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Glacier National Park is a national park located in Montana, on the Canada-United States border with the Canadian provinces of Alberta and British Columbia. The park encompasses over 1,000,000 acres and includes parts of two mountain ranges (sub-ranges of the Rocky Mountains), over 130 named lakes, more than 1,000 different species of plants and hundreds of species of animals. This vast pristine ecosystem is the centerpiece of what has been referred to as the "Crown of the Continent Ecosystem," a region of protected land encompassing 16,000 square miles.
The region that became Glacier National Park was first inhabited by Native Americans and was dominated by the Blackfeet in the east and the Flathead in the western regions. Soon after the establishment of the park on May 11, 1910, a number of hotels and chalets were constructed by the Great Northern Railway. These historic hotels and chalets are listed as National Historic Landmarks, and a total of 350 locations are on the National Register of Historic Places. By 1932, work was completed on the Going-to-the-Sun Road, later designated a National Historic Civil Engineering Landmark, which provided greater accessibility for automobiles into the heart of the park. (en.wikipedia.org/wiki/Glacier_National_Park_%28U.S.%29)
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Contractors for United Utilities are working at two sites on the River Irwell. This site is between Rawtenstall and Ewood Bridge, the other is in Nuttall Woods just south of Ramsbottom. I think that there is more to it than riverbank work - maybe protecting and/or redirecting pipelines.
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Drillers fixing an extention to the core sheath, the shaft that the cable is attached to is the sampler, this is dropped down the core sheath to the rock bed ,
Pavements and equipment Airmen from the 633rd Civil Engineer Squadron repair sections of the runway Aug. 27, 2014, at Langley Air Force Base, Va. According to 633rd CES leadership the improvements will provide a safe environment to sustain current flying operations, and secure future mission capability. (U.S. Air Force photo by Senior Airman Connor Estes/Released)
Lucerne (/ljuːˈsɜːrn/; German: Luzern [luˈtsɛrn] (About this soundlisten); French: Lucerne [lysɛʁn]; Italian: Lucerna [luˈtʃɛrna]; Romansh: Lucerna; Lucerne German: Lozärn) is a city in central Switzerland, in the German-speaking portion of the country. Lucerne is the capital of the canton of Lucerne and part of the district of the same name. With a population of about 81,057 people (as of 2013),[3] Lucerne is the most populous town in Central Switzerland, and a nexus of economics, transportation, culture, and media of this region. The city's urban area consists of 17 municipalities and towns located in three different cantons with an overall population of about 250,000 people (as of 2007).[4]
Owing to its location on the shores of Lake Lucerne (German: Vierwaldstättersee) and its outflow, the river Reuss, within sight of the mounts Pilatus and Rigi in the Swiss Alps, Lucerne has long been a destination for tourists. One of the city's famous landmarks is the Chapel Bridge (German: Kapellbrücke), a wooden bridge first erected in the 14th century.
The official language of Lucerne is (the Swiss variety of Standard) German, but the main spoken language is the local variant of the Alemannic Swiss German dialect.
Contents
1History
1.1Early history and founding (750–1386)
1.2From city to city-state (1386–1520)
1.3Swiss-Catholic town (1520–1798)
1.4Century of revolutions (1798–1914)
1.521st century
2Geography and climate
2.1Topography
2.2Climate
3Politics
3.1Government
3.2Parliament
3.3National elections
3.3.1National Council
3.4International relations
3.4.1Twin towns
4Demography
4.1Population
4.2Historic population
4.3Religion
5Economy
6Sights
7Culture and events
7.1Culture
7.2Events
8Transport
9Sport
10Gallery
11Notable people
12See also
13References
14Further reading
15External links
History[edit]
Early history and founding (750–1386)[edit]
After the fall of the Roman Empire beginning in the 6th century, Germanic Alemannic peoples increased their influence on this area of present-day Switzerland.
Around 750 the Benedictine Monastery of St. Leodegar was founded, which was later acquired by Murbach Abbey in Alsace in the middle of the 9th century, and by this time the area had become known as Luciaria.[5]
The origin of the name is uncertain, it is possibly derived from the Latin name of the pike, lucius, thus designating a pike fishing spot in the river Reuss. Derivation from the theonym Lugus has been suggested but is phonetically implausible. In any case, the name was associated by popular etymology with Latin lucerna "lantern" from an early time.[6]
In 1178 Lucerne acquired its independence from the jurisdiction of Murbach Abbey, and the founding of the city proper probably occurred that same year. The city gained importance as a strategically located gateway for the growing commerce from the Gotthard trade route.
