area... this is the eastern leading edge of their operation and shows that they're taking a lot of lumber out of there on a daily basis... we've yet to calculate exactly how much.

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This shows a bit more detail - it appears as though they're primarilly using chainsaw crews and large machinery is only being used to move the lumber onto trucks once it's been trimmed at site... of course it's only a matter of time until they import some really big machinery and step up operations.

We count approximately 14 men - at least half of which are tree-cutters - and 4 catapillars at this leading edge alone... Colorado has three leading edges running simultaneously as we speak.

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These two trucks were loaded in under two hours... it looks like they can carry around six or seven nine-hundred millimeter diameter logs.  Make no mistake people, that is a LOT of forest being cut down out there, and it's happening every single day.

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You can see pictures of the trailing edge where the crews have been and moved on is little more than a waste-land.  This land can't be used for anything - even developers need to terraform it first... it's a total mess out there.  The only trees left standing are those that are bent, or too small to be useful, and would actually cost more to cut down than to leave standing...

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This high altitude shot shows the entire operation as of two weeks ago.  You can see that Colorado has moved squarely into the western forest in the Grange... and in fact our intel suggests that this front is growing more rapidly than even their northern front, in recent months.

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The end of their deepest track south-west shows two dozers parked beside the track - a sure sign that this track is undergoing growth... those dozers are being used to lengthen the track as the forest is cleared away from it's leading edge.

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Our surveillance team didn't do a count of the south-west crews or take sufficient images for us to count them accurately, but they are clearly at least as large as the two northern fronts combined.

We dont see any obvious movement on the southern-most track, but you can bet that it will head deeper into that forest once Colorado has the resources to fund that operation in addition to the others.

A ground-crew surveillance team at the southern edge had trecked in from a heli-drop about a day's hike further south in the Grange and set up a surveillance position to monitor these guys, and it has quickly become clear that the lumber crews are taking direction from this man:

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We took a few shots of him and various personell, but our position was discovered shortly afterwards... apparently one of the guys dropped an aluminium pot of porridge and stirred up a tree full of birds... not mentioning any names... Harrold.

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Anyway the surveillance crew did do an excellent job and are to be congratulated for their intel.  The lumber crews didn't persue them into the forest which is just as well.

This man has since been identified as Johno Gregory by an operative in Carver Hills, who I can't name for security reasons.

This Gregory guy is apparently Head of Operations for Colorado and has been running the show for some years now.  He is a key asset to the business, but in doing so he is a key problem to our environment.

Now the lobby here is pretty simple.

We're going to continue to surveil Colorado and Gregory and we're going to identify and document acts of misconduct such as over-clearing and habitat destruction, and we're going to use this evidence to get the government to shut down this operation.  At the very least we need to curb it's wanton desctruction.

There's simply no need for a lumber operation in Boston when we have so many renewable lumber plantations....

Any questions?

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Eastern Sea-Board Highway South.  This stretch of highway will lead from the inner southern suburbs of Boston all the way down past Kelly Bay and Tunnings Quarry, out of the region, and eventually to the neighbouring city further south.

Construction by the SimNation Federal Government has been underway for several months now, working it's way north from the neighbouring city, and has begun to pierce the forests within the Boston Region itself.

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The process is fairly slow.

It involves the detailed surveying of the route by ground-teams that must battle their way through untouched forests.  Several have been eaten by racoons, and one has become a local bear's sleep toy... his screams at night are quite disturbing.  Kind of ironic when a bear gets himself a Teddy Human.  But that's tough luck for him, he should have been wearing his daylight glow life-preserver - on with the story!

After the ground has been surveyed and pegged out every 10 meters, the dozers move in and clear the path of trees, boulders, etc.  Anything that poses a serious obstacle to the graders and road-works crews.

Following a several days behind them are the road-works crews including the grading equipment.  These guys level the ground and perform a much more detailed survey process, ensuring the cuts and fills are just right to ensure the bitumen can be laid at the correct height to ensure motorists of a smooth drive, as per the CAD plans of the road.

The grading is followed by sporadic bursts of bitumening (since it goes down much faster than the grading it is done in stretches)... the end result is a winding snake of a road that is tipped by the interesting effect of a clearing leading into a graded exposed dirt road and ultimately to the finished and line-worked highway.

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The leading edge is constantly active, with the dozers being parked in place overnight and accessed by their operators by four wheel drives each day.  Felled trees are usually either pushed off to the side of the clearing, or they are carted away to be chipped or used by land-scapers... in fact they're quite valuable and since Colorado Lumber provides finished wood products (mostly) these raw stumps and logs are no direct competition and cause council no conflict of interest with businesses in the region... quite the opposite - the products are in demand but not enough to justify an industry to supply it.

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This stretch of the highway needs two dozers working in tandem, due to the density of the forest at this location.  This will most likely be reduced to one later on since increased clearing speed is not required since the grading and bitumening would then become the bottle-neck.

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The grading crew are responsible for taking the road to a much more refined level, including cutting crests and filling ditches... alongside two and sometimes three surveying teams that are constantly relaying instructions regarding height and direction.

After them comes the bitumen crews... but they're not active at the moment... as I said they do it in starts and stops since the bitumen process takes much less time than the grading process (in this part of the project at least).

At it's present course and speed, ESBH South creeps north at the rate of between 60 and 100 meters per day at it's leading edge.

That puts it square on schedule to pass between Kelly Bay and Tunnings Quarry within a month (at it's cleared leading edge)...

Intersections are built at various rates depending on their complexity.  We'll take a look at some of them but not all since EVENTUALLY WE'LL DIE OF OLD AGE!@!!  Erhem.  Ya I'll focus on the more interesting ones and skip over the ones that are just simple crossings or duplicates of similar intersections elsewhere in the project.

Toodles till next time noodles.

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Jasper Way - what used to be the "country road" the lead from the eastern part of Boston Central to the northern part.

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Now fully surrounded by suburbia it is one of the main roads in the heart of an ever-growing city, and well overdue for an overhaul.

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Little choice remains - it needs to be beefed up to handle the traffic flowing between what are now central and very major suburbs of Boston City.

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Back in 1975, Jasper Way was little more than a winding country road that allowed traffic to travel between the eastern and northern parts of what was then the outter suburbs of Boston, without having to go all the way into the central area and then back out again... a ring-road, of sorts.

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But now, in late 1990, Jasper Way was totally surrounded by suburbia and it was becoming ever denser and busier, along with the destinations at either end of Jasper Way.  The end result was that Jasper Way needed to be increased to handle the flow because sims were choosing it over mass transit due to transit time... despite the conjestion.

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Roads would always rule supreme - at least in the forseeable future - so it was time to act.  Especially in light of the pending highway connections to the north of Jasper Way.

Here we see the southern end of Jasper Way beginning roadworks:

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Here we see the same stretch nearing completion of road-works.  Landscaping and rezoning around the road-works remains to be done:

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The northern end of Jasper Way prior to upgrade:

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The same stretch beginning road-works. Resumptions have been completed, properties knocked down, clearing the path for grading crews to survey, cut, and fill in preparation for road-works:

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The same stretch nearing completion:

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The northern end of Jasper Way completed, including an intersection alteration at the northern end to chanel traffic down Jasper Way instead of splitting it between Jasper Way and Knight Drive... giving priority to Jasper Way:

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The entire Jasper Way project only weeks after it's completion.  Some newly zoned commercial sites are yet to be sold off:

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A fairly hefty project, but one which was turned over in record time so as not to delay the production of the SimNation Highway Project.

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Eastern Sea-Board Highway North.  This stretch of highway will lead from the inner northern suburbs of Boston (Gretchin Avenue) all the way up through Fondbrooke Valley, Melldawn, Denkins Plains and Carpentaria, then off the region altogether and to the nearest northern neighbour of Boston.

Construction has been underway by the SimNation Federal Government for many months, and has just entered the jurisdiction of Boston City Council.

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Unlike the other two highways, this highway is actually an upgrade of an existing road which had already lead from Boston to her northern neighbour.  Of course the pre-existing highway was much slower in speed and much windier, having been made with very old road-building techniques back in the day, and without the volume of traffic in mind.

The upgrade, therefore, not only involves the increase of the speed limit as well as the traffic volume of the highway, but involves the straightening and grading of the road to provide for a much safer drive at much higher speeds.  Often it also involves clearing large trees away from the edge of the road, especially at corners, to prevent the risk of drivers trying to climb trees with cars... (which they're not as effective at as say a drop-bear for example).

So while the cost of surveying, clearing, and grading the road is decreased greatly in comparison to the other two highways leading into Boston, the speed at which the roadworks are done is not much faster due to ensuring minimal obstruction to existing traffic flow, making for a more complicated bitumening process.

The pre-existing highway before being upgraded, this is the northern-most stretch in Carpentaria:

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This shows the same stretch after the upgrade:

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Note the pre-existing road bends have been ironed out.  Bends that have been removed from the old highway are being left in place and will eventually be filled over by run-off and grown over by weeds.  It's a very remote stretch of road, and the bitumen being left in place has been there for decades, so there is no especially urgent case in spending huge amounts of money to remove it.

Occasionally pieces dissapear in people's cars to be used as fill, around barbeques, souvenirs, and the like... it has become a crumbling reminder of the road that once twisted it's way through these parts.

This shows the southern-most stretch of the Carpentarian section of the old highway:

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The same section of highway, upgraded to 100kmph and with grades and curves adjusted to cater for the increased traffic volume and speed:

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A close-up view of the westward-curving bend in the road shown above, prior to the upgrade:

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...and after the upgrade:

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The remaining bitumen from the old highway is unsightly, sure, but it's expensive to remove and it's in the middle of nowhere, and even the Wilderness Warriors aren't getting their knickers in a twist about it since it is causing no direct harm and will in a few short years be completely assimilated back into nature.

Meanwhile this stretch of highway is now a far safer, faster, and more popular drive.

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Eastern Sea-Board Highway South.

This stretch of the SimNation Highway project is proceeding on schedule, and the highway itself has now begun to wrap around the western edges of Kelly Bay, having successfully made its way between Kelly Bay and Tunnings Quarry.

During the course of it being built, it has passed over three intersections, all of which have been completed within a year of being started.

This entry takes a look at those three intersections, and a close look at the construction of two of them.

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Area A is the ESBH South / Tunnings Road intersection.  This is the first major intersection of this highway project to have been completed.  We'll take a detailed look at the latter stages of it's construction.

Area B is the ESBH South / Tunnings Lode Line crossing.  This pre-existing rail line is the line that carries virtually all produce from the Tunnings mine to industry and the port in Tellequin Beach.  The line cannot afford to be interrupted for even one day, and it is far less expensive to build a highway bridge over the line than build a new rail bridge or tunnel under the highway.  We'll take a look at the early stages of it's construction.

Area C is the ESBH South / Mavrick Street at-grade intersection.  Mavrick Street is a one of several rural dirt roads in this part of the region, but it cannot afford to be cut off by the highway.  An at-grade intersection with give-way rules applied to the dirt road is all that is required at this intersection.

Let's look at these in reverse order, which is the order they're constructed and also the order of size and complexity from the most basic © to the most complex (A).

Area C:

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A simple at-grade intersection where Mavrick Street has been upgraded at the intersection to bitumen (to help prevent gravel and rocks be dragged by traffic onto the highway as it crosses).  Mavrick Street must give way to traffic on the highway at all times, but due to the small amount of traffic on the highway, Mavrick street can cross it directly...  At this point ESBH South is little more than a high-speed medium traffic volume road.

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The most important aspect of this particular crossing is that it does not interfere with the valuable movement of goods between Tunnings Quarry and Tellequin Beach.

Since the only traffic on this line are two freight trains moving back and forth, communication between the road crews and the traffic controllers for the line is pretty straight forward, ensuring the lines are never obstructed (by a catapillar crossing it for example) when one of the engines is moving through this crossing during construction.

Let's take a look at the early stages of it's construction, and then jump to it being completed.

Step 1 is to clear the trees in the construction zone.

Step 2 is to begin grading the area to raise two slightly graded wide ramps on either side of the line.

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Step 3 is to complete these ramps, and survey them to ensure they are the correct heights and distances apart.

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Step 4 is to grade and compact the surface, in preparation for the bitumen.

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Step 5 is to bitumen the ramps and erect the bridge itself, which consists of the construction of four large concrete pilons, with concrete beams resting on them, ramps leading up to them, and then their surface being bitumened, with crash barriers erected along the side to prevent traffic sliding off the side in crash.

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Area A - my favourite:

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Here Tunnings Road (the road leading between Kelly Bay and Tunnings Quarry) can be seen winding past the only property being resumed by this intersection - Mays' lucern property.

Let's take a look at the latter stages of it's production, by jumping in at the point where the property has been resumed, trees in the area have been cleared, and Tunnings Road has been lifted and re-layed in it's final position to allow through-traffic during construction (if at a somewhat limited capacity).

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After this comes the surveyed piling of the two low-grade ramps that lead up to the new crossing.  At the same time the roads are graded in preparation for the bitumen for the on-off ramps on either side of the intersection.

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Next comes the bitumen process itself, where the on-off ramps are laid and while simultaneously the bridge ramps are graded in preparation for their own bitumen being laid.  During this process the Tunnings Road under-passing road is sealed, and road-abouts are finalised at either side of the intersection in preparation for the connection of the on-off ramps and the opening of the highway.

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The next stage is the complete sealing of all roads.

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Then the bridge itself is constructed, again with massive concrete pilons supporting even more massive concrete beams, which are then surfaced and edged.

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Now that the main structure of the highway intersection has been completed, there's nothing left to do but tart it up.  Start with a bit of turf to cover all that unsightly dirt.  Make it a species that is easy to mow, or it's going to be very awkward and expensive to maintain.  Tall grasses are not practical as they are too stalky, too fast growing, too dry, and will too easilly be ignited by a casually discarded lit cigarette butt.

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Last but not least, a few shrubs, bushes, or other crash damage reduction strategies.  These have the dual purpose of looking pretty as well as absorbing the energy of a car that has come off the road, preventing it from sliding so far that it causes huge damage or even crosses another road (like an on-off ramp).

It is important to make sure this shrubbery is not large trunked trees, because while they will very effectively stop the wandering car, they will also almost certainly kill it's passengers.

You want smaller shrubs that will give way to the sliding vehicle without stopping it dead, and in this way several bushes or shrubs will slow it to a stop but not so suddenly that everyone on board is turned to paste.  Good rule of thumb if you don't want to scrape up the mess.

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Meanwhile the rest of the region barrels ever onwards.

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A quick entry to let you guys know that I have now launched my own blog site, which is pretty comprehensive.

You can visit it here.

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It will grow in complexity and detail over time, but for now it's pretty fleshy.

It currently has:

   1. Links to all publication releases of this journal and my other journal

   2. Links to my other websites, including my main site

   3. Links to other unrelated materials, such as tutorials I've produced for other games

   4. Entries that relate to behind-the-scenes looks at how things are being done for the production of this and other journals.

   5. Personal entries about my life in general (not too personal though!)

   6. Search fields to make finding stuff easier now and especially in the future as it grows.

   7. Forums

   8. An exchange!

It will also have in the immediate future:

   1. Videos and animations, including tutorials.

   2. My portfolio (both personal and work-related)

   3. A few surprises I'm not telling you about just yet!

This is a supporting blog for my journals, and will not replace them.  It will act as a kind of "glue" binding all my stuff together and giving readers a bit of something extra to browse. Anyone can join, comment or make suggestions or ask questions, or even just lurk and read it like a creepy stalker type dude if that's yer thing.  You can also contact me directly by email.

I look forward to seeing you there!

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Mathshampton Intersection has begun being constructed.

As with many of these intersections, the planning process lead to a debate process (including public input) which lead to a re-planning process, and often this cycle occurred for months until a final design was formed.

This particular intersection moved in favour of overseas models that showed that raised highways were effective but the negative repurcussions could often outweight he positives.

For this reason the raised section was as small as possible to prevent this negative impact, to slow traffic well before the roundabout, and to increase local appeal.

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The entrance to the university was re-routed, initially in gravel while construction of the main avenue progressed, and then asphalted alonside it.

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The grading process was particularly lengthy, as it needed to take into consideration noise-restrictions on times of operation of heavy equipment (due to the neighbouring residential areas) as well as the stadium foundations which needed to be re-enforced as the grading changed the earth works near its base.

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The primary concern was to put the roundabout in as soon as possible, to keep traffic flowing during the construction of the highway.  Landscaping of the roundabout would be done last, along with everything else cosmetic about the development.

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Leading from the roundabout the boulevard was laid, lined, and intersections were upgraded to handle the traffic once the boulevard was opened.  This particular strip of the boulevard is now open and fully operational, although traffic flowing on it is minimal since most of it will be the highway which is not yet connected.

The raised section of the highway is being built, the ramps will come last to prevent dangerous situations caused by idiots driving cars up on an unfinished raised construction site.  All equipment and supplies are craned onto the construction site as it snakes it's way south through the suburbs.

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The Maynard Road intersection was also completed recently, although it too varied somewhat from original plans.

It has taken direction from Korot Industries, who pointed out that for not much extra cost a simple diamond overpass intersection could be installed and would save council from having to install exactly the same intersection in only 5 short years according to traffic increase projections.

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Signage is being built for this and other intersections... you can read about (and comment on) this process by visting my blog.

