View allAll Photos Tagged CivilEngineering
Postcard of the Wearmouth Bridge, Sunderland, c1930 (TWAM ref. DF.ATK/16/16/2). The postcard is unused.
This set celebrates the many postcards in our collections. The people, places and events they show can give us an insight into the past, documenting the landscape, the fashions, the way we lived. Some postcards are unused but others tell us something about the people who bought them, through the messages they wrote. They can give us a fascinating glimpse into people’s lives.
(Copyright) We're happy for you to share this digital image within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk.
Camera: Minolta XD7
Lens: Minolta MD f1.4/50mm
Film: Agfa Vista Plus 200 ASA
Scanner: Epson Perfection V330
Edit: Snapseed
Poids en ordre de marche : 61 000 - 82 500 kg
Hauteur de travail : 34 m
Démolition du centre d’intervention de Nancy-Joffre.
Pays : France 🇫🇷
Région : Grand Est (Lorraine)
Département : Meurthe-et-Moselle (54)
Ville : Nancy (54000)
Quartier : Nancy Centre
Adresse : 22, boulevard Joffre
Fonction : Autre
Construction : 1991
Démolition : 2025
Permis de démolir n° PD 54 395 24 00018
▻ Délivré le 26/08/2024
Niveaux : R+5
Hauteur : 32,00 m
Surface de plancher : 6 889 m²
Superficie du terrain : 2 289 m²
Construction of the new Hwy 44 Bridge looking toward the west from the Volusia County side of the St. Johns River. Shot in the morning fog.
Construction staff of the Tyne bridge, employed by Dorman Long & Co. Ltd, 2 March 1928 (TWAM ref. 3730/15/14). The men are identified below.
standing left to right: J. Morgan (Foreman Mason), W. Kingston (Cashier), K. Addison (General Foreman), F. Conaron (Chief Timekeeper), F. Atkinson (Chief Storekeeper).
seated left to right: O.T.R. Leishman (Engineer 2), J. Geddie (Chief Assistant), J. Ruck (Agent), G.I.B. Gowring (Engineer 1), E.W.C. Symes (Engineer 3), W. Pattison (Foremen Carpenter).
seated on ground: F.D.S. Sandeman (Junior).
The Tyne Bridge is one of the North East’s most iconic landmarks. These photographs were taken by James Bacon & Sons of Newcastle and document its construction from March 1927 to October 1928. They belonged to James Geddie, who was Chief Assistant Engineer on the construction of the Bridge with Dorman, Long & Co. Ltd. of Middlesbrough.
(Copyright) We're happy for you to share this digital image within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk.
Poids en ordre de marche : 36 950 - 37 330 kg
Démolition du centre d’intervention de Nancy-Joffre.
Pays : France 🇫🇷
Région : Grand Est (Lorraine)
Département : Meurthe-et-Moselle (54)
Ville : Nancy (54000)
Quartier : Nancy Centre
Adresse : 22, boulevard Joffre
Fonction : Autre
Construction : 1991
Démolition : 2025
Permis de démolir n° PD 54 395 24 00018
▻ Délivré le 26/08/2024
Niveaux : R+5
Hauteur : 32,00 m
Surface de plancher : 6 889 m²
Superficie du terrain : 2 289 m²
Two cranes and some branches at the construction site of the new highway 44 bridge over the Saint Johns River at DeLand, Florida. The new bridge replaces the old draw bridge. Shot in digital infrared.
Looking generally west towards the 6th Street Viaduct over the Los Angeles River with downtown Los Angeles in the background
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When the bridge was constructed in 1932, none of the buildings in the skyline (except the low buildings in the foreground) were present
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Makes me wonder what the skyline will look like 77 years from now. The bridge probably won't be around then...
From the Los Angeles Times
www.latimes.com/news/local/la-me-bridges18-2009feb18,0,58...
Bridge Design Sparks Clash in Los Angeles
The 6th Street Viaduct, built in 1932, features a streamline-moderne monolith of steel arches and concrete towers. Preservationists criticize the proposed spare, modern cable-stayed bridge.
By Cara Mia DiMassa and Corina Knoll
February 18, 2009
The bridges that span the Los Angeles River offer a history lesson of how Los Angeles became a modern city.