By 1290 Lucerne had become a self-sufficient city of reasonable size with about 3000 inhabitants. About this time King Rudolph I von Habsburg gained authority over the Monastery of St. Leodegar and its lands, including Lucerne. The populace was not content with the increasing Habsburg influence, and Lucerne allied with neighboring towns to seek independence from their rule. Along with Lucerne, the three other forest cantons of Uri, Schwyz and Unterwalden formed the "eternal" Swiss Confederacy, known as the Eidgenossenschaft, on November 7, 1332.
Later the cities of Zürich, Zug and Bern joined the alliance. With the help of these additions, the rule of Austria over the area came to an end. The issue was settled by Lucerne’s victory over the Habsburgs in the Battle of Sempach in 1386. For Lucerne this victory ignited an era of expansion. The city shortly granted many rights to itself, rights which had been withheld by the Habsburgs until then. By this time the borders of Lucerne were approximately those of today.
From city to city-state (1386–1520)[edit]
In 1415 Lucerne gained Reichsfreiheit from Emperor Sigismund and became a strong member of the Swiss confederacy. The city developed its infrastructure, raised taxes, and appointed its own local officials. The city’s population of 3000 dropped about 40% due to the Black Plague and several wars around 1350.
In 1419 town records show the first witch trial against a male person.
Swiss-Catholic town (1520–1798)[edit]
Lucerne in 1642
Among the growing towns of the confederacy, Lucerne was especially popular in attracting new residents. Remaining predominantly Catholic, Lucerne hosted its own annual passion play from 1453 to 1616. It was a two-day-long play of 12 hours performance per day.[7] As the confederacy broke up during the Reformation, after 1520, most nearby cities became Protestant, but Lucerne remained Catholic. After the victory of the Catholics over the Protestants in the Battle at Kappel in 1531, the Catholic towns dominated the confederacy. The region, though, was destined to be dominated by Protestant cities such as Zürich, Bern and Basel, which defeated the Catholic forces in the 1712 Toggenburg War. The former prominent position of Lucerne in the confederacy was lost forever. In the 16th and 17th centuries, wars and epidemics became steadily less frequent and as a result the population of the country increased strongly.
Lucerne was besieged by a peasant army and quickly signed a peace treaty with the rebels in the Swiss peasant war of 1653.
Century of revolutions (1798–1914)[edit]
Conflict at Lucerne, Illustrated London News, 1845
In 1798, nine years after the beginning of the French Revolution, the French army marched into Switzerland. The old confederacy collapsed and the government became democratic. The industrial revolution hit Lucerne rather late, and by 1860 only 1.7% of the population worked in industry, which was about a quarter of the national average at that time. Agriculture, which employed about 40% of the workers, was the main form of economic output in the canton. Nevertheless, industry was attracted to the city from areas around Lucerne. From 1850 to 1913, the population quadrupled and the flow of settlers increased. In 1856 trains first linked the city to Olten and Basel, then Zug and Zürich in 1864 and finally to the south in 1897.
21st century[edit]
On June 17, 2007, voters of the city of Lucerne and the adjacent town of Littau agreed to a merger in a simultaneous referendum. This took effect on January 1, 2010.[8] The new city, still called Lucerne, has a population of around 80,000 people, making it the seventh-largest city in Switzerland. The results of this referendum are expected to pave the way for negotiations with other nearby cities and towns in an effort to create a unified city-region, based on the results of a study.[9]
Geography and climate[edit]
Topography[edit]
Lucerne is located at the outfall of Lake Lucerne into the river Reuss, which flows from south-east to north-west. The city occupies both banks of the river and the lowest reach of the lake, with the city centre straddling the river immediately downstream of the outfall. The city's suburbs climb the hills to the north-east and south-west, and stretch out along the river and lake banks, whilst the recently added area of Littau is to the north-west.[10]
Besides this contiguous city area, the municipality also includes an exclave on the south shore of Lake Lucerne some 8 kilometres (5.0 mi) away, comprising the northern slopes of the Bürgenstock. This section of the municipality is entirely surrounded by the lake and by land of the canton of Nidwalden. It does not contain any significant settlements, but the summit of the Bürgenstock is the highest point of the municipality.[10]