Till next time!

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Boston's SimNational Highway Project has been under construction for 9 months now with great gusto.  The single largest single project ever undertaken by the Boston City Council (due in no small part to the resources and funding provided by the SimNational Government), it has proceeded in an organised and rapid fashion.

Many of the major intersections are being commenced independently to the highway itself, to time their opening with the connection of the highway itself to them as they are completed.

Boston v2 Region is alive with earthworks and the beeping of heavy earth moving equipment.

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The Boston Central CBD region.

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The Western Mountain Highway as it winds out of town towards the Western Mountains Range (to the west, oddly).

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The Eastern Sea-Board Highway North, having upgraded the existing road that had served as a highway for the last 20 years.  Crews on this stretch of road have been diverted to the other roads, and will resume the upgrading and bypassing of this stretch of the highway later, by connecting it from the south as it is constructed from the Gretchin Avenue end.

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The ESBH South as it winds it's way around Kelly Bay.  Very little protest about smashing through the forests, as the residents know the alternative is smash through Kelly Bay itself, and the majority of those with "fight" in them had already put their eggs in the "don't build through our town" basket... taking the wind out of their sails and the credibility away from them for protesting the clearing of the forest instead.

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The ESBH as it curls around the east side of the Tunnings Quarry and makes it's way through southern woodlands towards Boston's southern neighbors.

The project is on track to being completed at the end of 1992.

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Be shure to visit the CSG Forums!

_marsh_

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Custom Content created for Simcity 4 is largely responsible for what is keeping this game alive...

No matter how awesome and complex and powerful the game itself is, human nature is that too much of the same thing (anything) will eventually become tiresome, and that is why Custom Content is so rewarding.

Not only does it attract the minds and creativity of people inclined and able to build the content, but their creations give other members of the community a monstrous wealth of new stuff to download, use, and decorate their cities with.

Creators of Custom Content provide this service free of charge, and largely free of recognition too... and in many cases such as Network Addon Mod, Rural Highway Mod, terrain mods, z simulators, and a hoste of others, this game and the community at large are greatly enriched by them.

Of course with the freedom of essentially anybody being able to create and share Custom Content, there are as much of a variety of refinement and quality as there are of types and styles. As a result, I personally don't think it is wise to install anything and everything that is out there. Not only are you likely to have one mod conflict with the resource requirements of another mod, but you are likely to end up with a lot of useless stuff cluttering up your menus and suddenly the Custom Content becomes less enriching and more of a pain in the - oh hi I didn't see you there.

So, having said that, let me point out that most of the Custom Content I use and show in this journal I have tried and tested and decided to keep, and a lot of mods that I download I test and throw away long before it ever becomes a part of my journal. The reason why I weed out many mods ranges from really beautiful towers housing 4000 sims that grow in low-density zones amongs tiny little 1 story shops (yuk4realism), or industrial lots that generate more garbage for that one lot than the rest of my city's industry COMBINED (I'm not kidding), or even it just doesn't look crash-hot.

I am very picky about the Custom Content I use, and where-ever possible I create my own to fill a gap. However this is very time-consuming so often I'll have a lot of great ideas but it takes me months to get around to them... and sometimes I never do.

Below is a list of the Custom Content that I have decided to keep and continue to use in Boston v2. I will add to this list as I increase my Custom Content. If you see something I'm using that isn't in this list, please let me know. I have omitted tools, dependencies, and resource packs... just actual mods.

Each image is a link to the download of that mod... hope you find it useful.

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I will add more as I download (or build), test, and decide to keep them.

So hopefully this dispells once and for all the myth that I hate Custom Content, and that I don't use it.

I'm just very, very choosey.

I'd rather have a few really good bits of Custom Content than a whole bunch of rubbish.

_marsh_

Entries 51-60

 

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Well it was only a matter of time really.

Boston itself might not have the population and traffic demands that require high-capacity freeways internally, yet, but Simnation is serious about connecting the dots, and it's bringing the nation to Boston.

The Federal Government has drafted some proposals and in close partnership with Boston has brought clear and concise plans to the table about how they'd like to connect Boston with her neighbours... her DISTANT neighbours... not the satellite townships nearby that would one day be swallowed by Boston, but by other Simnation cities... some of which were much, much larger than Boston.

This Federal Main Roads project involved the Eastern Sea-Board Highway, which would run in from Boston's south and disperse into the town, and then re-integrate just north of the town and continue north towards Sutton City, further up the coast.

Additionally the Western Mountain Highway would bring inland townships much closer to the coast by snaking its way in from the north-west and dispersing close to Boston's CBD.

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Above image shows proposed highway paths.

The Western Mountains Highway would end just on the northern edge of Sifolis, connecting with Honk Road.

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The northern section of the Eastern Sea-Board Highway would follow the existing low-capactiy highway (more or less, while allowing for a much higher capacity by ironing out some of the sharper curves and gradients).  The existing highway would either be replaced or where it was significantly deviating from the path of the new highway would be kept in place as a service road for the neighbouring communities.

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The southern section of the Eastern Sea-Board Highway connected directly to Mathshampton Road, just south of the Jacob Industry Way junction station.   From there it would slice through several farms, weave to the west of Blattvale, take a quick trip across Kelly Bay, and then weave south through Rotundo.

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Of course many of the connecting roads would need to be beefed up to handle traffic passing right THROUGH Boston, which would effectively form a set of ring-roads around the CBD.

It was a project that was set to take around 4 years to complete, and resume many homes and business premises, but it would ultimately ensure Simnation and Boston were connected and economically strong.

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Western Mountain Highway (WMH) was going to intersect Boston's central road network just above Sofolis University, on Harvend Road (which was currently a small cul-de-sac leading to farmland.)

The intersection for this junction was a relatively simple one.

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The existing area as it stands pre-development:

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The proposed development would see Harvend Road and Manly Road upgraded into a high-capacity 4 lane avenue, which would also move traffic north into Rosehip Road, splitting traffic coming to and from the end of the WMH and dispersing it.  Other intersections further along the Western Mountain Highway would further siphon traffic off the highway before it reached this intersection, so traffic at this point would be only a fraction of traffic seen further west along the highway.

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Points of the plan are:

1) Vix Road, Manly Road, and Harvend Road intersection - a simple traffic light exchange allowing through traffic and turning traffic to alternate.  Traffic volume to disperse south on Manly Road and east on Vix Road.

2) WMH / Harvend Road north-bound entrance - Start Highway, vehicles only.  Lights allow through traffic, turn left north-bound traffic, turn onto highway south-bound traffic, and U-Turn traffic to alternate.

3) WMH / Harvend Road south-bound entrance - End Highway.  Lights allow through traffic, turn right U-Turn traffic, and highway exit traffic to alternate.

4) Rosehip / Harvend Road intersection - a simple traffic light exchange will allow through traffic and traffic turning from Rosehip Road onto Harvend Road to alternate.

5) Rosehip / Harvend Road / Piffle Place intersection - a simple traffic light exchange will allow standard 4-way traffic exchange, with the exception that traffic will not be travelling from east to west through the intersection.

Other roads will be upgraded as part of the Western Mountain Highway project, but are not drafted on this interchange's plans... they will be drafted independantly.

Your feedback on these plans is very welcome.

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The Eastern Sea-Board Highway was a massive road running for hundreds of kilometers up the east coast of Simnation, intersecting many cities (including Boston) along it's sizeable stretch.

The part of the highway leading to the north from Boston was referred to as ESBH North, and the highway leading away south was referred to as the Eastern Sea-Board Highway (ESBH) South... for obvious reasons.  Of course this was only on local maps, both stretches were part of the entire highway that was called the ESB Highway on national maps.

The ESB Highway North was to connect to a well-establish avenue leading to the east from Khole Inlet, called Gretchin Avenue.  This avenue formed the bulk of a northern road running east/west between Khole Inlet and Foggy Inlet, and would therefore make an excellent distribution avenue for sims entering and exiting the new inter-city highway.

This intersection was a little more complex than the Western Mountain Highway / Harvend Road Intersection, but only because of the reorganisation required of the local street network to prevent unecessary intersections with the highway, thus controlling access.

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The existing area pre-development:

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The proposed intersection would connect between the already existing intersections of Gavin Road and Mop Street, slicing through (and permanently seperating) Gatt Street.  The majority of the rest of the area would remain unchanged, except for Gavin Road also being permanently seperated by the new highway as it turned west.

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Points of the plan are:

1) Rode Street Intersection - Existing give-way structure, no upgrading required.

2) Mertle Road Intersection - Existing traffic lights allow avenue through traffic, u-turn traffic, and Mertle Road exiting traffic to alternate.

3) Gavin Road Intersection - Existing traffic lights allow avenue through traffic, u-turn traffic, and Gavin Road exiting traffic to alternate.

4) ESB Highway North Entrance - Vehicles only past this point. Traffic lights will allow avenue through-traffic, and highway entering traffic to alternate.

5) ESB Highway North Exit - Traffic lights will allow avenue through-traffic, and highway exiting traffic to alternate.

6) Mop Street Intersection - Traffic lights will be installed to allow avenue through-traffic, and Mop Street exiting traffic to alternate.

7) Jon Road Intersection - Existing traffic lights allow avenue through-traffic and Jon Road exiting traffic to alternate.

PROPOSAL #2:

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Points of the Plan are:

1) Rode Street Intersection - Existing give-way structure, no upgrading required.

2) Mertle Road Intersection - Existing traffic lights allow avenue through traffic, u-turn traffic, and Mertle Road exiting traffic to alternate.

3) Terminus Roundabout - Free-flowing access for avenue, Gavin Road, highway, and Mop Street.

4) Jon Road Intersection - Existing traffic lights allow avenue through-traffic and Jon Road exiting traffic to alternate.

As with most of these upcoming plans, this one deals only with the actual intersection with the highway.  The adjoining avenue and roads not shown here will probably be upgraded as well (Mertle Road for example is likely to become a four-lane avenue to meet up with it's slightly more southern avenue counter-part).

As ever, your comments and ideas are very welcome.

As with most of these upcoming plans, this one deals only with the actual intersection with the highway.  The adjoining avenue and roads not shown here will probably be upgraded as well (Mertle Road for example is likely to become a four-lane avenue to meet up with it's slightly more southern avenue counter-part).

As ever, your comments and ideas are very welcome.

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Several important roads were to be intersected by the proposed ESB Highway North, so intersections, overpasses, and underpasses needed to be planned for these roads so as to have a minimal affect on the areas relying on them.

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One of the few roads heading east/west in northern Khole Inlet was that which ran past the treatment plant, built at the time to service the plant, and called Treatment Road as a result.  Since then it has been one of the main roads in the area's northern suburbs to access the south-western and western suburbs.

It was therefore important that the new ESBH did not cut it off permanently.

Area prior to development:

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Proposed Eastern Sea-Board Highway North:

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The proposal was to have a simple overpass, which would mean that the highway needed to bank sharply to the west but would allow the road to remain completely functional, which was important to the neighbourhood.

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Points of the Plan are:

1) Lint Street Extension - connecting the existing Lint Street with the existing Malivore Street.

2) Malivore Street disconnected - footing of the new overpass would need to replace the existing intersection of Malivore Street and Treatment Road, the primary reason for extending Lint Street along the north.

3) Malivore Park - a small area of farmland would be redeveloped to create a new park in the region, which would help offset the negative impact of the overpass and highway, and help to maintain property values in the area.  This was heavilly driven by community input which protested avidly about the highway development but was placated somewhat by the inclusion of parklands into the area with a healthy screening of trees to help suppress noise from the new highway towards the west.

4) Treatment Road Overpass - a simple overpass that had a capacity high enough to avoid being replaced in the immediate future as the surrounding area continued to bloom.

5) Cruz Street restructuring - the eastern footing of the overpass required a slight restructuring of Cruz Street, involving some resumptions and road-works.

All comments and suggestions are welcome.

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The Khole Inlet Interchange was an interesting one, and perhaps the most ambitious part of the ESB Highway North aspect of the highways project.  Not only did it involve access to and from the northen tip of Khole Inlet, but it also required the unmodified access to the northern industrial park of Hektor of both the ONLY road and the ONLY rail line leading there.

This posed a few interesting challenges for the planning committee, which ultimately settled on upgrading existing roads, an overpass, and some access roads that would allow traffic to move unimpeded from the highway into Khole Inlet as well as from Khole Inlet to Hektor without any obstruction posed by the highway itself.

As always, a few resumptions were required, but in the end the plan left very little ruin in it's wake.

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The area pre-development:

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The area super-imposed with the proposed interchange and overpass:

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The development plan was to put an overpass over Hektor Way and the Hektor Rail Link, with access to the highway being provided both on and off to both east and west bound traffic just west of the overpass.

These on and off ramps would connect directly to pre-existing main roads, which of course would be beefed up to handle the additional traffic.

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Points of the Plan include:

1) East-Bound Off Ramp - Highway traffic exits here to enter Hektor or Khole Inlet.

2) East-Bound ramp intersection - Traffic can continue to exit, enter, or re-enter the highway.  Give way to the right rules apply.

3) East-Bound On Ramp - Highway traffic enters here from Hektor or Khole Inlet.

4) Hektor Way intersection - Traffic entering or exiting the highway intersects Hektor Way here and integrates into the city traffic grid.

5) Highway Overpass - Highway remains level, passing over Hektor Way main road to Hektor, and Hektor Rail Link lines, both pre-existing.

6) West-Bound On Ramp - Highway traffic enters here from Hektor or Khole Inlet to head out-bound on highway.

7) West-Bound ramp intersection - Traffic can continue to exit, enter, or re-enter the highway. Give way to right rules apply.

8) West-Bound Off Ramp - Highway traffic exits here to enter Hektor or Khole Inlet.

9) Hektor Way - Pre-existing main road between Khole Inlet and Hektor Industrial Park will pass under new highway and be upgraded to handle increased traffic expected to be brought by the highway interchange.

10) Hektor Rail Link - Pre-existing line to Hektor will pass under the new highway to allow trains and cars to pass unimpeded by each other.

As ever, councillors, your input is welcome.

None of these plans are yet approved or set in stone, so if you have anything to add, be my guest.

Remember the mandate of Natural Growth however - we're dealing with existing conditions, not planning for the future.  Also we're doing this as inexpensively as possible.  Knocking down homes and businesses to straighten roads or create nice pretty grids is NOT what we're about.

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One of the single most interesting intersections planned to date was the interchange that allowed traffic to enter and exit the Western Mountain Highway from the suburb of Oakland and its neighbours.  This interchange was further out of town than the main terminating end of the WMH, but it was none-the-less very important for the local area.

Making it doubly interesting was the awkwardness which the curves of the highway presented to the construction of exit and entry ramps.  The curves were necessary to reduce the resumptions and therefore the costs of the highway, but the end result was much more land being occupied in total by the ramp system.

This was a two-edged sword.

One one hand it provided a challenge to the design of the ramp system, but on the other hand it provided the Boston City Council with the opportunity to resume large amounts of farmland that was then able to be set up as a reserve for future highway expansion, all at a very low cost compared to for example an industrial or a commercial area being demolished to make way for the new infrastructure.

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The area prior to development:

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The area with the proposed development superimposed for reference:

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The development plan:

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Points of the Plan are:

1) In-Bound Exit Ramp - ramp will allow WMH in-bound traffic to exit the highway and access Oakland, Nanogram, Walruston, and other surrounding suburbs.

2) Ramp Intersection - Allows traffic exiting highway, traffic entering highway, and traffic re-entering highway to intersect.  Give way rules apply.

3) In-Bound On Ramp - ramp will allow traffic from Oakland and surrounding area to enter the highway.

4) Deshon Road Overpass - overpass will allow traffic to cross the highway, either for local access or to change direction of travel on the highway.

5) Out-Bound On Ramp - ramp will allow traffic from Oakland and surrounding area to enter the highway.

6) Out-Bound Off Ramp - ramp will allow traffic travelling away from the CBD to exit the highway and enter the local area's traffic system.

Any questions or comments are very welcome.

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As the Western Mountain Highway progresses further and further out of town (as with the other highways forming this project) it becomes less densely trafficked and therefore less money and effort needs to be spent on making elaborate intersections.

In fact, at some point, it becomes just like any other country road, except graded and curved to allow for a higher speed limit.

This plan deals with the last two intersections before the road becomes reduced to a two-lane highway passing through farmland and undeveloped state land.

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The first intersection we come across is the Maynard Road intersection.  Maynard Road is the northern-western most main entrance into this city district, and will be intersected cleanly by the new highway.

Traffic on Maynard Road is currently very low (it is little more than a rural road between areas of farmland).  Traffic on the highway at this point will be comprised almost entirely of inter-city traffic (also expected to be quite low for the next 10 or 20 years), so a simple at-grade set of lights is deemed acceptable at this intersection.

It is important to note that only a few hundred meters west of this intersection the highway is reduced to two lanes and remains that way until it leaves the entire region.

The area prior to development:

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The area with the proposed development superimposed for reference:

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The next intersection we look at is a little further in towards the city, and is an overpass that will replace a road that will be completely truncated by the new WM Highway.  Without this overpass properties and businesses to the north of the new highway would be completely cut off.