There's the Cesar Chavez Bridge, with its colossal porticoes, embellished with spiral columns and a replica of the city seal. The bridge, decorated with elements of the Spanish Baroque style, is an architectural nod to the historic El Camino Real, of which it is a part, and to the city's Spanish heritage.
The beaux-arts North Broadway Bridge, originally named the Buena Vista Viaduct, is one of the river's older structures and was the state's longest and widest concrete arch bridge when it opened in 1911.
Then there is the 6th Street Viaduct, a streamline-moderne monolith of steel arches and concrete towers built in 1932.
The city wants to replace the span with a spare, modern cable-stayed bridge. Officials released new design plans for the bridge in recent days that were met with criticism from those who say that the modern look has no place amid the ornate spans.
"I said as far as I am concerned, if you are going to put this bridge with cables there, you might as well not put a bridge there at all. I would rather not see one there," said Victoria Torres, a board member of the Boyle Heights Historical Society. "It's very disappointing when the city is trying to push something on you that you didn't agree with."
At two-thirds of a mile long, the Sixth Street Viaduct is the largest and longest span across the Los Angeles River. Known for its two sweeping steel arches and a rather notable curve in the middle, the viaduct is punctuated at either end by decorative pylons with fluted, zigzag designs. Railroad tracks run underneath on both banks of the river.
When the viaduct was built, masons used concrete from a plant that had been constructed on site at the river's edge for the building of the bridge. The practice was revolutionary at the time -- but an aggregate used in the making of the concrete caused it to have a high alkali content. As water has seeped into the concrete over time, the concrete has begun to erode. The rare degenerative condition is called alkali-silica reaction, and officials say it has weakened the viaduct to the point that officials say it has a 70% chance of collapsing in a major earthquake within 50 years. It is the only span along the river to have such a condition.
"It is an irreversible chemical erosion," said Department of Public Works spokeswoman Tonya Durrell. "We describe it as a pretty sick bridge, like a cancer."
City officials have been debating what to do about the bridge for several years, weighing three options: retrofitting it, replacing it or doing nothing. The latter made little sense, they said, because of the severity of the erosion.
After a series of public meetings over the last two years, city engineers decided that replacing the bridge was the only viable option, because retrofitting would yield a life cycle of only about 30 years. Outside of exact replication, they considered four possible designs, said Durrell, two that were modern and two that included more historical features, before recommending the cable-stayed bridge.
"Once you take down a monumental structure like the 6th Street Bridge, it was our opinion that we ought to build something state-of-the-art as opposed to a replica," said DPW engineer John Koo. A replica, he said, would cost an extra $30 million.
Philip Richardson, program manager of the DPW's bridge improvement program, said officials worry that delays over the design could result in a loss of state funding.
At the meeting where the new design was unveiled, City Engineer Gary Moore said he thought the replacement should have a "wow factor."
A model of the proposed span shows two rectangular towers in the middle of the bridge, with cables down both sides.
City officials said the tight curve on the current bridge would be straightened, and the bridge would run from one bank to the other with a much more gentle curve.
But critics said the design was a direct affront to the direction that advisory committee members had suggested to the city.
Torres, who has been a member of the 6th Street Viaduct community advisory committee, said she and others had voiced overwhelming support for an option that recreated the bridge exactly as it is now, with modern construction.
Los Angeles City Councilman Jose Huizar, who represents the communities on both sides of the viaduct, said he favored keeping some of the historical aspects of the original bridge -- though he said he was waiting to hear community reaction about the design.
"We have very few iconic structures to begin with, but if you look at these bridges, they represent Los Angeles," he said.
Huizar used to have a paper route and would ride his bike along the 6th Street Bridge from Boyle Heights to pick up Japanese newspapers in Little Tokyo.
"I would ride my bike over the bridge beginning in the fifth grade all the way to the ninth grade, and I'd pick up the newspapers and go distribute them in Boyle Heights," he said. "I know these bridges well."
Mike Buhler, director of advocacy for the Los Angeles Conservancy, said his organization had not yet conceded that the viaduct necessarily needed to be replaced -- though he quickly added that the organization would never advocate for an alternative that would jeopardize public safety. The organization has not yet taken a stand on the new design.