The municipality has an area of 29.1 square kilometers (11.2 sq mi). Of this area and as of 2009, 28.0% is used for agricultural purposes, while 22.3% is forested. Of the rest of the land, 47.6% is settled (buildings or roads) and the remainder (2.1%) is non-productive (rivers, glaciers or mountains).[11]
Climate[edit]
Between 1961 and 1990 Lucerne had an average of 138.1 days of rain per year and on average received 1,171 mm (46.1 in) of precipitation. The wettest month was June during which time Lucerne received an average of 153 mm (6.0 in) of rainfall. During this month there was rainfall for an average of 14.2 days. The driest month of the year was February with an average of 61 mm (2.4 in) of precipitation over 10.2 days.[12] Climate in this area has mild differences between highs and lows, and there is adequate rainfall year-round. The Köppen Climate Classification subtype for this climate is "Cfb" (Marine West Coast Climate/Oceanic climate).[13]
hideClimate data for Lucerne
MonthJanFebMarAprMayJunJulAugSepOctNovDecYear
Average high °C (°F)3.4
(38.1)5.2
(41.4)10.3
(50.5)14.4
(57.9)19.1
(66.4)22.2
(72)24.7
(76.5)23.8
(74.8)19.4
(66.9)14.3
(57.7)7.8
(46)4.3
(39.7)14.1
(57.4)
Daily mean °C (°F)0.5
(32.9)1.4
(34.5)5.4
(41.7)9.1
(48.4)13.7
(56.7)16.9
(62.4)19.1
(66.4)18.3
(64.9)14.6
(58.3)10.2
(50.4)4.6
(40.3)1.6
(34.9)9.6
(49.3)
Average low °C (°F)−2.3
(27.9)−2.0
(28.4)1.1
(34)4.3
(39.7)8.9
(48)12.1
(53.8)14.2
(57.6)13.9
(57)10.6
(51.1)6.7
(44.1)1.6
(34.9)−1.0
(30.2)5.7
(42.3)
Average precipitation mm (inches)51
(2.01)54
(2.13)74
(2.91)88
(3.46)128
(5.04)154
(6.06)151
(5.94)146
(5.75)107
(4.21)76
(2.99)73
(2.87)72
(2.83)1,173
(46.18)
Average snowfall cm (inches)16.0
(6.3)20.2
(7.95)8.3
(3.27)1.2
(0.47)0.0
(0)0.0
(0)0.0
(0)0.0
(0)0.0
(0)0.4
(0.16)5.3
(2.09)14.6
(5.75)66.0
(25.98)
Average precipitation days (≥ 1.0 mm)9.38.711.811.812.913.512.512.510.29.49.610.0132.2
Average snowy days (≥ 1.0 cm)3.84.41.90.60.00.00.00.00.00.12.47.937.9
Average relative humidity (%)83797370727272758083848477
Mean monthly sunshine hours47721221411611712011871379752361,423
Percent possible sunshine21283636373845453932221735
Source: MeteoSwiss[14]
Politics[edit]
Government[edit]
The City Council (Stadtrat) constitutes the executive government of the city of Lucerne and operates as a collegiate authority. It is composed of five councilors (German: Stadtrat/-rätin), each presiding over a directorate (Direktion) comprising several departments and bureaus. The president of the executive department acts as mayor (Stadtpräsident). In the mandate period (Legislatur) September 2016 – August 2020 the City Council is presided by Stadtpräsident Beat Züsli. Departmental tasks, coordination measures and implementation of laws decreed by the Grand City Council are carried by the City Council. The regular election of the City Council by any inhabitant valid to vote is held every four years. Any resident of Lucerne allowed to vote can be elected as a member of the City Council. The delegates are selected by means of a system of Majorz. The mayor is elected as such as well by public election while the heads of the other directorates are assigned by the collegiate.[15]
As of September 2016, Luzern's City Council is made up of one representative of the SP (Social Democratic Party, who is also the mayor), and one each of CVP (Christian Democratic Party), GPS (Green Party), FDP (FDP.The Liberals), and glp (Green Liberal Party). The last regular election was held on 1 May/5 June 2016.[15]
The City Council (Stadtrat) of Luzern[15]
City Councilor
(Stadtrat/-rätin)PartyHead of Directorate (Direktion, since) ofelected since
Beat Züsli[SR 1] SPMayor's Office and City's Chancellary (Präsidialdirektion und Stadtkanzlei, 2016)2016
Franziska Bitzi Staub CVPFinances (Finanzdirektion, 2016)November 2016
Adrian Borgula GPSEnvironment, Transport, and Security (Direktion Umwelt, Verkehr und Sicherheit, 2012)2012
Manuela Jost glpBuilding and Civil Engineering (Baudirektion, 2012)2012
Martin Merki FDPSocial Services (Sozialdirektion, 2012)2012
^ Mayor (Stadtpräsident)
Toni Göpfert (FDP) is Town Chronicler (Stadtschreiber) since 1990.
Parliament[edit]
The Grosse Stadtrat of Luzern for the mandate period of 2016-2020
JUSO (2.1%)
jg (2.1%)
SP (27.1%)
GPS (12.5%)
glp (8.3%)
CVP (14.6%)
FDP (18.8%)
SVP (16.7%)
The Grand City Council (Grosser Stadtrat) holds legislative power. It is made up of 48 members, with elections held every four years. The Grand City Council decrees regulations and by-laws that are executed by the City Council and the administration. The delegates are selected by means of a system of proportional representation.