Area prior to development:

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Area with proposed development superimposed for reference:

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Plan of the development:

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Points of the Plan include:

1) Maynard Road Intersection - a same-grade intersection that will favour the highway traffic at a ratio of 3 to 1.  Clearly labelled entrances and lights will direct traffic to alternate between Maynard Road through traffic, Western Mountain Highway through traffic, traffic turning from Maynard Road into the WMH, and traffic turning from the WMH into Maynard Road.

2) Detail of Intersection - shows location of lights and lane direction allocation.

3) Hydralix Street Overpass - replaces existing Hydralix Street to allow local through traffic.  Access to the highway is not permitted at this point... local traffic must either travel west to the Maynard Road intersection, or east to the Oakland Interchange.  Most local traffic is rural and light residential, and has main road access along Oakland Road to either highway access points.

As always I welcome the input and queries of you as a reader of this journal.  Your input and feedback are what inspires me and makes this journal take unexpected directions, so gimme yer best shot!

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The Kelly Bay Crossing was one of the more ambitious of the Eastern Sea-Board Highway proposals.

It involved not only crossing the Kelly Bay inlet with four lanes of fast-moving traffic at a height that allowed ferry and yacht access, but also involved the exchange of traffic with the local area, all within a very confined amount of space, and while minimising the impact to the budding region of Kelly Bay.

In the end the design was drafted that utilised the existing Kromagnom Bridge as part of the exchange, requiring traffic from either side of the river to cross over this bridge to gain access to the highway to continue travelling in the same direction.

This reduced the number of on-ramps from four to two, and effectively made the entire crossing one huge exchange, rather than having two seperate exchanges on either side of the crossing.

It was an ambitious project, but ultimately one which looked as though it would achieve its mandates.

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The area prior to development:

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The area showing the proposed development as an overlay for reference:

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Plan of the Development:

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Points of the Plan include:

1) North-Bound Highway Off-Ramp - allows traffic to exit the highway from an in-bound direction and integrate with the local traffic grid.

2) Buffin Street Overpass - allows local traffic and highway exitting traffic to cross the highway in an east-west direction for local access.

3) South-Bound Highway On-Ramp - allows traffic to enter the highway from local area and travel in an out-bound direction.

4) Kelly Bay Crossing - a set of two double-lane bridges that provide highway traffic crossing over Kelly Bay Inlet, at a height which allows ferry and yacht access to Kelly Bay.

5) Jefferson Road Overpass - allows local traffic and highway exitting traffic to cross the highway in an east-west direction for local access.

6) North-Bound Highway On-Ramp - allows traffic to enter the highway from local area and travel in an in-bound direction.

7) South-Bound Highway Off-Ramp - allows traffic to exit the highway from an out-bound direction and integrate with the local traffic grid.

A slightly more complex design than some of the other exchanges in the highway plan, but it served very well to link Kelly Bay to not only the heart of Boston, but to the rest of Simnation too.

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Well the Kelly Bay Crossing proposal for the Eastern Sea-Board Highway south was a fail.

In fact, it was so much of a fail that to this day council fears planning major infrastructure anywhere near Kelly Bay.  Strictly street upgrades and city beautification only please, those Kelly Bay residents BIGHT.

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The plans to build a crossing over Kelly Bay Inlet through the centre of Kelly Bay itself was met not only with protest, but with the biggest and most aggressive protest in Boston history.

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Fortunately the crowd didn't riot, but it was definately touch-and-go for awhile.  When the councillor conceded that it was only a plan and would be revisited the crowd was somewhat pleased, and put several cars down that they were considering chucking into the river, which was nice of them.  Eventually everyone went home for pizza and TV, but what a day!

A new route for the highway was proposed.  One which bypassed Kelly Bay altogether to the west (which would cost about the same if as the crossing anyway), and north of Tunnings Quarry and the rest of the mining district to the south-west.

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The engineer that had originally proposed the Kelly Bay Crossing, and had spent several months planning the exercise, vanished shortly afterwards, never to be heard from again.

Some say he was so depressed and rejected that he moved to Adelaide (it's considered a worse self-punishment than suicide), and others swear that he became a shaman teaching voodoo ways of removing fungal rot from toe-nails living in a hut on in the distant Western Mountain Range.

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Nobody really knows for sure, but one thing is for certain - Kelly Bay Inlet will not be being crossed by a highway in the immediate future.

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The northern most end of the southern stretch of the Eastern Sea-Board Highway (got all that?) terminated at the Mathshampton Junction, which was a very compact cluster of "unmoveables" such as rail lines, the Mathshampton University, the Simcorp Stadium, and a few others.  This made for some very space-limited options for the highway, and ultimately a raised highway was selected as the best option through the suburbs as the suburbs would largely be unaffected by the development beyond the actual corridor itself.

This was to be the most expensive piece of infrastructure ever built in Boston, ocosting more than the Carlson Memorial Bridge and the Boston Harbour Bridge combined, in inflationary-adjusted dollars.

It was essentially a highway bridge that stretched for almost two kilometers, with the added cost of the resumptions of every property lying in it's 35 meter wide path.  No small project, and one to be taken seriously.

The Junction itself had several drafts, including a set of lights, a give way intersection favouring through traffic from the highway into Mathshampton Road, and ultimately the selected proposal was for a terminating round-about with a speed-reduction zone that connected the pre-existing roads and allowed maximum throughput from all directions.

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The area prior to development:

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The development as an artist's impression submitted to council during final planning:

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Plan of the Development:

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Points of the Plan include:

1) Raised Eastern Sea-Board Highway South - raising the highway allows existing streets to remain un-disturbed by the development which minimises re-development of interstections and reduces turmoil caused to the neighbourhood by the highway.

2) Cravemore Road Underpass - reinforced barriers on either side of the street protect the highway pilons from accidental impact.  Cravemore Road will remain largely unchanged by the Junction.

3) Speed Reduction Zone - highway is brought to ground level and traffic speed limit is reduced from 100kmph to 80kmph then finally to 60kmph around the roundabout, maximising throughput while reducing risk of speed-related accidents at the Junction.

4) Roundabout - connects to and allows throughput from Eastern Sea-Board Highway South, Mathshampton Road, Jacob Industry Way, and Porterhouse Street.

5) Pre-existing Roundabout - this pre-existing roundabout merges traffic from Jacob Industry Way and Mathshampton Road, representing the previous main intersection of these two roads.  In this plan it is kept and continues to serve this purpose.  Future development proposals will include a dual-carriage expressway leading from the new roundabout into both Mathshampton Road and Junction Way but traffic demands at this time do not require it.

The plan was made public in a small column at the back of an obscure magazine, in the hope that nobody noticed.  Council didn't want a repeat of the Kelly Crossing incident, and redrafting these plans was time-consuming and expensive. SimNation government had already indicated that another incident like Kelly Bay might lead to either a Federal Government over-ride of the entire project (which would disregard local expense and charge through with no regard for local repurcussions at all) or could even lead to the omission of Boston from the National Highway Grid altogether, with the highways bypassing Boston several kilometers to the west, with access to them only by a single city-sponsored main road.

Clearly this would not work in the city's favour and in fact would put Boston at a serious disadvantage to her neighbours and ultimately retard her growth.  But Simnation Government simply had no time or concern for local issues, and the cooperative mindset of local and federal governments was more of a courtesy than a requirement, and at the end of the day what the federal government wanted took priority and local council would simply have to foot the bill and clean up the mess.

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Be Shure to Visit the CSG Forums!

_marsh_

Entries 41-50


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Sometimes a bridge is not made of steel or stone, but is made from Earth itself.

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Recent developments on Portsmouth Island had made the area very popular and land value was through the roof.

But when you've got such an isolated piece of land so close to the mainland, why burden development with tedious ferry services?

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For Portsmouth Island to grow any further it needed direct traffic access to the mainland.

Rather than building a large and impossibly diagonal bridge from the mainland, Bostonian Engineers decided that a causeway built of rock and earth would be the best option.

Construction began in April 1985.  Apartments on Felix Point were resumed by council, knocked down, and boulders were imported from Northern Rim and used to begin the fill effort towards Portsmouth Island.

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With a much wider "footing" to divert erosive forces, the inward stretch was made much thinner to conserve material and keep costs down.

The process involved rolling many thousands of tons of boulders off the edge onto the bay's floor, and gradually piling the material up until surveyors measured it as being level with the existing surface.

The erosive force of waves during this process helped to naturally place material where it was stable, and as the point was elongated and compacted the sheer weight of earth on top held the earthworks in place.

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The site office was located at the base of the earth works, on Felix Point side, and served to coordinate the efforts as well as a base for security at night to keep people off the point while it was under construction (and therefore potentially very unstable and unsafe).

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Past the halfway point the breaking action of Portsmouth Island itself served to reduce the wave action on the earthworks, greatly speeding work.

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Finally the last ripple of water had passed between Portsmouth Island and Felix Point, and the two lands were joined by a rock and earth land-bridge, otherwise known as a causeway.

Security had a big job keeping revellers off the causeway at night during this time, as people were keen to impress each other by walking from one side to the other.  (Yeah drunken sims are just as silly as drunken real people).

Portsmouth Island side apartments were at this stage demolished in preparation for that side's earthworks.

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With the causeway levelled, stabilised, re-enforced with concrete between the outer layer of boulders, and finalised, the roadworks on the top could begin.

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In November 1986, Shadowass Road was opened and traffic could for the first time (legally) cross the causeway and Portsmouth Island was now physically attached the mainland.

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There were one or two casualties of the construction works, but the project was for the greater-good, so to hell with Kramer.

Maybe he'll find better luck in the apartment across the way from the Jerry guy, up-state.

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In December of that same year, the earthworks, the roadworks, and the landscaping had all been completed, and the Shadowass Causeway was in it's completed form.

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It didn't take long for sims to buy up the prime real-estate offered by this unique infrastructural development

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Let's take a moment to reflect on the single most important feature of any naturally growing city - farms.

Farms are called Primary Industry for a reason.

They not only pioneer the way for urban sprawl by "improving the land" (by destroying it) but they also provide the first set of labouring jobs for a new town's work-force.

In addition they provide raw food-stuffs for the people, and eventually provide other materials such as lumber and farm-wastes that are used by dirty industries to produce secondary goods such as building materials and processed goods.

Later, as they develop and technology allows, they form hungry consumers of industrial products such as chemicals, tools, machinery, and fertilisers.

Farms are vital.  No city would exist without farms, either directly supporting them or the goods of which are exported to the city from another city that has farms supporting it instead.

Back when Boston v2 was a mere pup of a city, it was the year 1920 and the internal combustion engine was very much a new thing.

Steam ruled supreme, supported closely by horses, and as such distances were much larger and forces were much harder to overcome.

Plowing a field took far longer than it does today, and traveling into town wasn't simply a hop in the car and back again, it was a day trip.

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As a result farms were much, much smaller, very close to the main roads, and were manned by families that laboured the land, and cleared trees to improve their land using chains attached to bullocks or clydesdale horses, one tree at a time.  Very, very slow work and as a result the forests were large and formidable forces of nature, representing a very real barrier to the sims of the day.

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So let's take a look at the type of farms that existed in Boston v2 back in the 20's and 30's.

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Orchards provided fruit such as apples, oranges, pears, and other european fruits that were staple to the diets of the settling sims.  The native coniferous forests had little that the european settlers could eat and more importantly farm with such ease.

NG42d.jpg

In small farming communites outskirting the main township of Boston, many smaller farms would cluster together, sharing protection from wild animals, as well as services such as mail delivery, and resources such as milk, bread, butchery, etc.

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Of course these days the world is a far, far smaller place, and farms are simply very low density properties that generate an income for the owners rather than working else-where for "the man".  The above two images are of the same area with an 83 game-year interval.

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In the space between then and now, as internal combustion became the second industrial revolution, things changed, and rapidly.

Trucks could be used to carry goods cost-effectively over much greater distances, allowing farms to be much further from their purchasers in town.

Tractors and earth-moving machinery could be used to clear land and build dams in days rather than years, allowing properties to push asside nature and make use of the land with much greater ease.

Farms spread out from the town into the wild surrounding land much faster and broader than ever before.

And houses, workshops, corner stores, pubs, hotels, and all manner of society followed in the wake of the pioneering efforts of the farms.

NG42g.jpg

They grew so fast and wide that often huge main roads would wind for kilometers through nothing but farmland... distances that would have taken a horse days to travel on now took sims hours or less.

By the late 60's and 70's, farms were so huge and distant from the main CBD that it was sometimes impossible to even see one end from the other.  These farms represented 10 or 20 farms of the 20's and 30's, and would have taken several families years to clear and sew.

Now they could be operated by a single family with hired help during peak season.

NG42h.jpg

By the late 80's farms in Boston were owned by more than families.  They were owned by corporations and big-business (often the roots of which were successful family farmers from previous generations, although not always).

The farms purchased, conglomerated, cleared, improved, and maintained by these business were so vast that they would very often stretch across city lines, spanning two or even three shires.

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The future of farming would no doubt follow the pattern shown throughout history - they would continue to grow in size and distance from Boston itself.  The trend was disturbing in it's blatant disregard for the utter destruction of the wildlife and habitat that once existed on these thousands upon thousands of acres.  But without regulation there would be no reason for business to stop the advance.  And without public awareness there would be no pressure on government to pass regulation.

And so the advance contintues, along with nature's mauling.

But agriculture is not the only type of farming that Boston has seen introduced.

In 1973 a new industry was born - that of Forestry.

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This was the birth of not only renewable resources, but the dawning in society's consciousness that nature could be reproduced in a contained environment and farmed on a much grander scale than just livestock and crops.  Entire forests could be produced, tended, and harvested, with absolutely zero impact on nature beyond the intitial clearing of the area used.  In fact, in most cased the plantations had a more positive impact on the local environment than the native forests (and certainly the cleared farmlands) had, due to their density, their lack of competition, disease, and pests (leading to more efficient growth than in the wild), and their controlled and efficient use of water.

As a result a great many types of Forestry Plantations sprang up from the mid 70's onwards.

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Shore Pine plantations provided an excellent grained wood for furniture and other more decorative uses for wood.

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Larch Plantations provided a consistently straight quick-growing pole that was useful for everything from structural beams to power-poles lining the streets.

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Redwood Plantations (the slowest growing of the plantations) grew massive redwood trees which yielded massive heavy straight red beams of wood that were used for much heavier applications such as in rafters, support beams, railway sleepers, and other construction purposes.  It was at this time much less expensive than steel for a similar size and strength of beam.

NG42n.jpg

Various other types of wood plantations sported timbers that were used in everything from in-laid wooden chess boards through to chop-sticks.  All without touching even one native tree.

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Even self-serve Christmas Tree farms where sims could pay for the priveledge of being able to wander into a field and choose and cut their own Christmas Tree.  Quite a hit among the middle and upper middle income earners!  The kids especially loved it.

NG42p.jpg

But let's not forget the roots of it all.

Back before agriculture, back before the earth was tilled or trees were planted, there was wild, wild land.

And into this wild land moved a very special type of sim.

The grazier.  The grazier cleared the land and let native (or sometimes introduced) grasses flourish without the shade of trees to stifle it's growth, and let herds of livestock wander across it, fattening themselves up.  That is how they made a living, and ultimately, almost every single house, shed, and shop you see in Boston is sitting on land that was claimed from nature by a grazier.


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Zoning is an integral part of your city, and zoning will mean the difference between a city that functions well and a city that falls flat on it's face.

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We're going to have a quick look at three mosaics of strips taken from Boston Central.

These strips show a good cross-section of the more dense areas of the city as it stands today, and show how zones have been laid out for maximum effectiveness.

STRIP A

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Mosaic Strip A shows a typical medium to low density area in Boston, as well a couple of industrial hubs, and the lead out to ultra-low-density and farmland.

Commerce tends to cling to busy intersections that residents dont like living next to, and both commerce and industry tend to clump together into sectors.

Low density commerce is scattered throughout residential areas to add smatterings of job satisfaction to local sims, as well as provide retail therapy services such as pizza-shops, video stores, pubs, and other small enterprises that sims might visit rather than going to large shopping complexes.

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STRIP B

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Mosaic Strip B shows a lower density outlying coastal area.  This shows how sims tend to want to buy near water or other sims, and how the clumping effect of industry and commerce is much smaller, causing the zoning to have a much more homogenous look than in the more central and heavy density areas of the city.

In general, the higher the density of an area, the more zones of the same type tend to clump together, serviced by mass transit.

This mosaic also shows the low-density lead out into rural development.

Outlooks and well serviced areas tend to be the first to develop medium density areas, as this encourages those with wealth to move into the higher density lots and keeps local crime lower than lots of out-of-work R$ sims.

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STRIP C

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Mosaic Strip C shows the dense suburban area to the east of Boston.

This area is almost entirely suburbia, with little or no farmland left, having been bought out and developed for many years now.

This is some of the oldest suburbs in Boston, and is well on its way towards become entirely medium density development.

It shows how the different zones tend to clump together more, but there is still a great deal of scattering, especially of commercial zones.

Some manufacturing and especially high-tech industry is also scattered throughout because it has a very small negative effect on residential growth (due to being not very pollutive) while having an extremely high positive effect of providing a close-by range of jobs that allow the resident sims to get to work without having to use crowded and expensive public transport or conjested road systems.  Never under-estimate the benefit of having a job close-at-hand.

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Man I love this game.

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COMPETITION IS NOW CLOSED.

RESULTS ARE SHOWN IN ENTRY #45.

Ok and now we play a little game.