The cost of replacing the viaduct with the proposed structure is estimated to be about $345 million, officials said.
The bridges are throwbacks to a time in Los Angeles before sprawl, when linking the city center on the west side of the Los Angeles River and the bustling neighborhoods on the east side was of key importance.
The spans have become treasured historic structures and celebrated in scores of movies, including "Grease," "Devil in a Blue Dress" and "Terminator 2.
Bamboos are the most popular choice as construction support material in Bangladesh. It's cheap and abundant.
However, safety issues are not accounted for, at all.
We don't do much cementing around here... but when we do it's good to make the best of it. Building our new broadband mast base, it was unfortunate that no one saw the problem before it was too late.
Démolition d'une ancienne marbrerie dans le quartier Nancy Est en vue de la construction d'un immeuble de bureaux. Le nouvel ensemble de 1 614 m² est dessiné par le cabinet Rabolini-Schlegel et Associés. Livraison prévue en 2020.
Pays : France 🇫🇷
Région : Grand Est (Lorraine)
Département : Meurthe-et-Moselle (54)
Ville : Nancy (54000)
Quartier : Nancy Est
Adresse : 58, boulevard d'Austrasie
Fonction : Commerce
Construction : ≈1930
Déconstruction : 2018
• Entreprise : Melchiorre Démolition
Niveaux : R+1
Hauteur : ≈10.00 m
Superficie du terrain : 2 590 m²
View of the Tyne Bridge in the very early stages of construction, looking from Newcastle upon Tyne over towards Gateshead, 22 March 1927 (TWAM ref. 3730/15/1).
The Tyne Bridge is one of the North East’s most iconic landmarks. These photographs were taken by James Bacon & Sons of Newcastle and document its construction from March 1927 to October 1928. They belonged to James Geddie, who was Chief Assistant Engineer on the construction of the Bridge with Dorman, Long & Co. Ltd. of Middlesbrough.
(Copyright) We're happy for you to share this digital image within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk.
Scene captured during a day trip to the Waterloopbos in the Netherlands: close-up of the raw concrete shaping the Delta Works experimental setup in this open-air civil engineering laboratory.
On Mon 11 June 1923 at around 0100hrs a fore broke out beneath the platforms at the Pennsylania Railroad's Broad Street station in central Philadelphia and it soon spread to consume the entire station as seen on the cover photograph. The structure destroyed dated from the reconstruction of 1892/3 and was designed by Frank Furness. The station, and its approach tracks, created a massive 'divide' across the city centre that was the subject of many planning complaints even when electrically operated trains started in 1915 to gradually replace some of the steam hauled services into and out of this congested dead end terminus.
If the fire was spectacular the response by the Pennsylvania was no less impressive. On the Monday most peak hour services ran 'as nornal' to other Philapdelphia city stations and even as the fire was still burning the railroad started to build temporary platforms and staircases to the streets below one block back from the devastated station. One the day of the fire 38 electric trains used these new platforms - on the Tuesday this rose to 142 trains. As girders and steelwork cooled under the wrecked train shed roof the construction of new timber platforms commenced from the outer end of the shed to the concourse - this was in use by 151 suburban trains to run into the station on the Wednesday as work continued to restore the other platforms. This involved track laying to gain access to salvage wrecked rolling stock that had been consumed in the fire. By Thursday 14th two tracks and platforms were complete and access to all sixteen rebuilt tracks and platforms was complete within 7 working days.
The roof was dismantled and replaced by 'umbrella' canopies along the platforms. Oddly the terminus's days were in a way already numbered as the Pennsylvania embarked on a massive investment programme involving new tunnels, tracks and stations in the central area of the city during the 1920s and '30s. This substantially reduced the use of the station that was, again, consumed by fire in 1943. It closed completely in 1952 and was wholly demolished by 1953.
Over a 106 years old, the Egmore Railway Station in Chennai, remains one of the cities centrally located, renowned landmarks. Its bright red and white colors, and vaulted metal ceiling on the interiors are what make it striking. With typical Victorian wrought iron beams,
This oblique view was taken on the Aqueduct's western side, in the Plaza de Azoguejo, looking southeast.
There was a time in my life when I lived and traveled on landscapes replete with ancient Roman works. But nothing ever quite produced the visceral impact on me that the Segovia Aqueduct did.