The sessions of the Grand City Council are public. Unlike members of the City Council, members of the Grand City Council are not politicians by profession, and they are paid a fee based on their attendance. Any resident of Luzern allowed to vote can be elected as a member of the Grand City Council. The parliament holds its meetings in the Rathaus (Town Hall) am Kornmarkt.[16]
The last regular election of the Grand City Council was held on 1 May 2016 for the mandate period (German: Legislatur) from September 2016 to August 2020. Currently the Grand City Council consist of 13 members of the Social Democratic Party (SP/PS) and one of its junior section, the JUSO, 9 The Liberals (FDP/PLR), 7 Christian Democratic People's Party (CVP/PDC), 7 Swiss People's Party (SVP/UDC), 6 Green Party (GPS/PES) and one of its junior section, the jg of Luzern, and 4 Green Liberal Party (GLP/PVL).[16]
National elections[edit]
National Council[edit]
In the 2015 election for the Swiss National Council the most popular party was the SPS which received 25.8% of the vote. The next five most popular parties were the SVP (19.5%), the FDP (15.4%), the CVP (14.1%), the GPS (13.3%), and the GLP (8.9%). In the federal election, a total of 26,521 voters were cast, and the voter turnout was 49.48%.[17]
International relations[edit]
See also: List of twin towns and sister cities in Switzerland
Twin towns[edit]
Lucerne is twinned with the following towns:[18]
United Kingdom Bournemouth, United Kingdom (1981)[18][19]
United States Chicago, Illinois, United States (1999)[18]
Poland Cieszyn, Poland (1994)[18]
France Guebwiller / Murbach, France (1978)[18]
Czech Republic Olomouc, Czech Republic (1994)[18]
Germany Potsdam, Germany (2002)[18][20]
Demography[edit]
Population[edit]
Largest groups of foreign residents 2013[21]
NationalityNumbers% of total
(% of foreigners)
Germany4,1675.2 (20.7)
Italy2,2792.8 (11.3)
Portugal1,7652.2 (8.8)
Serbia1,4301.8 (7.1)
Kosovo7941.0 (3.9)
Spain7600.9 (3.8)
Sri Lanka7340.9 (3.6)
Bosnia and Herzegovina5430.7 (2.7)
Croatia5380.7 (2.7)
Republic of Macedonia4570.7 (2.6)
Lucerne has a population (as of 31 December 2017) of 81,401.[2] As of 2013, 19,264 or 25.0% of the population was made up of foreign nationals, of which 19.9% are from Europe, 2.8% from Asia, 1.2% from Africa and 1.0% from America.[21] Over the last 10 years the population has grown at a rate of 1.2%. Most of the population (as of 2010) speak German (87%), with Italian, as well as Serbo-Croatian and English with 5% being second most common languages, followed by French and Albanian with 3%, and Portuguese and Spanish with 2% each.[22]
The age distribution in Lucerne is (as of 2013); 12,916 people or 15.7% of the population is 0–19 years old. 26,381 people or 33.8% are 20–39 years old, and 25,863 people or 32.1% are 40–64 years old. The senior population distribution is 10,530 people or 13.1% are 65–79 years old, 4,208 or 5.2% are 80–89 years old and 900 people or 1.1% of the population are 90+ years old.[23]
In Lucerne about 73.6% of the population (between age 25–64) have completed either non-mandatory upper secondary education or additional higher education (either university or a Fachhochschule).
As of 2000 there are 30,586 households, of which 15,452 households (or about 50.5%) contain only a single individual. 853 or about 2.8% are large households, with at least five members.[24] As of 2000 there were 5,707 inhabited buildings in the municipality, of which 4,050 were built only as housing, and 1,657 were mixed use buildings. There were 1,152 single family homes, 348 double family homes, and 2,550 multi-family homes in the municipality. Most homes were either two (787) or three (1,468) story structures. There were only 74 single story buildings and 1,721 four or more story buildings.[24]
Historic population[edit]
The historical population of Lucerne is given in the following table:
Historical population
YearPop.±% p.a.
186013,166—
187016,450+2.25%
188020,419+2.18%
188823,607+1.83%
190032,954+2.82%
YearPop.±% p.a.
191043,611+2.84%
192048,394+1.05%
193047,066−0.28%
194159,847+2.21%
195066,170+1.12%
YearPop.±% p.a.
196076,148+1.41%
197083,374+0.91%
198078,274−0.63%
199076,466−0.23%
200075,425−0.14%
YearPop.±% p.a.