Sorry for the length of time it took to write this entry - I borked my ftp and it took awhile to figure out what was wrong.

So - you know what an "Easter Egg" is in terms of design right?

It's a little something that is hidden in the design somewhere that you only find if you either stumble across it, are a nosy little bugger, or one of the above tells you about it.

We're going to have an easter egg hunt now, but since it's closer to Christmas than to Easter I figured we'd theme it as presents instead of eggs...  Enjoy.

Santa does the pre-christmas drill, training the reindeer and making sure everything is in good working order for "the night".

But something goes horribly wrong!  Oh no someone slipped a few bottles of JD into his mouth... how irresponsible!!

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Well, as you can imagine, flying upside down while.. um... happy... isn't really working "with" the grain when it comes to presents in a sack in the back of the sleigh and the concept of gravity...

So yeah a whole bunch of presents fell out, all over boston, and the problem here is that they're the actual presents that need to be delivered on Christmas night (this was a final rehersal)... so we've got real live presents scattered around and real live kiddies that are gonna miss out unless we find them all.

Unfortunately there was a post-war communist russian in charge of choosing the wrapping paper this year, so some of the presents are a bit drab.

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The game is simple.

You have until the next update is submitted (update #45) to find as many of these presents scattered throughout the previous entries of the journal as possible.

The winner is the person or people (if there's a tie) that find the most presents, and the winner will have a choice of ONE of the following prizes:

1. The PDF Vector Map of the map used in Entry #28 "Councillors Meet"

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2. Naming Rights for the next three newly created outlying city regions.

3. Co-Author (even if you have zero BAT or lot-making skills) on the next CSGdesign BAT, and full credit shared for it.  BAT will be a single lot of my choosing but the winner(s) will have full say in what it looks like and how it functions, within my abilities.

In addition to the winners choice of one of the above three prizes, the winner will be permanently announced in this thread.

There are a few simple rules:

(Please note if I discover I've forgotten some rule that someone brings to my attention by trying it on, I'll change the rules to include it.  Play fair is all I ask.)

1. Submissions must be made before Entry #45 is made by me, in around 5 day's time.  The end date and time will be announced in red bold type at the start of this entry when it is drawing close, with 48 hours notice.

2. Submissions must be made to me by personal message ONLY ONCE per person.

Multiple entries WILL earn you a disqualification from the competition, so BE CAREFUL and ONLY SUBMIT YOUR ENTRY WHEN YOU'RE SURE.

Your entry must include in a simple list form the entry number, the image name, and the colour of the present or the location in the image of the present, PER PRESENT to be an eligible guess.

For example, a submission might resemble the following fictional entry

Hi CSGdesign, my guesses are:

Entry 03, NG03b.jpg, green with white ribbon

Entry 12, NG12c.jpg, red with brown ribbon

Entry 12, NG12d.jpg, brown with red ribbon

3. Any reply or entry in the thread hinting, suggesting, or otherwise giving away the location of presents will earn the poster an instant disqualification from the competition and all future competitions I hold.

4. No asking me for hints, no discussing possible finds or anything else that gives you an unfair advantage over other players. Favouritism will NOT be entered into, and if you try it you'll be warned and then you'll be disqualified.

5. Have fun people, it's a game!!

COMPETITION IS NOW CLOSED.

RESULTS ARE SHOWN IN ENTRY #45.

Image names can be obtained by right clicking on them and selecting "properties" from the menu.

Below are the published results of the Presents competition.

Shadow Assassin

Guessed - 14

Number Correct - 14

Benedict - WINNER

Guessed - 23

Number Correct - 21 (one disallowed and the other was the banner of #44 which wasn't included in the competition).

metarvo

Guessed - 16

Number Correct - 16.

Battlecat

Guessed - 9

Number Correct - 9.

aiumkastarkius

Guessed - 11

Number Correct - 10.

NG01c

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Correctly found and identified by:

Nobody

NG01o

NG45_01c.jpg

Correctly found and identified by:

Benedict

NG01p

NG45_01p.jpg

Correctly found and identified by:

Shadow_Assassin

NG03a

NG45_03a.jpg

Correctly found and identified by:

Nobody

NG04a

NG45_04a.jpg

Correctly found and identified by:

Shadow_Assassin

Battlecat

aiumkastarkius

NG05a

NG45_05a.jpg

Correctly found and identified by:

Shadow_Assassin

Benedict

NG06d

NG45_06d.jpg

Correctly found and identified by:

Shadow_Assassin

NG09c

NG45_09c.jpg

Correctly found and identified by:

Shadow_Assassin

aiumkastarkius

NG10e

NG45_10e.jpg

Correctly found and identified by:

Benedict

NG10e #2

NG45_10e2.jpg

Correctly found and identified by:

Benedict

NG10f

NG45_10f.jpg

Correctly found and identified by:

Benedict

NG14d

NG45_14d2.jpg

Correctly found and identified by:

Shadow_Assassin

Benedict

metarvo

Battlecat

aiumkastarkius

NG14d #2

NG45_14d2.jpg

Correctly found and identified by:

Shadow_Assassin

Benedict

metarvo

Battlecat

aiumkastarkius

NG14d #3

NG45_14d3.jpg

Correctly found and identified by:

Shadow_Assassin

Benedict

metarvo

Battlecat

NG15c

NG45_15c.jpg

Correctly found and identified by:

Nobody

NG15d

NG45_15d.jpg

Correctly found and identified by:

Nobody

NG16j

NG45_16j.jpg

Correctly found and identified by:

Benedict

metarvo

Battlecat

aiumkastarkius

NG20b

NG45_20b.jpg

Correctly found and identified by:

Nobody

NG20g5

NG45_20g5.jpg

Correctly found and identified by:

Nobody

NG20s

NG45_20s.jpg

Correctly found and identified by:

Benedict

metarvo

NG23f

NG45_23f.jpg

Correctly found and identified by:

Benedict

metarvo

NG31e

NG45_31e.jpg

Correctly found and identified by:

Shadow_Assassin

Benedict

metarvo

Battlecat

aiumkastarkius

NG31e #2

NG45_31e2.jpg

Correctly found and identified by:

Shadow_Assassin

Benedict

metarvo

Battlecat

aiumkastarkius

NG31e #3

NG45_31e3.jpg

Correctly found and identified by:

Benedict found this but said "but it doesn't look like a present" - so I'm not allowing it as a valid guess.

metarvo

NG36c

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Correctly found and identified by:

Shadow_Assassin

Benedict

metarvo

NG36f

NG45_36f.jpg

Correctly found and identified by:

Shadow_Assassin

Benedict

metarvo

Battlecat

aiumkastarkius

NG36f #2

NG45_36f2.jpg

Correctly found and identified by:

Benedict

metarvo

NG38e

NG45_38e.jpg

Correctly found and identified by:

Benedict

NG39b

NG45_39b.jpg

Correctly found and identified by:

Benedict

NG41e

NG45_41e.jpg

Correctly found and identified by:

Shadow_Assassin

Benedict

metarvo

aiumkastarkius

NG41e #2

NG45_41e2.jpg

Correctly found and identified by:

Shadow_Assassin

Benedict

metarvo

Battlecat

aiumkastarkius

NG42j

NG45_42j.jpg

Correctly found and identified by:

metarvo

NG43j

NG45_43j.jpg

Correctly found and identified by:

Benedict

metarvo

Congratulations to all entrants, and a special congratulations to Benedict who put in a fine effort, getting 21 out of 33 presents, including some really tough ones.

Benedict can now choose from one of the prizes offered in the previous entry.

All hidden presents will remain in the journal for a few weeks, and then images will be replaced by their originals minus the presents.

Thankyou for playing, and I hope you enjoy the continuing publication of this journal, which now resumes the ab?normal entries.

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The Boston Central State Fair was erected in 1931, and for almost 60 years has been a traditional exhibition grounds for the annual Boston Ekka, showcasing the growing diversity and quality of produce from around the region.

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Photo provided courtesy of Edgar Elektralucks, taken from hot-air balloon approximately mid 1938, shows Boston Central when the Ekka Showground was in some of its first years of operation.

Photo was taken during an off-season period, so the grounds were probably closed at the time.

As Boston City developed and grew, it began to envelope the Ekka grounds, becoming part of the actual CBD rather than a showgrounds near the middle of a bustling township.  This didn't interfere with the Ekka itself, and it didn't really affect Boston CBD either, although Ekka time could be a very problematic time for parking in the CBD area... parking lots sometimes nearly doubled their rates which often hit headlines but was perfectly legal.  Public transport was very heavilly peaked during these times.

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Photo provided courtesy of Winston Chapelcliffe, taken mid July 1968, and shows Boston Central and the Ekka Showgrounds again during off-peak season.  It clearly shows the city has begun to encompass the showgrounds.  Interesting to note in particular is the deforestation of the western and eastern ends of town, and the incursion of suburbia into farmland.

Over the last two decades the city's growth has continued unrelentlessly, increasing in both density and sprawl, and in early 1986 the showgrounds were quickly becoming nearer and nearer the centre of the CBD, rather than the outskirts of it.

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Photo provided courtesy of Boston City Hall, taken February 12th, 1978.  While it doesn't show a huge amount of difference from the previous picture in 1968, this 1978 shot does show that much of the growth has been in wealth.  What this photograph does not show is the massive outwards sprawl that Boston had witnessed in the 60s, 70's and in particularly later on, in the 80's.

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Photograph provided courtesy of Boston City Hall, taken February 12th, 1978.  This photograph clearly shows the structure of the State Fair at that time, and was taken as part of a Natural History Documentation project initiated in the early 1960's and continues to this day.

This was widely considered the Golden Era for the organisers of the Ekka, and represented huge profits, low costs, and a wide participation from the rural community.  But like all things, a Golden Era must eventually end... usually as a steady decline rather than a sudden ending.

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Photo provided courtesy of Krizpey-Shikken Architectural Group, September 9th, 1986.  This recent image clearly shows that the showgrounds are now right in the heart of the CBD, which is spready rapidly through the surrounding suburbs and is now completely surrounding the Ekka Showgrounds.

While the showgrounds were still not having a massive impact on the city itself, the pressure was becoming evident in the land-value.  The land that the showgrounds occupied was over 2km^2, and was sitting on some of the highest valued land in the entire region due primarilly to its proximity to the CBD.

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This put a great amount of pressure on the local council to sell the land and relocate the grounds to a new location in Boston.

The spin-doctors of course said it was benificial for a range of reasons, pulling out the parking argument often and throwing in some key phrases like "rates rises" to get sims talking. But the reality was that it was all about selling off a valuable asset to get some much needed funds into the city coffers to fund a range of new developments in the pipeline.  Projects like tunnels and bridges to connect the banks of the city in a much more cohesive manner.

So in 1987 Langley Simcorp Incorporated purchased the showgrounds from the council, as part of a development submission to convert the grounds into an integrated part of the CBD.

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Photo provided courtesy of Langley Simcorp Inc., taken January 30th, 1987, showing the old Ekka Showgrounds after the redevelopment was completed and construction of the towers began.

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Photo provided courtesy of Langley Simcorp Inc., taken January 30th, 1987, showing the old Ekka Showgrounds after the redevelopment was completed and construction of the towers began.  This image shows a wider view of the surrounding city for scale.

Provision for high-density residential and commercial areas were included, a small shopping area at the heart, a park and recreational zone, bus stop, as well as space allowed for the future development of a proposed subway terminal to connect to the existing nearby subway system when demand required it.  It was a bold endeavour, and a very costly investment for Langley Simcorp Inc., but ultimately one that paid off in Spades.

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Photo provided courtesy of Boston City Hall, taken February 2nd, 1988.  This image shows the towers after construction was completed.  Note that roadworks needed to be done to cater for the traffic increase not only from this development but many other developments in the Boston Central area.

The new showgrounds were erected in East Central Boston (out of the entire Boston CBD area) and have reported a record profit for the last Ekka season... most likely due to a surge in sims eager to see the new grounds and experience history in the making.

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After many years of back and forthing, of delaying in parliment, of licensing mishaps, and all manner of red tape, finally the almighty Simolean triumphed over the evil of bureacracy, and the Silica Mine at Executor's Bay was approved for development.

Located halfway between Whitesands Inlet and Orthanc Quay (Boston's northern neighbour), along the Great Northern Bay Road, the Silica Mine was a large expanse of nearly pure white sand buried only inches below the surface vegetation, and reaching down for many meters, forming a huge natural bowl of pure white fine-grain sand.

NG47b.jpg

Starting at the natural lake, Lake Wannaswim, the top layer of vegetation was scraped off and piled up, ready to burn.

NG47c.jpg

Tree-roots represented the single largest barrier between the sand and the miners, so it was important to remove all trees by dragging them over with heavy machinery, pulling as many of the large roots out as possible.

Once piled up the wood piles were incinerated.

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The Site Office was located at the west, facing towards Whitesands Inlet which was the direction the bulk of the sand would be taken, to be sold to industry to make concrete, grouts, and other building materials, and to use in landscaping.

NG47e.jpg

Once the top layer of sand was exposed the water sifting equipment could be moved in to process the sand into completely pure piles, ready to be loaded onto trucks and hauled to local industry and depots.

NG47f.jpg

In only one short month the mine was ready for the sand-sifting equipment to be brought in, utilising the natural lake, and begin the sand trenching.

Industry licked its lips.

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Crystal Bay has only been accessable by road up until now.  With the expansion of Boston's Rail system to the north, Crystal Bay is one of the first of the northern suburbs to be brought online.

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Commuters living in the northern suburbs of Crystal Bay were becoming more and more in numbers, and often would make trips not only to the busy commercial district in Oogley, but even through the very heart of Boston and out to places like South Point and Jacobfarm.  As these commuters grew in number, the traffic become less and less tolerable.  "Highways!" screamed many parties, but in the end rails were chosen as the most economical and least invasive method of moving all these sims back and forth.  Highways involved very serious upheaval, while rails required only a few new connections and a few upgrades into duel-carriage lines.

And so plans were made, submitted, rejected, redrafted, and eventually proposals were turned into tenders, and tenders into contracts, and contracts came to be concrete, gravel and steel.

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New dual-carriage outter ring-rail lines leading from Oogley up north through Copper-Rocks and west into Khole Inlet.  The new Crystal Bay line can also be seen running north from Copper-Rocks.

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The successful proposal required that minimal disturbance to Copper-Rocks was incurred, as well as the lower cost, appropriate gradient, and a reasonably efficient route.

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The Dual-Carriage Ring-Rail line was laid through mostly resumed farmlands, the cost of which was made back by rezoning and selling the land to developers as commerical, residential and industrial sectors hugging the new line.  Much of the pre-existing farmlands was left untouched, and the end result was a very minimal disturbance to Copper-Rocks.

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The rail station used throughout the project was a new design by Sir Everon Marrast, a german architectural engineer.

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The tracks also had to circumvent the budding township of Fargo, sitting between Copper-Rocks and Crystal Bay.  The successful proposal acheived this by running around the north of the town so as to avoid the slight but still too steep grade of the hill to its south.

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The large industrial sector of Crystal Bay, which was rapidly moving towards high-end and clean industry, needed a more efficient means of moving its product, as well as direct rail access to Boston's ports... this alone would relieve a great deal of road traffic.

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Both a freight station as well as a passenger station were installed at the terminus, to encourage commuting to work by rail rather than bus, further releaving the burdened road system.

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One of the more difficult parts of the proposal involved the rail passing either through a stretch of suburbia near Crystal Bay's west shores, or around it through a reasonably high grade hill that would need to be cut to make passage.

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In the end cutting through the hill was judged most effective even though it was marginally more expensive than resuming the homes along the shoreline.

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The proposed terminus of the Crystal Bay line... a Valencia Orange farm that was close to 35 years old.

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A small line of commerce was placed near the terminus station - cafe's, hairdressers, and other small businesses would make good use of the traffic to and from the station.

Now that Crystal Bay was wired into the new Dual-Carriage line running between the outer northern suburbs, commuters had a fast and inexpensive means of moving between areas in the city, and almost no upgrade to the existing road system was required, beyond the normal upgrading of intersections and busier roads.

This in turn, paths the way for Crystal Bay and even Whitesands Inlet to become thriving coastal retreats...

Commerce descended like bees to a honey pot.

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At exactly 4.15am, Thursday February 15th, 1990 Boston finally hit the 1,000,000 sim population count, according to census.

Such a huge milestone deserves a significant mark left by it, so let's take a moment to step out of our traditional view of Boston, and see what it's like from the eyes of the million digital sims that now inhabit the region.

Boston CBD as seen through traditional SC4 Wot Deity eyes:

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A similar perspective as we move away from Wot Deity eyes and into the eyes of one of the landing jets coming in to Boston Central Airport:

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As the jet continues to land, we approach the ground level, and can see Boston take shape for the first time ever outside of our own Wot vantage point:

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Coming in for final approach at the Boston Central Airport, we leave our heavenly Wot vantage point, and become as one with our faithful and lovingly devoted sims:

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Looking from the north bank of Boston across Boston River Main towards the CBD, with the Carlson Esanda Memorial Bridge in the foreground (this is a wide-angle shot to show much of the opposite bank):

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I dunno about you but I think the Boston sims have a good view across the river, even while the CBD is still tiny and relatively low-density compared to what it becomes after the game-year 2010...  but let's not get ahead of ourselves.