From a practical standpoint, it was just built to be the most reliable means of supplying water to one of the empire's smaller and most far-flung outposts. And yet it's one of the Mediteranean world's most staggering demonstrations of civil engineering.
And, in terms of the shudder of astonishment it provides anyone still capable of wonder, it's a masterpiece of artistic design as well. The American poet Walt Whitman wrote, "All architecture is what you do to it when you look upon it." What I do to this miraculous bridge of stone is thank it for giving me a flush of pride in what our own murderous hominid species can actually do in a positive sense.
Of course most of the visual punch the Aqueduct delivers is due to its masonry. Giant ashlar blocks of Guadarrama Granite stand there, and have stood there for nineteen centuries, without any mortar holding them together.
The igneous intrusive rock on display here takes its name from the mountain range (Sierra de Quadarrama) that flanks Segovia to its east. The granite dates to the very late Carboniferous period (ca. 300 Ma), and comes from a mass of magma that was emplaced in the upper crust during the Variscan (Hercynian) Orogeny and the assembly of the supercontinent Pangaea.
I'll discuss the local bedrock geology and how the Roman engineers dealt with in photos to follow. But one last thing to note here: if you look closely, you'll see that many ashlar units have small but discernable circular holes in them. These indentations were where the massive blocks were held in pincerlike grips while they were hoisted into position by cranes. That's pretty fancy technology for a culture that had no electrical or steam power—just human and animal muscle aided by the clever use of rudimentary force-multiplying machines.
Oh. I lied. There's one more talking point, too. See the Seventies-era cars parked right along the foot of the Aqueduct's piers? That practice is no longer allowed—to preserve the structure from unnecessary traffic vibrations and from the direct effects of automotive exhaust.
To see the other photos and descriptions in this series, visit my Architectural Geology of Segovia album.
The Prince Edward Viaduct (Bloor Viaduct) is concrete-steel truss bridge spanning the Don River Valley and connecting Bloor Street with Danforth Avenue. The bridge was designed by Edmund W. Burke and opened in 1918. The bridge span is 494 meters and rises 40 meters above the Don Valley. The bridge consists of two decks: a five lane road deck and a two line subway deck.
Overtime the Viaduct became North America’s second most lethal suicide structure, second only to San Francisco’s Golden Gate bridge. To discourage suicides, the ‘Luminous Veil’ barrier was constructed in 2003; designed by architect Derek Revington and the Halcrow Group, it consists of over 9,000 galvanized steel rods, 5 meters high and 13 cm apart, attached to cantilevered girders. In 1999, it won a Canadian Architect Award of Excellence.
Processing alchemy with Nik Color Efex- -detail extractor and graduated neutral density filter. Finished with Apple Aperture.
#earthmoving #earthworks #earthmovingcompany #getdirty #dirtworks #excavation #construction #heavyduty #engineer #mgiconstruction #build #heavyiron #civilengineering #heavyequipment #constructinghistory #mgicorp
I was at the Devil's Slide Tunnel opening back in March, shooting for CENews. Infrastructure journalist and author Dan McNichol stands at the opening of the Southbound tunnel bore. Check out his website, here: www.danmcnichol.com
For more info about the Devil's Slide Tunnel, check out the CENews article, here: www.cenews.com/magazine-article-cenews.com-6-2013-devil_s...
Sneaky bridge sneaking out from behind the parking deck
Rolling the Second Ave. Bridge into Place
Detroit, MI
Scene captured during a day trip to the Waterloopbos in the Netherlands: the rusty remains of a hydraulic engineering experiment.
Centre de recyclage à Bettembourg.
Pays : Luxembourg 🇱🇺
Ville : Bettembourg (L-3452)
Adresse : Z.A.E. Wolser Bs
Fonction : Industrie
Hoover Dam
Boulder City, Nevada near 36.016271, -114.737293
December, 2003
Doing some archive diving and found these shots of both the Nevada and Arizona spillways.
On Jim Frazier Photography Blog
jimfrazierphotography.blogspot.com/2020/11/spillways-redu...
COPYRIGHT 2003, 2020 by JimFrazier All Rights Reserved. This may NOT be used for ANY reason without written consent from Jim Frazier.
spillway-Editfull