201077,491+0.27%
201681,592+0.86%
Source: City of Lucerne - Population by Nationality and Sex since 1860
Religion[edit]
The city grew up around Sankt Leodegar Abbey, founded in AD 840, and remained strongly Roman Catholic into the 21st century. By 1850, 96.9% of the population was Catholic, in 1900 it was 81.9% and in 1950 it was still 72.3%. In the 2000 census the religious membership of Lucerne was: 35,682 (60%) Roman Catholic, 9,227 (15.5%) Protestant, with an additional 1,979 (3.33%) who were of some other Christian denominations; 1,824 individuals (3.07% of the population) Muslim; 196 individuals (0.33% of the population) Jewish. Of the remainder, 1,073 (1.8%) individuals were another religion; 6,310 (10.61%) stated they do not belong to any organized religion; and 3,205 (5.39%) did not answer the question.[24]
Economy[edit]
As of 2012, there were a total of 77,641 people employed in the municipality. Of these, a total of 166 people worked in 53 businesses in the primary economic sector. The secondary sector employed 7,326 workers in 666 separate businesses. Finally, the tertiary sector provided 70,149 jobs in 6,929 businesses. In 2013 a total of 11.0% of the population received social assistance.[25] As of 2000 51.7% of the population of the municipality were employed in some capacity. At the same time, women made up 47.9% of the workforce.[24]
Lucerne is home to a number of major Swiss companies, including Schindler Group, Chronoswiss, Emmi, EF Education First and the Luzerner Kantonalbank. Suva, one of Switzerland's oldest accident insurance companies, is also based in Lucerne, as is the University of Lucerne, the youngest of Switzerland's traditional universitites.
Thanks to its continuous tax-cutting policies, Lucerne has become Switzerland's most business-friendly canton. As of 2012 Lucerne offers Switzerland's lowest corporate tax rate at cantonal level.[26]
Furthermore, Lucerne also offers very moderate personal income tax rates. In a recent published study of BAK Basel Economics taxation index 2012, Lucerne made it to the 4th place with an only marginally 2% higher tax rate compared to the top canton in this comparison.[27]
Since November 2009, Zurich Airport can be reached from Lucerne within 1 hour and 2 minutes[28] by a direct (every hour) train connection every half an hour with a stop just below the airport, and within 40 minutes by car due to a direct motorway from Lucerne to the Airport, but only if you travel outside of rush hours.
Sights[edit]
Since the city straddles the Reuss where it drains the lake, it has a number of bridges. The most famous is the Chapel Bridge (Kapellbrücke), a 204 m (669 ft) long wooden covered bridge originally built in 1333, the oldest covered bridge in Europe, although much of it had to be replaced after a fire on 18 August 1993, allegedly caused by a discarded cigarette. Part way across, the bridge runs by the octagonal Water Tower (Wasserturm), a fortification from the 13th century. Inside the bridge are a series of paintings from the 17th century depicting events from Lucerne's history. The Bridge with its Tower is the city's most famous landmark.
Lucerne city, lake and mountains view from the tower
Downriver, between the Kasernenplatz and the Mühlenplatz, the Spreuer Bridge (Spreuerbrücke or Mühlenbrücke, Mill Bridge) zigzags across the Reuss. Constructed in 1408, it features a series of medieval-style 17th century plague paintings by Kaspar Meglinger (de) titled Dance of Death (Totentanzzyklus). The bridge has a small chapel in the middle that was added in 1568.
Old Town Lucerne is mainly located just north of the Reuss, and still has several fine half-timber structures with painted fronts. Remnants of the old town walls exist on the hill above Lucerne, complete with eight tall watch towers. An additional gated tower sits at the base of the hill on the banks of the Reuss.
The twin needle towers of the Church of St. Leodegar, which was named after the city's patron saint, sit on a small hill just above the lake front. Originally built in 735, the present structure was erected in 1633 in the late Renaissance style. However, the towers are surviving remnants of an earlier structure. The interior is richly decorated. The church is popularly called the Hofkirche (in German) and is known locally as the Hofchile (in Swiss-German).
Bertel Thorvaldsen's famous carving of a dying lion (the Lion Monument, or Löwendenkmal) is found in a small park just off the Löwenplatz. The carving commemorates the hundreds of Swiss Guards of who were massacred in 1792 during the French Revolution, when an armed mob stormed the Tuileries Palace in Paris.
The Swiss Museum of Transport is a large and comprehensive museum exhibiting all forms of transport, including locomotives, automobiles, ships, and aircraft. It is to be found beside the lake in the northern-eastern section of the city.
The Culture and Convention Center (KKL) beside the lake in the center of the city was designed by Jean Nouvel. The center has one of the world's leading concert halls, with acoustics by Russell Johnson.
Culture and events[edit]
Culture[edit]
The Lucerne Culture and Congress Centre at night
Since plans for the new culture and convention centre arose in the late 1980s, Lucerne has found a balance between the so-called established culture and alternative culture. A consensus was reached that culminated in a culture compromise (Kulturkompromiss). The established culture comprises the Lucerne Culture and Congress Centre (KKL), the city theater (Luzerner Theater) and, in a broader sense, smaller establishments such as the Kleintheater, founded by comedian Emil Steinberger, a Lucerne native, or Stadtkeller, a music restaurant in the city's old town. KKL houses a concert hall as well as the Museum of Art Lucerne (Kunstmuseum Luzern).