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While Boston is large, sprawled, and has a massive range of R,C, and I, it also has several smaller orbiting neighbour towns that will no doubt one day be engulfed by the Megalopolis that will one day cover this entire region.

The two main ones (but not the only ones) that orbit Boston are the southern neighbour of Ellis Point, mayored by the Honourable Mayor Benedict, and the northern neighbour Orthanc Quay which actually encompassed an entire harbour complex north of Boston's own harbour.

Let's have a quick look at them in their infancy...

ELLIS POINT:

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Ellis Point is set on a long thin structure of land which breaks off into a cluster of islands on it's north western tip, and is footed in a complex set of inlets, creeks, and tributaries at its southern end.  The majority of the population lives at it's northern end and the southern end, with many farms.  It is entirely low-density and more or less self-contained, with access to Boston by both dirt road and ferry.

ORTHANC QUAY:

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Orthanc Quay is actually a cluster of smaller townships, but the majority of the population is set on the eastern most peninsula, shown here facing east, away from Boston.  The town is older and much larger than Ellis Point and the other obiting townships of Boston, and is well on it's way to being a city in its own right.  This is the town that the Great Northern Bay Road travels to from Boston, past the new silica mine of Executor Bay.

These are the two main towns orbiting Boston, but there are another several much smaller communities floating about, usually industrially based such as the logging township of Carver Hills, to the west.

The region is large enough for plenty of towns at this point in time, but eventually... it will all be one city.

That's just the way of things.

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_marsh_

Entries 31-40


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At the end of August, 1983, the Tunnings Mine Scrape #3 was well over halfway depleted.

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It was set at a higher altitude than Scrape #1 and #2 by some 15 meters, and would be scraped deeper later in the extraction plan.

As Scrape #3 reached the end of its lifespan, Scrape #4 was prepared, by clearing the forest on top of it and removing the top rubble.

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The Top Rubble was piled on the eastern rubble piles, almost doubling their size.

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While the western rubble piles, which have had no material added to them for some years now, have been reclaimed by weeds, bracken and pioneer plants... They've almost dissapeared.  Of course they'll be used later to help "rehabilitate" the huge pit left in the earth, but that's not for a loooooong time yet.

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Industry in the area has increased, and the small township of Tunnings Quarry has increased by almost 30% in resident count.  Commerce too is booming in the small town, and the rail link to the new industrial port in Tellequin Beach is now fully operational.  Tunnings Quarry is rapidly becoming the industrial strength of the entire region.


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Nameless and Smokeyton in South East Central Boston are crammed to the gills with sims taking the car ferry into Boston CBD.

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After a lengthy debate by Boston City Council it was decided that the best solution to this problem was both to upgrade the existing train stations to a much higher capacity, as well as introduce Ground Light Rail (trams) into the region for the first time.

To conserve space, it was voted that these tram lines ran up the middle of the existing conjested avenues, making good use of the median strip.

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The most important station in this budding network was the Nameless Station, close to the ferry, rail and bus hub that already existed to make good use of these other forms of mass transit and encourage sims to walk between mass transit options.

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Some modification of the existing avenues was required, especially at intersections, due to the engineering required for the new tram lines.

However by and large the avenues remained untouched by the development of the new network.

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Two destination stations were installed, both in the northern shire of East Central Boston, one being in Hiccup (near the industrial centre of the shire).

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And the other being to the west, closer to the harbour, in Derriton at the termination of the existing conjested avenue.

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The lines were constructed first, with the stations being constructed and opened at the end of the project, in July 1983.

A massive swing in commute from buses and cars to rail and trams was seen, with the ferry being the key destination from both South East Central Boston and northern shires, travelling both into Boston CBD and further out into the bay.

Conjestion dropped to almost nothing in a matter of months, and as a result growth accelerated in the entire area.

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Once again, Boston was booming unhindered, all thanks to the noisy little sardine cans called trams.  Sweet.

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Smokeyton has for decades been one of the major industrial polluters in the entire region, which even lead to a mutant backwards foal at one point.

So it was important that the Shire Council moved away from this disturbing trend and towards a greener and more environmentally friendly approach.  This started with the first Botonical Garden, and in September of 1983 led to the completion of two new Solar Power Generators.

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The aging Natural Gas Generators in Smokeyton were a major powerhouse for many years, and had provided many jobs to both a skilled and unskilled workforce, but were well past their use-by-date and had to go.

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Demolition charges were laid on Complex A, B, and C, with B being the first to be detonated.

(Warning: Graphic Violence - 3 pidgeons and a foot-stool were harmed during the making of this entry. CSGdesign wishes to advice that this entry is only suitable for audiences over the age of 3 months.)

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When the dust had settled medium density commercial and some snappy parks were discovered underneat the rubble.

What a happy coincidence!

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Perdie.


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In November 1983 an alarming event occurred.

For the first time in Boston's history, a pyromaniac deliberately set fire deep within Franklin State Forest, one of the few preserved natural forests within the city's borders.

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The forest was primarily coniferous, and the fire spread very quickly.

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As the fire burned out of control fire crews were called in but couldn't reach so deeply into the forest.

The air brigade was called in and commenced water bombings, but couldn't keep up with the rate at which the fire spread.

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As the fire grew and spread north it began to threaten the neighbourhoods surrounding the forest, especially the northern suburb of Honk.

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The Honk Fire Brigade evacuated people from the bordering houses and shops, because there was a very real threat that by the time the fire emerged from the forest it would be an inferno that overtook the neighboorhood very quickly.

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The firey's did their best to keep the flames at bay, but their priority turned very quickly to one of preventing the fire jumping the road and engulfing Honk.

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They were far too small in force for such a massively fueled blaze, and the ahes raining down from the wall of flames ingnited Bickmore Real Estate, which rapidly drew the attention of the Firey's.

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After a long battle for over 4 hours the Franklin Forest Fire of 1983 was finally doused, and attention quickly turned to how it was set and what to do about it.

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By studying video footage from the security cameras of businesses surrounding the forest, it was quickly identified that a man had entered the forest immediately before the blaze and exited very rapidly imediately after it had been set.

The man was identified soon after as the local nutjob Garry Whackmore, who was later questioned by police, leading to charges of arson, attempted murder, vandalism and destruction of property.

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Garry will appear in court in three days time.


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I downloaded this mod some time ago but haven't had a chance to install it and experiment with it up until now.

I found a regional view mod that showed me streets as well as roads, which would better display the complexity of the road network in the regional view.

The one I downloaded was Edmonton Transportation Map Mod, but in its raw form the Edmonton Transportation Map Mod has streets as white, same as roads, so it's very hard to tell the difference.

So with the help of Shadow Assassin and iLive's Reader, I editted the value of the streets to be a much lighter shade so it was easier to tell which was streets and which was roads.

The original Regional View used up until game-year 1983 is this:

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The Improved Regional View installed at the beginning of game-year 1984 is:

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I've been rendering full-size region views of both satellite view and transit view since game-year 1980, and have uploaded all of them in Entry #1 at the base of the entry (under the pictures of the region views).

I'll continue to upload these as they're generated.

If you would like to download this file Visit this site.VVV

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Spanner Island, a small town all by itself, has outgrown the tiny little aluminium pontoon that has brought it so rapidly to the point it is at now.

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The community of Spanner Island was almost completely self-sufficient.  It had residential of every class, including some medium density structures in both lower and middle income earners.  It had a wide cross-section of commercial ventures, as well as all types of industry, from farming to high tech.

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It had developed with only a small trickle of traffic (about 50 sims per week) using the pontoon, however industry in particular was putting a lot of pressure on local government to improve the infrastructure to allow for a much freer traffic flow between Spanner Island and the main-land.

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A small undeveloped section of land existed at the back of Kernegan's acreage, and it was chosen as the site for a newly proposed vehicle ferry.

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Construction on the ferry terminal took the better part of nine months, but at the end of it an entirely new horizon was opened up for Spanner Island.  Effectively Spanner Island was now more attractive than many mainland shores due to it's location without the burden of isolation.

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Portnix Seafood Bar & Grill was given the lease to the commercial site zoned next to the ferry, adding a bit of class to the development.

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With Industry connected to the mainland, things were looking up for commerce and industry on the small island community.

As most of it was quite and non-polluting, residents welcomed what the future was likely to bring.


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Boston Central CBD.

It's busy, it's crowded, and it has a street network that hasn't changed in over 80 years.

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Oh sure some of the streets had been upgraded to roads, round-abouts had been put in, even a dirty great avenue sliced through the middle, but the layout itself had remained largely unchanged since Boston was nothing more than a small collection of houses settled on the shores of Boston River Main.

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Langley Simcorp Inc. was interested in developing some real giants in town.  Buildings that would dwarf all others.  So the corporation started searching around for likely areas and quickly found that the existing street networks simply didn't allow enough room for really large structures.  The only way it would be possible for Langley Simcorp to build their proposed residential towers was going to be if the streets themselves were restructured.

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The corporation's engineers quickly located a few likely spots and drafted proposals and sent kickbacks to councillors.

Ultimately the first likely redevelopment in Boston Central CBD was located... a small pocket of residential growth right on the outskirts of the current CBD, nestled between Fairvale, Snob Point, and the huge East End Industrial Park.

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Langley Simcorp got to the business of calculating costs and producing much more comprehensive development plans.

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Once the final site was chosen, and the final proposals were sent to council, approved, and all the boxes were ticked, resumptions and demolitions began.

None of the existing residents (even the old ditty in the Bungalow wasting prime land with a 7 sim residence) resisted the development because of the rediculous amount of Simoleans that Langley Simcorp offered for their land.

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The street and the zones facing into the street, along with the bus-stop, were all breaking up what would otherwise be a huge footprint of land that could be used to build massively tall sky scrapers and towers.  They all had to go.

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To allow the new high density zones to face onto a street along their entire edge, roadworks were done to demolish the eastern row-houses and replace them with some nice shiny tarmac.  Since this was going to be a high-density development it was pre-emptively upgraded to a road rather than leaving it as a street.  A bus-stop would be installed later after traffic volume was metered.

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During the development the council upgraded all the local zones to high density as part of the redevelopment, which would allow much larger structures to be built by buying out the existing residences themselves, without the expense or inconvenience of knocking them down first.

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One of the local mansions, very old and now somewhat rundown, was also bought up as part of the development and converted into a park.

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Sims love parks, and it might help keep the area posh and sparkly.

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It wasn't long until the new tower's construction began, and at the same time the park helped other developments in the immediate area be much more attractive for sims.

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Previously the heavy-weight for Boston had been Preston's Housing Project, at 1609 sims.  There were two of these, both in Snob Point.

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The most attractive of Boston's residential towers by 1985 was Bilyk Towers, also of which there were two.  One was in western Snob Point and the other was on the shores of Fairvale.

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But now Boston had a new heavyweight.

Meet Bown Hi-Rise, weighing in at a mighty 3120 sims.

Langley Simcorp Incorporated had succeeded in introducing the largest building to date in Boston, beating the previous record holder by almost 300%.

Langley Simcorp had several such redevelopments in store for Boston Central CBD and outskirts.

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Now council had the task of "cleaning up" as it were, improving transport, education, health and various other facilities that were suddenly inundated in the massive jump in local sim population.

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Boston is growing up.


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Tranquillity Harbour, a thriving little nest of sims in the south east of the harbour, not far from Tunnings Quarry and a LONG way away from Boston Central CBD.

This is a really beautiful part of the bay, and enjoys wonderful clean pure waters, oysters off the rocks, trout, mud crabs and a wide variety of natural delights.

The only practical way of getting around this stunning patch of Boston was either by private water craft, ferry, or by taking an offroad vehicle for a VERY long drive around the inland end of the harbour itself.

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But as the community grew, so too did the demand for proper infrastructure. While ferries were cheap, they were noisy and disrupted the local fishing spots.

So two small bridges were proposes, approved, and built inside 3 years, connecting the entire harbour efficiently at two key points.

The first bridge was Jennifer Maine Bridge, connecting the communities of Leopardcliffe with Boptom (say THAT three times fast!)

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The second bridge was erected between the northern cape of Boptom and Gillers Point.

Both bridges were built at a height to allow ferries to pass underneath due not only to the busy ferry network but also to the predominantly water-oriented population enjoying taking their private yachts and speedboats out onto the harbour.

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The jump in traffic taking cars over the bridge releaved the ferry network a reasonable amount, but most importantly would allow further growth in commuting that the ferry network (which still wasn't adequately supported by a bus network) would have prevented.  This meant more rapid growth and the development of the area in general.

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Of course the old-timers of the region were not very happy with the conversion of their beautiful little retreat being turned into a tourist town, but... well tough luck, you can't stop progress...

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Perdie.


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KSIM radio host Edward Souton tackles the Mayor of Boston South Central, the honourable Mayor Frederick Kruger on the issue of the landfill just off Elm Street that has been decomposing in the heart of the suburbs for the last 24 years.

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We tune in now to the breakfast talk-back show, June 5th, 1985...

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...this is a prolonged and heated talk-back topic which raised a lot of public outrage and feedback, and Mayor Kruger was forced to act.

We tune again in the Edward Souton's show, August 21st, 1985...

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... so something IS being done, but how effective will it be, and how long will it take?

Only time will tell.


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Boston Central's power consumption was climbing rapidly.

Solar power, while effective and clean, simply could not generate enough power without dedicating huge amounts of land to mirrors reflecting the sun's heat back up to their generator towers.

High Tech Industry had a number of solutions to this problem, however in the end it was decided that tried and tested Nuclear Power would be the next best option for Boston.

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The Lybonrech Station was installed in mid 1986 and came online later that same year.

Generating more power than three solar power plants, and occupying a sixth the amount of space, it was clear that a Nuclear Reactor was an excellent solution.

It included an artificial lake (seperate from the main river to avoid potential contamination issues), a chainlink razor-wire fence, and a police station for immediate and effective security.  It was, afterall, basically a tamed nuclear bomb sitting on the outskirts of town.

The lovely glow it gave the city's night skyline was quite delightful.  Almost like a man-made Aurora except with a sharp sting when you breathed in.

Smashing atoms together and releasing city-levelling amounts of energy all of which was being stifled and controlled by specially produced heavy water in which the decaying uranium was immersed to prevent it from reaching temperatures that would melt through hundreds of meters of solid rock.... what could possibly go wrong??

There were a few protests.

Riots, actually.

But you can hear about that on CNN, this isn't the place for pointing out the flawed and damaging decisions made by the lovely simfolk of Boston, mmk?

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_marsh_

Entries 21-30

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Public Transportation is a valuable and necessary addition to any city, even a low-density sprawl.  Perhaps especially.

Arguably the most cost-effective method of public transport is buses, as they both relieve the traffic flow (increasing development) and earn fares.  Cars don't generate revenue without tolls (which impede transit), however buses do collect fares and therefore generate revenue, and can be an absolutely essential method of taking your city from breaking even to turning a profit.

Boston Central, Boston Central South, Central South East and Central East are the most populated city tiles in the region at the moment, so we'll focus on them for this entry.

Below is an overview of a typical suburban area (this cross-section is in fact Boston Central) showing the spacing of bus-stops.  Every citizen is within comfortable walking distance of a bus-stop, making choosing a bus as transit instead of a car as transit a perfectly valid transit choice.  In turn this relieves traffic, which in turn allows more sims to move in and more revenue to be generated both in taxes and in fares.

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The larger render of the four central city tiles can be viewed here.  It is 1mb in size, and the same scale as the image above.

As you can see, every city is turning a very reasonable profit from it's transit network.  The subways tend to be an expensive addition which is why the more populated cities (where the subways have more lines and stations) have a lower profit for their fares vs transit costs.

BOSTON CENTRAL

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BOSTON SOUTH CENTRAL

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BOSTON SOUTH EAST CENTRAL

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BOSTON EAST CENTRAL

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In future entries I will show the location of train stations, ferries, rail and will also show the primary routes taken by buses in the network.

I believe the key to a successful bus system is to ignore the cost of placing and maintaining each bus-stop, but rather think about your sims and what they need.

Placing stops in work-zones like CBDs and industrial hubs, within walking distance of every house and home, and very close to all R$$ and R$ apartments, is essential to convincing your sims to Hail and Ride.  Putting bus stops near other public transport options like train stations, ferries, or subways can further increase the transit options available to your sims, and further reduce commute times and traffic.

Don't bother putting bus stops near R$$$ structures (either residential or commercial) since R$$$ citizens hate public transport and would rather take their nice shiney car to work.  Snobs.  What's wrong with being sneezed on and rubbing up against the sweaty guy with stubble?  So what if he's got swine-flu and some kind of fungal infection...

UPDATE SINCE THIS ENTRY WAS FIRST CREATED

Some of my cities earn more from the profits on bus fairs than their entire expenses, now.

Which effectively means I could not tax them AT ALL and still turn a profit.

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Want to take a road trip?

Tired of going to the corner store and back?

Let's get out of Boston altogether, and visit the northern city of Orthanc Quay?

Well fortunately now we can, since the newly installed Great Northern Bay Road that stretches the entire distance from Crystal Bay to Orthanc Quay (we'll visit that town later in the journal, not for awhile yet).

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Previously the only way to travel between Boston and the northern cities was by ferry, aircraft, or to a much lesser extent bashing your way through the forest with a pack llama and 6 little kids that didn't speak your language carrying yer gear.

Now, thanks to the ... not at all modern ... invention of asphalt and the efforts of a few over-paid civil engineers, Great Northern Bay Road is now available and at your disposal.

Let's take a trip.

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The traffic is still very small traveling between neighboring cities but this small, winding, and very scenic little road is now the highway north from Boston.


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Tunnings Quarry, the first of many proposed projects by Grimey Earthscars Pty. Ltd, has been operating for 5 and a half years now and is well and truly establishing itself as an industrial power in the region.

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The mine has now excavated a total of 2,595,840 cubic meters of Bauxite, with the majority of this material being shipped directly out to SimNation by trucking it to the port in Boston Central.  The new Southern Rail Link (funded entirely by Grimey Earthscars Pty. Ltd. only because it was significantly less expensive than buying Boston City Council) is more than 30% complete, which will take the material into Tellequin Beach, where it will either be shipped to SimNation via a new port that will be constructed in late 1985, or will be processed into Aluminium in a proposed (but not yet approved) Aluminium Electrolysis plant that will be erected in Tellequin Beach around the same time.

The industry required to support this massive operation, as well as the personnel required to man it has created it's own mining town, collectively known as Tunnings Quarry.  This mining town has a population of slightly over 2000 residents, all of whom work locally.  There are around 150 sims that travel from nearby regions including Kelly Bay and Tellequin Beach.

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The material removed from the lode in Tunnings Quarry is only between 0.25% and 0.48% of the estimated lode, so Grimey expects to make a LOT of money, and Tunnings Quarry (the town) will be alive and kicking for close to another 80 years before the lode is depleted.  This is the larger of two prospects.  The other is several kilometers west of Tunnings Quarry.

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The site office has expanded into a complex now, housing site managers and even with it's own pub.  The rail station will eventually be setup to efficiently take material out of the site, but for now is used only to ship in small amounts of materials from the industry in Tunnings Quarry (the town).

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The majority of the local industry is dedicated to the manufacture and maintenance of machinery for the mining operation, as well as the manufacture and distribution operation for the Southern Rail Link.  There are several smelters working overtime to extrude rails, and concrete sleepers are being produced at the rate of 320 per week.  (That's 8 per hour!)

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Some more advanced industrial buildings are also involved in the research and development of the proposed Electrolysis plant, as well as the advanced surveying and geo-mapping required to estimate and plan the most efficient procedures for the extraction of the Bauxite.  This means planning every scraping carefully to allow a clear way for the following scrapings without (for example) machinery having to struggle up out of large holes that could have otherwise been much flatter for much longer while the scrapings proceeded closer to the surface.  This reduces fuel costs as well as wear and tear on machinery, and ultimately equates to a much higher profit margin.

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Because the entire town is owned and operated (and is in fact on private property) of Grimey Earthscars Pty. Ltd., the town planning reflects the "segregation" that occurs in big-business.  Elite and middle management even live separately, with the working class being provided (the mine pays for housing for workers) with much smaller and less fancy housing much closer to the rail line.

The mine is still only young, and hasn't even begun it's rail operations yet, which is expected to increase production by almost 750%.  And yet already it has created its own small town and is having a very noticeable impact on the region at large.

Why live in expensive apartments with a long commute when you can move to Tunnings Quarry and have the mine pay for everything and all you need to do is take your pay and spend it at the pub every night?  God Bless Grimey.

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Meet the Greggory family.

Johno Greggory is an Environmental Scientist ("Possum Counter") currently working in Peninsula Fair Industrial Park.

Svetlana Greggory is a stay-at-home mum looking after their young child.

Tsiana Greggory is 2 years old and cute as a bug.

The Greggory family live in a pleasant little house in Boston South East Central, on the Boston Harbour Peninsula.

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Johno's job at the Grimey Deer Squishing Facility paid well but wasn't exactly high in the job-satisfaction area.  There was only so many deers a man could squish before he wanted something more.

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So the Greggory's took a punt, and accepted a new job up at the Colorado Lumber mill, in a very tiny town about as far west as Boston Region stretched.  The new town, called Carver Hills, was barely more than a fly sneeze on a map, with a population of 71.  Yes, that's right, 71.  And most of them were related to each other.

The Greggory's sold their pleasant house, got a fortune for it and stuffed it in the bank, piled all their remaining posessions into their all-wheel-drive sedan hatch, bought a caravan, and set off on their road trip!

The first small township they entered after leaving Harbour Peninsula was Shangreelahville - a cozy little town that serviced the surrounding rural community.

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After entering the south-eastern most suburbs of lower Boston, the Greggory's paused to admire one of the most beautiful homes they'd ever seen.  Johno temporarilly flipped out at the idea that he had thrown everything he had worked for away and was about to start a new life in the unknown, about as far from the rest of society as it was possible to live.

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Soon the road trip entered some of the heaviest traffic the Greggories had seen in their lives.  Not one but TWO sets of traffic lights to pass through in one stretch, and several complex turning lanes.  Lucky they had arrows on the bitumen or there'd have been a few problems.

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As they continued west into the more rural areas that existed between the shore-hugging suburbs, one of the largest high-tech industrial parks in the southern parts of Boston was adjacent to a range of farming blocks... it was a striking contrast.

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Traveling up the Da'Angular highway, the Greggories passed by the Mathshampton Soccer Field, where the Mathshampton Pi's were having a home game against the Shumachaville Soles.

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Traveling almost into the heart of Boston South Central, the Greggories stopped for a break from their trip while having a look at the university.  The Graduation Day was useful in that the university was having an Open Campus day, so the Greggories could stroll about without raising any questions.  The architecture was grand and inspiring.

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After driving for hours through suburb after suburb, eventually the Greggory-mobile passed by another noteable landmark - the Saxtonvale Smelter.  One of the largest smelters in Boston, this monstrous building was responsible for the conversion of up to 15% of Boston's iron into steels and alloys.

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Heading south the jouney took the family past the region-wide famous Da Wagatta Hotel, known for having the largest steak in town.  It was rumoured that only one man had ever been able to finish one of Da Wagatta's steaks in 1924, and that he was to this day still digesting it.

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On the way out of town, heading inland away from the river, Johno, Svetlana and Tsiana passed by the huge Natural Gas Power facility that powered most of South West Central Boston.  An impressive structure and reasonably modern technology.

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Leaving Boston South Central behind, the roads head back away from roads, lights, and signs, and into winding rural pitted and cracked bitumen roads.  A much more familiar drive for the Greggories, and a welcome change to the chaos and stress that the traffic can bring.

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Shortly into the rural trip a brief pie and drink stop-over in Eskvale.  Such a beautiful little town.  So many porches to porch on.

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And here it was.  Head north and you come back into Pulmott River and civilisation.  Head south and you get further and further away from everybody else.  Johno turned south.

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This isolated country road stretched seemingly endlessly, and it was easy to switch off and drive on "autopilot".  Look out!  A rabbit in the middle of the road!  Fortunately Johno was paying attention.  Were you?

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Jerrycan Town - a very small rural community and pretty much the last place that you can fill up on petrol before heading inland.  Hence the name.

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Now THIS is where it gets interesting.  Say goodbye to the bitumen because here's where it stops.  All-wheel-drive comes in mighty handy when you've got no road, no phone, and no way of even walking to get help.  Take it easy and DONT try to plow through a mud hole - go around it.

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After traveling for many hours the forest gets denser, and you absolutely do NOT have your hands outside the vehicle or a passing drop bear will bite it off as you drive past.  No kidding.

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Eventually, much to everyone's delight, the track itself becomes so difficult to see in the undergrowth that you lose it completely. Just keep heading west and avoid the big logs and axel-breaking holes and she'll be right mate.

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The Lake! On the other shore the Greggories could just barely make out the smoke of wood-fires in houses.  Exciting but they still had to bash their way through a couple of kilometers of bush to get around the Aquifer-fed lake to their new home town of Carver Hills.

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Carver Hills!  Civilisation!  Hot meals and showers!  Very exciting.

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It didn't take long to meet all the people.  After all there's fewer of them than relatives at a wedding.

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For now the Greggories would camp out in their caravan, but they had a contract on a block of land and would be building as soon as they'd settled in.  And forget about going home, there's no service stations out here and they were out of fuel.  All the vehicles in this town run on Tripple A Batteries, which is great news for the Battery Hut.  Better get that All-wheel drive hatch converted or it's gonna be a paperweight!

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Work tomorrow!  Colorado Lumber's boss is expecting Johno to turn up drunk so he can fit in with the other lumberjacks. New life, new responsibilities.

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Copper-Rock, a small node town built on the main road between Foggy Inlet and Boston North East Central.

Due to being inland away from most of the region's water pumps, and isolated from most other communities by distance, as well as being too low in population to justify it's own water tower, most Copper-Rock citizens have lived off rainwater and bore-water for the last 65 odd years.

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The small town has grown quite slowly, mostly due to having no particular attractions or reasons to move there besides property prices.  However as urban sprawl has reached out towards it from the more prosperous communities (in particular the west shores of Foggy Inlet) it has come closer and closer to the rest of civilisation.  With this sprawl has come water lines, bringing cheap, chlorinated, flouridated water to the masses.

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So it was that in August of 1982 Copper Rocks was finally connected with underground water pipes, and the citizens had the option of installing town water plumbing in their homes.  Three residents took up the offer.  The others were all dead of lead poisoning from drinking rain water that had collected pollution from the industrial parks a few kilometers east in Foggy Inlet.

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But the good news is that now there's a lot of vacant homes with access to town water!

Build it and they will come.

An extra 12,000 sims have moved in.

There's no pics.

This has been the worst City Journal update ever, proudly brought to you by CSGdesign.

Mmmk bye.


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Time to discuss the growing traffic concerns of East Central Boston.

Sims travelling to and from East Central Boston and South East Central Boston into Central Boston are causing wide-spread chaos.

The bus networks are working so well that the roads are becoming conjested with streams of buses, usually taking sims to other forms of mass transit such as ferries and train stations.

So we're calling on YOU, councillor (and all our councillors) to help us brainstorm a solution for this before it becomes a complete disaster.

Please, have a seat... there's water in front of you and against the far wall you'll find an assortment of cakes and biscuits...

Shall we begin?

Ok, we splashed out and bought a $4.50 map from Sonya's corner store on the way in, and the Wilderness Warriors were good enough to provide us with a photo of one of the major areas of concern from one of their choppers.

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Ernie, put the duster down, we'll let you know when you can clean up ok... just have a seat.  Good boy... want another coffee?  Bert, do you mind? Thankyou.

Okay as I saying, there is one major area of concern, being in South East Central Boston, particularly through Smokeyton and Nameless Suburb.

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That picture is taken looking west towards Boston, by the way.  Yes that's right, it's where we installed our Botanical Gardens a few years ago now.  Quite the make-out spot now I hear.  Right so those avenues, while effective, are very quickly falling behind the growth we've been experiencing in the east of boston in the last 5 or so years.

Most of the traffic is travelling through this area and to the pedestrian and vehicle ferries in Boston Harbour, and then traveling upriver into Boston, rather than taking the main road in north of Yuppyville and down over the Carlson Esanda Memorial Bridge.  The trip is clearly more efficient, despite the traffic conjestion.

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In addition to this we have nuisance drivers heading in to Boston Central from the eastern suburbs by traveling along the coast-line, rather than taking the main road up north and crossing Brackish Inlet and traveling west again north of Yuppyville.  These we can put a stop to by simply not allowing through traffic along the coast, and redirecting all traffic in and out of that area to be via the main road up near Muffy Outlook, on the southern shore of Brackish Inlet.  This might help to convince these stupid stuuuupid sims to just keep on rolling north.  Erhem.  Just an idea, but you guys are the councillors, let's hear what you have to say about it.

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Now the only other area of any real concern at this time is the Franklin Clot Road, running along the west edge of Franklin State Forest.

This road is servicing traffic travelling between Daegon and other south western suburbs up into Wiggley Way, Crazyville, Sifolis, and further north, and is a bit of a choke point due to the development inhibitions currently in place to encourage a green corridor between Franklin State Forest and the Charleton River bend between Brenton and Spiffs Crossing.  Now that development has occupied this entire coastline, perhaps this green corridor is a waste of real-estate now?  It is 30 year old policy to protect it, afterall, maybe it's time to knock the whole thing to the ground?

No other roads or transport is causing us any real headaches, and the vast majority of this traffic is bus traffic.  Charlie do you have those figures?  Yes here we go, 97% of this conjestion is buses... the rest is cars and to a lesser extent pedestrians and skateboarders.

So councillor...

What do you suggest?

Can someone get Ernie off the ceiling fan please?  This happens EVERY time.


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Welcome back councillors.

I know that I promised that our Civil and Urban Engineers would have drafts of traffic calming designs however we had a slight problem when they escaped.  We've got rangers out looking for them now, and with any luck we'll have them back at work shortly.  In the meantime we have got a design proposal for a new train station as a potential solution to our traffic congestion problem.

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While they were still strapped in our Engineers did suggest that the vast majority of our problems were occurring because our existing train station (almost 50 years old and with a very limited capacity of only 2,000 sims) was seriously congested with over 12,000 sims, forcing the remaining traffic to find alternative routes into Boston CBD.

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They have therefore created a draft proposal of an upgrade to the existing train-station, bringing it up to speed with current capacity by installing extra passenger terminals and baggage handling areas, increasing the parking zones, and renovating the interior to make it much more streamlined.  This will increase the capacity from 2,000 to a very tidy 40,000 sims per month (that's 340 per day!).

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Artist's Impression of Proposed Rail Station.

Models and prelimary surveys have suggested that this would redirect a lot of sims to our rail network since it's a very short (20 meter) walk from the station to the ferry terminal.  As a result almost all of the other congestion throughout the shire would be relieved because sims would choose rail since it's such a cheap and convenient solution.

This is an extremely inexpensive option to our traffic issues, and would pretty much solve them for another 25 years.

All in favour, say "Aye".


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Gilmore Llama grazing property goes under the hammer following Garry Gilmore's death at age 68.

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14 years after the founding of Boston, one of the very first island communities to be set up was the rural farming community on Spanner Island, just south of the Harbour entrance.

The key founder of this was old Gary Gilmore, an immigrant from Madagascar that had come to Boston with his herd of 6 breeding Llamas.

In October of 1982, Gary passed away, after a series of nightmares about his beautiful Llama property being turned into a sea of houses (according to his diary).  Sad.  Let's all take a moment.  Okay moment's over, back to the story.

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So his estate passed to his eldest daughter Sharron who lived interstate and had no desire to move to Boston, who promptly sold it to Haggerty Development Corporation.

HDC took no time at all clearing the land and laying the underground power, water and sewerage, and the asphalt cul-de-sacs for the new development.

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The lots were sold off the plan, and in most cases were bought as soon as they were released for sale.  Gilmore Park was erected on the shores looking back at the Boston City lights.

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As is usual with developments of this kind, the businesses and shops were the first to move in due to the high demand for good sites to set up business and with the gleam of expectation in their eyes for new customers and new business.

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The first released residential lots were sold out completely within the first month.  The vendor's covenant stated that lots needed to be developed within three months of owning the land, but most houses were built within two.

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The second release was a little slower to sell, but was still a massive rush, and the same covenant applied ensuring rapid development.

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The third and final release was a lot more pricey and so slowed the rush, but none-the-less buildings went up within another two months.

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Some months later when the suburb was fully developed, the rich folk moved in and added a bunch of class to the area.

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And so, just like in the visions that Gary Gilmore had which killed him, the Gilmore Acreage was sliced and diced until only the older residents even knew a farm ever existed.  RIP Gary.

_marsh_

Entries 11-20

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BRIEFING AT MEETING OF ENVIRONMENTAL GROUP "WILDERNESS WARRIORS".

Regarding the immediate development of the area leased to Grimey Earthscars Ltd, being open cut mined for Bauxite.

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Welcome everybody.

Please find in front of you the briefing being provided on the Grimey Earthscars quarry, down in Tunnings Plains just south of Kelly Bay.

Inside you'll find details of the council application, leasing agreement of Grimey, as well as some photos that were taken last week from Sky Warrior 2, which for those of you that dont know is one of our fleet of helicopters.

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Now as most of you will know this quarry has been approved and is perfectly legal and whats worse is paying the council as well as SimNation Government a LOT of money, so it's likely to go ahead no matter what we do.

The direction we need to consider is how to minimise it's impact on the local wildlife.

As you can see in the first photograph, Grimey has surrounded their entire site in a chainlink fence, complete with barbed wire rim, which effectively stops everything and everyone from getting in or out.

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As we know from Grimey's development plan, the dozers move in next month and clear that entire area within the chainlink fence, and burn the lot. There is nothing we can do to prevent this, and the trees in that area are completely unable to be saved - Grimey has blind-sided us by placing a detailed and very elaborate reforestation plan which has been approved for the last 3 months and is out of our reach.

What we can and should focus on is the animal life trapped within this fence. Presently this fauna is completely unaware of its danger, and has been totally surrounded, but once those trees are clear felled their shelter will disappear fast and they'll have nowhere to go. This is going to result in the unecessary death and injury of many animals, and could actually lead to injury to Grimey's workers too.

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Grimey Earthscar's development plan shows they'll be working from the site office which will be located just within the gate. That's the third picture in your folders, which shows the main gate at the north end of the site. We need to take urgent action to lobby the government to require Grimey to open up the southern end of the barrier at four key points which will allow the startled animal life to escape away from the machinery and into the neighbouring forest.