Alternative culture took place mostly on the premises of a former tube factory, which became known as Boa. Other localities for alternative culture have since emerged in the same inner city area as Boa. Initially, Boa staged various plays, but concerts became more and more common; this new use of the building clashed with the development of apartment buildings on nearby lots of land. Due to possible noise pollution, Boa was closed and a replacement in a less heavily inhabited area is currently under construction. Critics claimed though that the new establishment would not meet the requirements for an alternative culture.
Südpol is a center for performing arts in Lucerne presenting music-, dance- and theatre-events. The house at the foot of Pilatus is opened since November 2008.
Lucerne is home to the Luzerner Sinfonieorchester, a category A symphonic orchestra, and to the 21st Century Symphony Orchestra, and they both hold most of their performances in the Lucerne Culture and Congress Centre.
Lucerne is also home to Keramikkonzerte (keramikkonzerte.com/), a series of classical chamber music concerts held throughout each year.
Events[edit]
Every year, towards the end of winter, Fasnacht (Carnival) breaks out in the streets, alleyways and squares of the old town. This is a glittering outdoor party, where chaos and merriness reign and nothing is as it normally is. Strange characters in fantastic masks and costumes make their way through the alleyways, while Guggenmusiken (carnival bands) blow their instruments in joyful cacophony and thousands of bizarrely clad people sing and dance away the winter. The Lucerner Fasnacht, based on religious, Catholic backgrounds, starts every year on the Thursday before Aschermittwoch (Ash Wednesday) with a big bang at 5am called Morgenwacht (Morning Watch). There are big parades in the afternoon on Schmotzige Donnerstag (literally: Lardy Thursday)[29] and the following Monday, called Güdismontag (literally: Paunch Monday), which attract tens of thousands of people. Lucerne's Carnival ends with a crowning finish on Güdisdienstag (literally: Paunch Tuesday) evening with the Monstercorso, a tremendous parade of Guggenmusiken, lights and lanterns with even a larger audience. Rather recently a fourth Fasnacht day has been introduced on the Saturday between the others Fasnacht days, the Rüüdige Samstag while mainly several indoor balls take place. From dusk till dawn on the evenings of Schmotzige Donnerstag, Güdismontag, and after the Monstercorso many bands wander through the historical part of the city playing typical Fasnacht tunes. Until midnight, the historical part of the city usually is packed with people participating. A large part of the audience are also dressed up in costumes, even a majority in the evenings.
Lucerne Fasnacht
The city hosts various renowned festivals throughout the year. The Lucerne Festival for classical music takes place in the summer. Its orchestra, the Lucerne Festival Orchestra, is hand-picked from some of the finest instrumentalists in the world. In June yearly the pop music festival B-Sides takes place in Lucerne. It focuses on international acts in alternative music, indie rock, experimental rock and other cutting edge and left field artistic musical genres. In July, the Blue Balls Festival brings jazz, blues and punk music to the lake promenade and halls of the Culture and Convention Center. The Lucerne Blues Festival is another musical festival which usually takes place in November. Since spring 2004, Lucerne has hosted the Festival Rose d'Or for television entertainment. And in April, the well-established comics festival Fumetto attracts an international audience.
Being the cultural center of a rather rural region, Lucerne regularly holds different folklore festivals, such as Lucerne Cheese Festival, held annually. In 2004, Lucerne was the focus of Swiss Wrestling fans when it had hosted the Swiss Wrestling and Alpine festival (Eidgenössisches Schwing- und Älplerfest), which takes place every three years in a different location. A national music festival (Eidgenössiches Musikfest) attracted marching bands from all parts of Switzerland in 2006. In summer 2008, the jodelling festival (Eidgenössisches Jodlerfest) is expected to have similar impact.
The 2021 Winter Universiade will be hosted by Lucerne.
Transport[edit]
Lucerne railway station
Lucerne boasts a developed and well-run transport network, with the main operator, Verkehrsbetriebe Luzern (VBL), running both the trolleybuses in Lucerne and a motor buses network in the city and to neighboring municipalities. Other operators, such as PostAuto Schweiz and Auto AG Rothenburg, provide bus services to other towns and villages.
Lucerne railway station is one of Switzerland's principal railway stations situated in the middle of the town and just next to the lake, and enjoys excellent connection to the rest of Switzerland via railway services operated by Swiss Federal Railways (SBB CFF FFS) and the Zentralbahn (zb). Two other stations are located within the city boundaries, with Lucerne Allmend/Messe railway station close to the Swissporarena in the south of the city, and the Lucerne Verkehrshaus railway station adjacent to the Swiss Museum of Transport in the east.