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This should be a relatively inexpensive exercise for us, but just for good measure I want you four to organise the local schools and college to chain themselves to the trees and chant holding banners that people won't really understand anyway.

Any questions?

Good. Thanks for coming people, and good luck with the stink-bombing of that Japanese whaling vessel tomorrow. My wife has kept all our used nappies from the last month, so that should be a nice addition to our ammunition.

 

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The time has come for Grimey Earthscars Ltd to set up shop and clear the way for their mining operations.

Two large trucks have rolled in and set up the site office, located just within the main gate, as per Grimey's development plan.

It is patrolled by dogs at night and manned during the day. Please wipe your feet.

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Enough trucks and vehicles have passed this way now to wear a visible muddy track that meanders through the forest from Kelly Bay.

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The gravelly sealed road that leads from Kelly Bay terminates in a cul-de-sac, and another huge gate stops unwanted tresspassers and casual on-lookers. It is also remarkably good at reducing the number of people trying to get in and chain themselves to trees. Willful damage of property is a good deterrent.

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The bulldozers and heavy machinery rumble ever closer.

The earth trembles, birds scatter screaming and fluttering their distress.

Somewhere in one of Grimey's water-front offices a corporate fat-cat with a cigar grins on his leather chair, drooling over profit forecasts.

 

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The machinery has arrived.

Grimey Earthscar Ltd's clearing operations have begun.

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The forests within the fenced off quarry region are being cleared at a rate of two football fields per day, with the lumber being piled into huge stacks and left to dry out and become more combustable.

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When the piles are dry enough to be flamable, they're burnt, leaving nothing but ash which will be scraped and relocated along with the top rubble, to expose the valuable ore only meters below the surface.

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This is where Grimey Earthscar Ltd lives up to its name.

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Credit to Pegasus for the mayor-mode ploppable construction equipment shown in this entry.

The download for these can be found here.

 

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The machinery at Tunnings Quarry have begun mining operations!

The layer of un-useable dirt and debris on the surface (known as the Top Rubble) has been scraped off into piles, exposing the valuable Bauxite Ore underneath.

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Then the huge Earth Moving equipment rolls in and digs huge pits into the ore, with a bee-line of rumbling dirt-covered trucks rolling back and forth carting the ore away to the nearby Electrolysis plant.

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Of course the trucks are temporary, until the rail-line is put in.

Council is still dithering about regarding who is footing the bill for this, because they know it will cost Grimey a great deal of money to be forced to use large trucks on a dirt road. Grimey's legal team are stirred wasps.

Meanwhile the mine is becoming quite the eye-sore.

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The remote northern community of Cradle Bay is nestled around a beautiful white-sanded sparkling salt-water inlet, and is one of Boston's most rapidly developing areas, despite it's distance from civilisation.

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But as buildings go up and people move in, the fire hazard grows and grows.

In addition, Cradle Bay is completely surrounded by Bettledown Forest, and so wild fire poses are very real risk, especially during the drier summer months.

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With the only access to the closest Fire Station (located in Gravatt, on the northern shores of Boston Central) being Old Cradle Bay Road - some 5 kilometers of winding woodland road - it is no wonder that Cradle Bay residents were nervous whenever someone sparked up a cigarette. In fact there have been recorded cases of Cradle Bay residents taking hoses to their neighbour's barbeques.

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So the city council plopped a small fire station in, which happened to land of the Wicked Witch of the West as an added mayor ratings bonus. Hot.

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The downside of course is that smoking has proliferated in the area now people feel safer to light up.

So now council is forced to consider health facilities for the area.

Damn the Butterfly Effect!

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Hampton Thoroughbred Stud was founded in 1926 in the eastern suburbs of a fresh young Boston by Garibald Hampton, an Italian immigrant. Originally intended as a property to conduct experiments on creating the first electric horse, Garibald quickly discovered it was a lot more sensible to simply breed and sell horses. And so the Hampton Thoroughbred Stud was founded, and has done relatively well up until the last 10 years or so.

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In 1921, the area that the Hampton Thoroughbred Stud was located on was nothing more than wild land, sliced here and there by the odd road and powerline.

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In 1926 Hampton Thoroughbred Stud was founded, and was one of the leading studs in the entire region for almost a full three weeks, until Girder and Girder set up their automated horse factory, which could produce horses at almost five times the rate Garibald could bred them on his stud.

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None-the-less the Hampton Thoroughbred Stud continued to prosper somewhat, and saw the conversion of the old coal power plant into a modern Natural Gas power plant, the proliferation of industry in the area, as well as the buy-out and development of old Jerry Hatcher's apple orchard by Grimey Industries Pty Ltd, just to the stud's north.

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Little by little development enveloped the Hampton Thoroughbred Stud, until last year when it was so completely enveloped by modern industry and noisy train lines, that the Stud was seriously under threat. Combined with the area's almost total conversion to automobiles, and the recent shocking birth of a foal with a head at the back, a tail at the front, and all four legs facing backwards, Hampton's last shred of income potential was stripped and the Stud was utterly bankrupt.

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Fortunately an enterprising counciller was at the time searching for a convincing means of slowing dirty industries growth and encouraging a much cleaner direction for the city's booming population.

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Counciller Koffystane realised that while the stud's land was utterly useless to agriculture, and close to useless to every other zoning type except perhaps industry (which would have only increased the growing problems of traffic and pollution plaguing the area), it was a truly excellent location for a green project designed to boost the area's culture and wealth.

Koffystane proposed Boston's first Botonical Gardens, inspired by recent visits to some large SimNation cities that had some very fine examples of how botonical gardens could promote a region.

The City Council was enthrawled by the idea, and begun preparing the site and importing huge fully grown live trees from other parts of SimNation (and locally) at massive expense.

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After almost a full year of construction, the new Hampton Botanical Gardens were complete!

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Since the installation of Ol' Djohaal's Pontoon, Portsmouth Island has grown rapidly, spreading almost across the entire island in only a few short years.

Such rapid growth in a community is great, but with any growth comes requirements. In this case, elementary education.

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The nearby mainland elementary school on Felix Point had served for the lucky few that could afford two daily ferry trips and the long walks to and from the pontoons, but it meant that only 8% of the kids on Portsmouth Island were getting any kind of eduction at all.

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In addition, the daily traffic on the ferry was ensuring the ferry was nearly sinking from the weight of all the chewing gum stuck under the seats. Seriously, it was at a point where people were having to roll large balls of it down the isle and over the side of the ferry just so they could claim a seat.

However with such a small population it was a problem for the council to fork out the huge maintenance costs of a full-scale school, so the council had the brilliant idea of relocating an abandoned house from the mainland and turning it into a small one-teacher school house.

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The bus range was smaller, the education the school impressed on the local community was less, and the size was physically smaller than a standard elementary school, however the costs were enormously less, both to build and maintain. And that's enough to make any councillor smile.

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Foggy Inlet, a well established township that surrounded the crystal gently lapping salt waters of a natural bay, with a nearby freshwater lake (one of only a few in the region). As this township developped, the locals were quite happy to drive around the shores of the inlet, however as the sprawl moved up and down the coast, the trip around the inlet got longer and longer.

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Combined with the traffic commuting from south and north of Foggy Inlet (for example between Crystal Bay and Felix Point), and Foggy Bay was beginning to get positively in the way.

A crossing was proposed where the north and south shores of Foggy Inlet were closest, to drastically reduce the trip from one side to the other. Since there was no major traffic, it only needed to be a small crossing.

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Three crossings were proposed, and weighed on their merits.

In the end, Charlie's Crossing (named after the engineer that proposed the design) was selected as the best option, both because of cost and the minimal disruption to the local population. It only involved the purchase of Quiggley Manor, seven small residences, and a downtrodden half-abandoned old shopping centre that had been struggling to lease to video rentals and mower shops for years.

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The trip up and down the north coast of Boston had now been greatly reduced, and Foggy Inlet and all of the northern reaches of the coast had grown enormously in attractiveness to sims. Hoorah, now let's have a beer.

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Sound Way, south of Boston Central. A waking rural landscape that has been selected by the newly formed Department Of Forestry to undertake a trial plantation of Renewable Lumber.

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As SimCity spread rapidly (Boston being only one of millions), farms and roads cleared the surrounding forest both for space and for lumber required to build the blossoming number of developments underway. Soon the local environment was under a very real threat, and SimNation Government formed what came to be known as the Department Of Forestry. The Dept of Forestry's purpose was to manage the green resources throughout SimNation, which included not only protecting and managing developmental impacts, but also providing renewable building resources to industry for the greater good of SimNational cities' development.

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A farm in Sound Way was selected as a viable location for the trial, and Cedar was selected as the lumber to initially trial.

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After only a couple of short years the saplings had grown to a healthy 3 meters (some even better where they'd tapped into water pipes) and were looking very healthy and productive.

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After another three years the cedars were young mature harvest-ready plants, and Forestry's trial was now ready for the final report before lumber harvest began.

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One of the first observations was that some of the trees often did not grow very well when too near developments such as roads and structures. This was put down to likely compression of roots and redirection of runoff water (into gutters and drains instead of an even spread and seepage into the ground where the trees' roots were).

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Another observation that was never made public was that the trees posed a very serious fire threat to neighbourhoods that were immediately adjacent to the plantation. In addition roots tended to upset foundations and asphalt, requiring expensive repairs. Forestry did not release these results for fear of litigation, and the reports were shredded shortly after the trial plantation was harvested.

However the end deduction was clear: renewable pine plantations were cost-effective, improved the local environment, drastically helped prevent the clear felling of native forests, and in general were an extremely viable means of producing lumber.

With a few key adjustments like locating the plantations away from development and increasing the size and variety of species, the Department of Forestry was confident that a new industry was being born.

Plantation sites for cedars were selected all across the region, as well as trials for a variety of other tree species.

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Miller Road, one of the very first roads to have been laid in Boston, heading north along the then newly developping coastline upriver.

Conjestion has forced council to upgrade the entire stretch of Miller Road, from Boston Harbour Bridge to just north of Industry Way Rail Bridge.

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Step 1) - Identify the area that needs to be upgraded. Notice all the annoying buildings in the way. Since sims develop their structures at their own expense and will always move back in, don't worry about existing buildings, let's just blanket re-develop the entire zone to better suit future requirements.

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Step 2) - Bulldoze the entire region to the ground, giving you a clear view of the area and allowing you to create a new and better infrastructure in whatever way you think works best.

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Step 3) - Create a new, larger road up the guts of your new area. Make it nice and straight and pretty, because it will afterall be the hub of your new mega-plex.

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Step 4) - Connect roads to your new avenue at regular tidy intervals. Keep it nice and neat and your new area will look suitably planned and pretty.

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.... Okay if you believed that's how I'm going to upgrade a conjested road in this city, then your IP has been logged and you are hereby forbidden from ever reading this City Journal again.

That is exactly what you are NOT to do if you want to develop a city in the "natural growth" method.

You NEVER, EVER, EVER do things easy and tidy and let the sims come and enjoy your work later.

You work AROUND the sims and WITH the city, and to hell with how difficult that is, that's what it's allllll about.

So.

Let's start this again shall we?

Right.

Now.

This is the area we've identified as being heavilly conjested and requiring re-development.

It needs to be done as cost-effectively as possible, and at every stage we need to limit the amount of public upheaval and inconvenience. If possible we need to ensure that at all times during construction works traffic can still flow, even if its in a limited way.

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Area's 1 and 4 (and 5, which is not shown in the above map, but is a little further to the north in Poshland) are the areas that are least conjested. But if we're gonna upgrade the whole area, we might as well do it all now to prevent us having to upset sims later anyways. If we upgrade just areas 2 and 3 now then the resulting traffic flow will only ensure areas 1,4, and 5 become rapidly more conjested, so we'll treat the entire thing as one big project.

Area 2 is the most conjested through-flow road (Miller Road).

Area 3 is heavilly conjested with bus and car traffic taking sims to and from the rail terminal and the ferry (immediately next to the rail station, between Cove Park and Outlook Park).

So let's begin.

Step 1) - Rail crossings (especially with realistic slope mods) are the most difficult to work with because rails have such a slight incline allowance. So where-ever possible I work with the crossing FIRST and make everything else fit to that road-works.

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Step 2) - Use the bulldozer tool and hover over the various buildings and structures in the area you want to upgrade, to get a feel for what costs what. Always choose to upgrade and build infrastructure in the least-expensive way possible, so that means spending as little as possible bulldozing as well as building. Notice how public structures and commercial buildings are always more expensive, and how higher-density buildings are more expensive than lower-density buildings. This gives you a good idea of where to place your new roads.

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Step 3) - Having identified what buildings you'd like to issue a "Compulsory Acquistion" notice to, let's begin at the rail crossing, and work through the road upgrade from there.

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Step 4) - Surgically bulldoze individual structures that are in your way, and especially road intersections and street to road tiles, as these can make dragging a new avenue difficult. It's much easier to drag an avenue and then connect roads and streets to it, but remember you're trying to be cost effective AND disrupt traffic as little as possible, so dont bulldoze unless you are having difficulty dragging your avenue.

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Step 5) - Drag your avenue rail crossing.

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Step 6) - Repeat the process for the next stage of the development. Take the time to delight in the number of phonecalls and meetings that are being disrupted by the jack-hammers and earth-moving machinery's noise.

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Step 7) - Continue the development carefully, one stretch at a time, always choosing the least expensive direction, but without letting your bean counting make your avenue start heading off into low-density suburbs... remember what point A and point B that you're trying to connect is and ensure you're always choosing an efficient route between them as well. It's a balancing act. Nobody said it was gunna be easy.

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Step 8) - As you create new roads, try not to interrupt existing roads' traffic flow. All this development can and should be going on while the simulator is running. Roads never just pop into existance overnight. They shouldn't in your city either. If you're a real nutbag like me, build them slowly over months of game time, for that added realism. Traffic will NOT thank you for it and sims will almost certainly move out, but sacrifice for the greater good, eh.

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Step 9) - To minimise the amount of cleanup and risk of "isolated streets" and other misfortunes from your development, re-zone and reconnect roads as you go. This is a great opportunity to make zones near the new (and what will become very heavilly trafficked in the future) road into commercial (loves traffic) instead of residential (hates traffic).

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Step 10) - Try to go around commercial buildings if you can, because a single commercial structure can cost as much to bulldoze as building 100 or 200 meters of avenue through low-density residential. That beige scraper above this stretch costs $700 to bulldoze, and those smaller ones to it's right cost about $500 each... the decision to go around them is easy.

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Step 11) - Dont forget to connect your roads and streets as you go! It'll be a shame if you come back in a few game months and find enter suburbs that were "cut off" from the new development being abandoned because you forgot about one lousy street connection.

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Step 12) - When larger buildings are demolished, they leave their "driveway points" in the direction the entire structure had faced, which can often be different to the smaller constituent zones you had originally laid which it had amalgamated to build onto. Make sure these are re-zoned to face their neighbouring streets or of course they wont develop.

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Step 13) - If you thought rail crossings were hard, try rail crossings close to rail bridges. Make sure you dont build right up to this sort of crossing and then find out too late your road needs to cross two or three tiles to the left.

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Step 14) - Build your crossing first, and then connect to that - it's SO much easier that way.

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Step 15) - Admire your handiwork. The fewer buildings you've knocked down, the better the job you've done. Of course unless you have reserves near your road then some buildings WILL be knocked down, but try to minimise it. Now let the simulator run while you work on other areas and when you come back this area should be developped as well or better than when you started, and should have zero road conjestion problems for many, many game years to come.

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Okay now all you people who thought I'd actually bulldoze half a city to lay a road, your IP is not actually logged and you can keep reading if you want to, but srsly if by this entry you haven't realised that I don't take the easy-way-out like that, then maybe this journal isn't really yer cuppatea. Try Quake. Or CounterStrike.

_marsh_

Entries 2-10

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Extract of the proposal presented to the Honourable Lord Mayor Geoff Lincoln of the Middleflats City Council, Boston City, dated 11/07/1967:

[beginning of document not included]

...Childers Rail and Hotdog Additives is pleased to present the current Daegon Rail Link proposal, which will connect the existing Curry River line [running from Boston City Central Harbour from WestGate Station (3) to Curry River Connect via Compton Station (7)] with the proposed Daegon Eastbank Station (12) via four proposed stations on the Daegon Rail Link.

The four stations are as follows:

#8 - Franklin Industrial Park Exchange

#9 - New Pimpshire Industrial Park Exchange

#10 - RiverForestLakeBreezeHill Estate Station

#11 - Daegon Central Industrial Complex Exchange

#12 - Daegon Eastbank Station

The full product disclosure is written in rediculously small type on the last 843 pages of this proposal, please ensure you read it carefully - we have included a cracked loupe to assist you in this task. We kindly request that the loupe is returned in good working order within the next twenty minutes.

The total cost of this project is estimated to be exactly $25.30 less than our competitors quote which you were good enough to provide us with in exchange for a free ride on the Pimpkenbar Express, however please be advised that when you are sufficiently committed to the project and we are nearing completion of the first stage that costs will increase approximately 500% or we will be forced to declare bankruptcy and leave you with the mess.

We trust that this proposal meets your satisfaction, and look forward to your incredibly over-inflated upfront 100% deposit being made into our bank accounts, the details of which are provided below in large red letters, and which we have also SMS'd, emailed, and sky-written above your office, all of which are being billed to you of course.