Lucerne's city transit system is fully integrated into the coherent and integrated fare network system called passepartout encompassing all kind of public transport in the cantons of Lucerne, Obwalden, and Nidwalden.
Sport[edit]
The Swissporarena is home to FC Lucerne of the Swiss Super League
There are several football clubs throughout the city. The most successful one is FC Luzern which plays in Switzerland's premier league (Swiss Super League). The club plays its home matches at the new Swissporarena, with a capacity of 16,800.
The city's main hockey team is the HC Luzern which plays in the Swiss Second League, the fourth tier of Swiss hockey. They play their home games in the 5,000-seat Swiss Life Arena.
In the past, Lucerne also produced national successes in men's handball and women's volleyball and softball.
Having a long tradition of equestrian sports, Lucerne has co-hosted CSIO Switzerland, an international equestrian show jumping event, until it left entirely for St. Gallen in 2006. Since then, the Lucerne Equestrian Masters replaced it. There is also an annual horse racing event, usually taking place in August.
Lucerne annually hosts the final leg of the Rowing World Cup on Rotsee Lake, and has hosted numerous World Rowing Championships, among others the first ever in 1962. Lucerne was also bidding for the 2011 issue but failed.
Lucerne hosts the annual Spitzen Leichtathletik Luzern Track and field meeting, which attracts world class athletes such as Yohan Blake and Valerie Adams.
The city also provides facilities for ice-hockey, figure-skating, golf, swimming, basketball, rugby, skateboarding, climbing and more.
Lucerne hosted FIVB Beach Volleyball World Tour event Lucerne Open 2015 and FIVB Beach Volleyball U21 World Championship in 2016.
We woke at half five, I mean we had gone to bed at eight the day before, so that amount to quite some sleep. All we wanted was a shower, breakfast and a huge city to explore. Just as well, as that is what the day had on offer.
At seven in the morning, the city had yet to wake up, the streets were oddly quiet, and lined with piles of trash bags waiting to be collected.
Nowhere seemed to be open, but we walked south along a cobbled street until we saw the bright lights of a 24 hour day café/restaurant.
We went in and ordered lots of food; a smoothie, a huge coffee and an everything bagel with cream cheese. Service was great and swift, and soon we were eating and drinking, the coffee putting lots of energy into our legs.
We cut across the main streets of Lower Manhattan, including Broadway, past City Hall until we came to the approach roads to the Brooklyn Bridge. Could we find the way to the footway as half the roads around it seemed to be closed?
Yes we could, up some steps and onto the footway that runs between the two carriageways of traffic, up walking on concrete until the bridge for real starts, at which point the walkway is of wood.
At first it wasn’t too busy, but there were groups of folks following a guide holding an umbrella or something, and they blocked the views, or were talking selfies with their I pads. I mean, everyone’s a photographer these days.
I get shots, then we carry on over the bridge into Brooklyn to visit an area called DUMBO, Down Under Brooklyn something Underpass.
It was here I hoped to find the shot of what I thought was the Brooklyn Bridge, but turned out to be the Manhattan Bridge, and I wasn’t the only one with the idea of snapping the scene, as two photographers had set up tripods on the crossing.
I got my shots handheld, then we set about looking for a place to have coffee as we had already done 8,000 steps that day.
We ended up having a coffee and a slice of cake, having our cake and eating it, in a corner store in DUMBO, we ate and drunk that, then I went out to take a clearer shot of the bridge, but found half of New York were there trying to get the same shot.
----------------------------------------
The Brooklyn Bridge is a hybrid cable-stayed/suspension bridge in New York City and is one of the oldest roadway bridges in the United States. Started in 1869 and completed fourteen years later in 1883, it connects the boroughs of Manhattan and Brooklyn, spanning the East River. It has a main span of 1,595.5 feet (486.3 m) and was the first steel-wire suspension bridge constructed. It was originally called the New York and Brooklyn Bridge and the East River Bridge, but it was later dubbed the Brooklyn Bridge, a name coming from an earlier January 25, 1867 letter to the editor of the Brooklyn Daily Eagle[8] and formally so named by the city government in 1915. Since opening, it has become an icon of New York City and was designated a National Historic Landmark in 1964[7][9][10] and a National Historic Civil Engineering Landmark in 1972.
Although the Brooklyn Bridge is technically a suspension bridge,[12] it uses a hybrid cable-stayed/suspension bridge design. The towers are built of limestone, granite, and Rosendale cement. The limestone was quarried at the Clark Quarry in Essex County, New York.[13] The granite blocks were quarried and shaped on Vinalhaven Island, Maine, under a contract with the Bodwell Granite Company, and delivered from Maine to New York by schooner.[14]
The bridge was built with numerous passageways and compartments in its anchorages. New York City rented out the large vaults under the bridge's Manhattan anchorage in order to fund the bridge. Opened in 1876, the vaults were used to store wine, as they were always at 60 °F (16 °C).[15] This was called the "Blue Grotto" because of a shrine to the Virgin Mary next to an opening at the entrance. When New York magazine visited one of the cellars in 1978, it discovered on the wall a "fading inscription" reading: "Who loveth not wine, women and song, he remaineth a fool his whole life long.