[rest of document not included]

This proposal is currently under scrutiny and will be ammended or approved in the immediate future.

The aerial photography plans are provided below for public viewing and comment.

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The sprawling west shores of Greenlip Lake, spanning the two shires of Clarke's Valley (to the south) and Manchester Lake (to the north) is quickly becoming an attractive place to settle, moving from a sleeping grazier's township to a small industrial orbit to the west of Boston Central. It is the west-most point where sims can settle near water, and one of the few natural bodies of freshwater anywhere in the entire region.

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The citizens of Clarke's Valley side of this community (the only side with any industrial strength at this time, and by far the most organised council) approached the local waterworks utility, which until that time focussed mainly on snow-cone production for the local exhibition once a year (not very profitable).

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Tiddalik's Waterworks was pleased to provide a contract to erect a large water tower on the west banks of Greenlip Lake, and fund the building of the piplelines that would distribute town water to the local community, including the newly released industrial zone which was expected to be the hub of growth for the next ten years.

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Now you can have a cup of water come out of your own taps in Clarke's Valley (which includes the suburbs of Crikville and Jelly Cup Bay). Yes that's right, Clarke's Valley only. At Donaster Street, on the northern edge of Clarke's Valley City Limits, the drink stops. Houses to the north of that in Larson (in Manchester Lake Shire Council) are welcome to drink from water tanks, the gutter, or their toilet... (which is filled from water tanks or the gutter using plastic cups).

Manchester Lake Shire Council and Clarke's Valley Shire Council have been unable to reach an agreement about the cost of building a network of pipes into the north shores of Greenlip Lake, let alone how much to charge for the water, and so northern shore residents must go without.

Clarke's Valley Council was quoted in the local paper as saying "Guess the West Side's the Best Side", which didn't help reach a diplomatic solution at all.

Stock up on plastic cups guys, this turf war isn't going to end any time soon.

Meanwhile the rest of the region barrels onwards.

 

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Portsmouth Island.

One of the very eastern most islands in Boston Bay that currently has residents, and one which all shipping passes to and from the Port of Boston.

Until recently it has been little more than wilderness, but with the state government lotting it off and selling it to investers, people are moving in fast to snap up such a unique piece of real estate.

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The only problem is that there is absolutely no access whatsoever to the mainland except with resident sim's own water craft.

So while this land is a wonderful opportunity to build a home away from home, it is not a very succesful community as far as permanent living goes. It has little chance to develop without access to the mainland, and will remain nothing more than a struggling infant community.

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What Portsmouth Island really needs is ferry access, but the city simply isn't going to invest in such an expensive piece of infrastructure for such a tiny community, and such a tiny community isn't going to grow without SOME kind of ferry access.

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Submissions are being drafted to Portsmouth District Council for small piers, pontoons, jetties and other means of access to the ferries, but with as low build and maintenance cost as possible.

Because while the cries of the sims on Portsmouth Island become more insistent, the sims scattered across the other 32 islands are joining the chorus. Something MUST be done, and must be done NOW.

A few submissions have filtered to the top of the list and are being considered for development.

 

 

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Skate Park comes under fire, located on the west banks of the Kholi Creek inlet, Boston North Central.

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The centre of the debate is how to prevent the local skate-park from being a gathering-point for bored teens looking for trouble.

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At one end of the debate are parents and citizens stating that the skatepark doesn't generate crime, it is simply a rally point for those already inclined to vandalism and the like, and is a very important recreational facility for their community... after all not every teen is a bad apple.

At the other end of the debate are local residents that are tired of having their environment graffiti'd, their homes stoned, and their cars broken into.

Council was at its wits end - afterall surely there are far more important issues to deal with than one skatepark and five or six disgruntled residents.

Council has pro-actively tackled this issue, and rather than take down the skate-park they decided to install a police kiosk to patrol the area.

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This not only keeps the local residents happy, but keeps the parents and citizens happy too, knowing that their teens are hanging out in a much safer environment.

 

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Guardburger And Sons Ltd's design for a basic aluminium ferry pontoon was selected as the best submission for pontoon designs, and went into manufacturing in late November, 1968.

The first such pontoon was Ol' Djohaal's Pontoon, built to service the pressing complaints of the Portsmouth Island community.

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The results of this pontoon were almost instantaneous.

Suddenly people had a quick, cheap, reliable means to travel to and from the island using Boston's ferry service.

People not only got jobs on the mainland, but mainlanders quickly took up the opportunity to buy land in the now booming community of Portsmouth Island.

Land prices skyrocketted, and development went ahead full steam.

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Felix Point's own Pontoon, slightly north west of Portsmouth, quickly became the launching point to get to and from Portsmouth Island, and as a result the community in that area also saw a significant increase in development.

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So great was the development and so inexpensive was the infrastructure that District Councils all over Boston contracted Guardburger and Sons Ltd to install pontoons in their own communities, and by April 1969 Guardburger had no less than 8 pontoons built around the region, with another 16 being drafted. All in remote regions where roads were either too expensive or not possible at all.

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The benefits to Boston at large have been enormous, and has made the development of the region's numerous small islands not only possible but extremely attractive to developers.

If only Aluminium didn't need to be imported it would make the production of these pontoons much faster...

For helping with the production of this pontoon I would like to thank Djohaal for BAT help (especially with LOD suggestions) and Mr Kahki Shorts for his help with invisible texturing.

 

 

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Time to take the trash out of the picture.

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Boston's central west (once nice farms that were quite content to bury their tyres and solvent paints in holes on their own land so it could seep into ground water) was now a sprawling suburbia where sims had the disgusting habit of putting trash in cans out the front of their houses on the street.

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So naturally the city had to cart it away and put it in land-fill, and as the population grew, so did the rate of trash.

Three large landfills later in only 17 years time, and the District Council had gotten fed up.

People were throwing out perfectly good teddie bears, televisions, even bottles of medication that wasn't even past its use-by date! Rediculous waste. Plenty of other sims could use this stuff, so it was time to do something about it.

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The District Council slapped a Recycling Plant into the Fenton Downs Waste Disposal site, and now sims can buy back their own trash at rediculously high prices and feel all warm and fuzzy that they didn't fill a great big hole with stuff that would have broken down in time. About 5000 - 8000 years time. Oh big deal, it's biodegrading isn't it?! Just SLOWLY.

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Now the amount of waste that goes into landfill is greatly reduced, AND people can indulge in that bizarre trait of paying good money for things that are totally 100% useless. Seriously who wants a rock with eyes glued onto it? Or a mirror that's got so many stickers around the edges that you can barely see yourself in it? Come ON people.

 

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Boston is expanding.

Rapidly.

Industry is booming, sims are flocking to the region in droves, and the city is fast becoming a thriving industrial sector.

But importing goods is expensive, especially if you can source them locally.

The SimNation State Government put out the call - prospectors would be given percentages of any significant mineral deposit that could be extracted profitably.

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The response was enormous. Sims from all over simnation scoared the countryside and the city suburbs alike. Geologists were in record demand as entire businesses were founded in an attempt to cash in on the SimNation State Government's offer.

As a result many natural deposits were found and logged. Some were small, some required further investigation with proper surveying techniques to determine their lode, and some were complete hoaxes. But some. Well some were enormous and very exciting.

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A host of minerals were found in the local area, and the rights to the land they were on was immediately snapped up by Boston City Council. One or two farmers disputed the claim, but the strata title clearly states that a property owner only owns the title to 2 meters below the surface of their land. Everything below that belongs to the State. Shotgun sales had a brief spike but fortunately there were no incidents.

Boston City Council is now auctioning off the mining rights to some of these deposits.

In particular the Bauxite and Iron Ore deposits to the south and the Silica deposits to the east... of which industry can make immediate use of without having to invest in too much new technology.

Plans for a quarry are being submitted to council, and it looks as though the healthy cheque being given to the government is guaranteeing the green-light.

 

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Yesterday I received a postcard which had been posted some four months ago from Tom (gotta love the postal service).

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It reads:

Dear Hector,

I wanted to show you the hospital I went to as a result of my riding accident.

The postcard is still out of date - Mett Point Hospital had only been built for about six months or so. Everything is so white! I felt like Buck Rogers! Except sore.

I marked the area the hospital now sits in with a red marker - sorry it smudged.

I included a photograph of the wing I stayed in - one of the nurses was kind enough to oblige. I think she should probably stick to being a nurse.

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On inspecting the postcard in more detail I could indeed see that the area the hospital now occupied used to be some smaller buildings - probably some shops or townhouses or something, as well as the old David Jones outlet that had that fire not so long ago.

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Its quite a different skyline now I guess. Feels good to know there's real quality healthcare available if something goes wrong. There's no way those little urban GP's could have stitched Tom's legs back on and done that tripple brain bypass after his accident.

 

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The Daegon Rail Link was completed in late March, 1973, linking Boston Central to the western suburbs, and terminating at the Daegon Central Industrial Complex.

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The only station that was not laid from the initial proposal was the Daegon Eastbank Station.

With such a cheap and reliable method of mass transit to and from the heart of Boston, business flowed rapidly into Daegon, with sims and development following close behind.

In just one year, Deagon changed drastically from a small sleepy town into a busy developped suburban sprawl, with the growth in industry requiring not one but two new Natural Gas Power Plants operating at maximum capacity.

JUST AFTER DAEGON RAIL LINK COMPLETED, March 1973

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JUST OVER ONE YEAR LATER, July 1974

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The growth in this region has been rapid, but it has also been dirty and poorly planned, which is causing the local council (which is still very small and disorganised) some real headaches.

Something's gotta give.

Printed from: http://www.csgdesign.com.au/blog/journals-2/journals/proposed-daegon-rail-link/ .

© all content and images CSGdesign unless previously copyright to another party. 2010.

_marsh_

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You are NOT the mayor any more...

Custom Content built for this CJ includes:

CSGdesign's Basic Concrete Seawall

CSGdesign's Basic Ferry Pontoon

CSGdesign's Small School House

CSGdesign's Cleared Earth Set v1

CSGdesign's Exposed Bauxite Set v1

CSGdesign's Chainlink Fence Set v1

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Time Lapse animation of city from start till currently can be viewed here.

IMPORTANT NOTE: This is NOT a remodelling of the actual city Boston.

This is a completely fictional city based on terrain of Boston only.  I just named it Boston cuz it was sitting on that region and at the time of starting this city I had no intention to CJ it, so I didn't put any imagination into the name.  Get over it.  :P

This CJ is about free development, not controlled and planned development (like copying an existing city, for example).

This Journal depicts the natural development of a city, as dictated to you by your Sims and natural Sim development in a free-market.

Be warned - this is a very time-consuming method of development but the end results are natural and rewarding if realism is what you want in your region.  If a quick path to grand sky-scrapers and grids is what you want, then this is probably not the best region development strategy available to you.

This method of city development has only a few key rules to follow:

1) Don't plan ahead any more than generally, and in a role-playing state of mind.

For example, you can plan that nice cleared area over on that shore might make a good new settlement, or that the hill off to the north might be a lovely place to build a quarry because it's rich in Bauxite, or this dense patch of woodlands here won't be cleared because the SimNation Government has declared it is a natural resource, so Sims must build around it, and so on.  But don't plan to the level of "that peninsular will be my new industrial zone, from there to there" or "I'll put my airport over there, and some harbours in here, and a big seawall all the way along this shore, with low-density covering that quarter of the map".  That's too over-view.  You have to think down several levels - right down to a small-scale two-or-three-block development.  Smaller even.  Think as small-picture as you can with every step you take, and FORGET about what else is around that area.

2) Do EVERY move as though you were a developper, not a mayor.

Mayors might want everything all pretty and nice and organised and grand, but at the end of the day it is the developpers and contractors that do the work, and they don't do a damn thing unless it's cost-effective.  Even though your coffers are paying for everything, things must be as cheaply done as possible so that the developpers can make the biggest coin out of it.

3) Everything starts off small.  And grows as demand requires.

This means that a path from the CBD to the other CBD two regions away starts as a tiny winding street (or even a dirt track) and then as demand requires, it gets upgraded at intersections, then entire stretches until it's a road.  Then as demand out-grows that, it becomes an avenue, and eventually is either upgraded or completely bypassed by a massive network of highways and rails.  River crossings start off as pedestrian ferries, then if the river isn't too wide a street bridge, then a road bridge next to that or a bit upriver.  Everything is done only as demand requires it, and with absolutely no "but in the future I'll want a huge highway crossing here" in mind.  How often in your local town do you see a huge dual-carriage bridge go over a creek because in 50 years the roads will require it??  Never I'll bet - things are always upgraded as required, or LOOOONG overdue.

4) Keep a realistic balance of Sims in your region.

Don't try to keep all your sims super-educated and super-healthy.  Let large swathes of suburbs sit in squalor and even have rolling black-outs from time to time until you get around to upgrading that pesky Deisel Generator to something a bit larger.  If you have a lot of low-wealth sims then your city will grow rapidly and randomly and dirty, just like the real deal.  Then developpers can come in and tidy up that nice little coastal out-cropping and sit some parks in it, offset by the cost of selling off the housing areas to medium-density residentials.

5) Work only small amounts at a time in any one map or area.

Then save and move on to another area, and keep doing that, working your region bit by bit, then coming back and re-working it.  This not only keeps things interesting because you've got such a massive area to play with, but allows the entire area to grow and develop together, maintaining a realistic development to the region.

If you follow those ideas when you're developing a region, then it should look very natural and random and realistic pretty fast, and keep it no matter how you develop later on (unless you abandon the technique and bulldoze whole areas and rezone and start again, of course).

Below is a few visual indicators of my own city - Boston.

The region is Boston v2 from STEX - a very nice and very large natural map.  You will need to populate each region with trees before you can build your city but that's easy with God Mode.

Below is a good cross-section of how I build using the "Natural Growth" technique.

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My city region is still only small-town, but it has grown so much in 80 years.

The most time-consuming aspect of this type of city development is ensuring that the growth has a knock-on effect.  Which is when one out-lying region becomes a bit more developped, the next most out-lying region that was previously untouched wilderness needs to have a road wind it's way through it and some grazing properties and coastal communities develop.

Mods used - please visit THIS ENTRY [please report broken link] for a complete list, including links to each of them.

My city region now covers 76 Largest Possible Maps, which is 76% the available area to me, and is still quite sparsely populated, relatively speaking.

Total population of R1,052,568 / C409,577 / I280,309.

It has been produced largely without any mods except those listed above, and without any cheats at all.

Jointly (not counting unstarted city regions) I have excess funds of $85,154,030, the largest single city excess funds is the north-eastern most city "Altroy Cove", with $23,287,035 excess funds.  That's because it's primarilly a coastal community with very little in the way of infrastructure, schools, etc, so it's income far exceeds its expenses.

All cities have excess and I can't spend it fast enough without getting unrealistic.  I have found that by decreasing taxes it doesn't have a very noticeable effect on RCI (it's always high) but it reduces income significantly, so in this way I'm balancing out my funds so that the profits are increasing only moderately, rather than stupendously.

Growth of my city region is captured regularly and is being compiled into growing layers of screenshots, which I have used to date to create a time-lapse animation (see above in this entry), and which will be used in other animations and movies as time goes on.

Current Region Views:

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CLICK THE BELOW LINKS TO VIEW ENTIRE REGION AT FULL SIZE:

Game-year 1980

(Satellite View) 1980 - 4724 x 2409 pixels - 1.11mb

(Transportation Map) 1980 - 4724 x 2409 pixels - 653kb

Game-year 1981

(Satellite View) 1981 - 4724 x 2409 pixels - 958kb

(Transportation Map) 1981 - 4724 x 2409 pixels - 543kb

Game-year 1982

(Satellite View) 1982 - 4724 x 2409 pixels - 1.23mb

(Transportation Map) 1982 - 4724 x 2409 pixels - 813kb

Game-year 1983

(Satellite View) 1983 - 4724 x 2409 pixels - 1.23mb

(Transportation Map) 1983 - 4724 x 2409 pixels - 820kb

Game-year 1984

(Satellite View) 1984 - 4724 x 2409 pixels - 1.23mb

(Transportation Map) 1984 - 4724 x 2409 pixels - 824kb

Game-year 1985

(Satellite View) 1985 - 4724 x 2409 pixels - 1.25mb

(Transportation Map) 1985 - 4724 x 2409 pixels - 929kb

Game-year 1986

(Satellite View) 1986 - 4724 x 2409 pixels - 1.25mb

(Transportation Map) 1986 - 4724 x 2409 pixels - 937kb

Game-year 1988

(Satellite View) 1988 - 4724 x 2409 pixels - 1.27mb

(Transportation Map) 1988 - 4724 x 2409 pixels - 959kb

Game-year 1989

(Satellite View) 1989 - 4724 x 2409 pixels - 1.27mb

(Transportation Map) 1989 - 4724 x 2409 pixels - 970kb

Game-year 1990

(Satellite View) 1990 - 4724 x 2409 pixels - 1.25mb

(Transportation Map) 1990 - 4724 x 2409 pixels - 971kb

Any questions or comments are welcome.

Everyone builds differently - this is what I find enjoyable.  Simulating the growth of a city as realistically as possible.  I'm in no rush to meet the clouds with sky-scrapers.  They'll come with time as demand allows.

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