The bridge was conceived by German immigrant John Augustus Roebling in 1852,[17] who spent part of the next 15 years working to sell the idea.[citation needed] He had previously designed and constructed shorter suspension bridges, such as Roebling's Delaware Aqueduct in Lackawaxen, Pennsylvania, and the John A. Roebling Suspension Bridge between Cincinnati, Ohio, and Covington, Kentucky. While conducting surveys for the bridge project, Roebling sustained a crush injury to his foot when a ferry pinned it against a piling. After amputation of his crushed toes, he developed a tetanus infection that left him incapacitated and soon resulted in his death in 1869, not long after he had placed his 32-year-old son, Washington Roebling, in charge of the project.[18]
In February 1867, the New York State Senate passed a bill that allowed the construction of a suspension bridge from Brooklyn to Manhattan.[19] Two months later, the New York and Brooklyn Bridge Company was incorporated. The company was tasked with constructing what was then known as the New York and Brooklyn Bridge.[20][21]
Construction of the Brooklyn Bridge began in 1869.[12] The bridge's two towers were built by floating two caissons, giant upside-down boxes made of southern yellow pine, in the span of the East River, and then beginning to build the stone towers on top of them until they sank to the bottom of the river. Compressed air was pumped into the caissons, and workers entered the space to dig the sediment, until the caissons sank to the bedrock. The whole weight of the bridge still sits upon 15-foot-thick southern yellow-pine wood under the sediment.[22]
Many workers became sick with the bends during this work.[23] This condition was unknown at the time and was first called "caisson disease" by the project physician, Andrew Smith.[24][25] Washington Roebling suffered a paralyzing injury as a result of "caisson disease" shortly after ground was broken for the Brooklyn tower foundation on January 3, 1870.[26] Roebling's debilitating condition left him unable to physically supervise the construction firsthand.
As chief engineer, Roebling supervised the entire project from his apartment with a view of the work, designing and redesigning caissons and other equipment. He was aided by his wife, Emily Warren Roebling, who provided the critical written link between her husband and the engineers on site.[27] Warren Roebling studied higher mathematics, calculations of catenary curves, strengths of materials, bridge specifications, and intricacies of cable construction.[28][27][29] She spent the next 11 years helping to supervise the bridge's construction.
When iron probes underneath the caisson for the Manhattan tower found the bedrock to be even deeper than expected, Roebling halted construction due to the increased risk of decompression sickness. He later deemed the sandy subsoil overlying the bedrock 30 feet (9.1 m) below it to be firm enough to support the tower base, and construction
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The Tay Rail Bridge
---------------------------
The Tay Bridge (sometimes unoffically the Tay Rail Bridge) is a railway bridge approximately 2.75 miles (3.5 kilometers) long that spans the Firth of Tay in Scotland,between the city of Dundee and the suburb of Wormit in Fife.
As with the Forth Bridge,the Tay Bridge has als been called the Tay Bridge since the construction of the road bridge over the Firth of Tay,the Tay Road Bridge.The rail bridge replaced an earl train ferry.
"Tay Bridge" was also the codename for the funeral plans for Queen Elizabeth,The Queen Mother.
The First Tay Bridge
----------------------------
The original Tay Bridge was designed by noted railway engineer Sir Thomas Bouch,who received a knighthood following the bridge's completion.It was a lttice-grid design,combining cast and wrought iron.The design was well known,having been used first by Kennard in the Crumlin Viaduct in South Wales in 1858,following the innovative use of cast iron in Crystal Palace of London England.However,the Crystal Palace was not as heavil loaded as a railway bridge.A previous cast iron desing,the Dee Bridge in Chester,England which collapsed in 1847,failed due to poor use of cast-iron cirders.Later,Alexander Gustave Eiffel used a similar design to create several large viaducts in the Massif Central ,France (1867).
Proposal for constructing a bridge across the River Tay date back to at least 1854.The North Britsh Railway (Tay Bridge) Act receiving the Royal Assent on July 15,1870 and the foundation stone was laid on July 22,1871.
The Bridge Design -The Basic Concept
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The original design was for lattice griders supported by brick piers resting on bedrock shown by trail borings to lie at no great depth under the river.At either end of the bridge the single track rail ran on top of the bridge girder,most of which therefore lay below the pier tops.However,in the center section of the bridge,(the "high girder") the railway ran inside the bridge,which could then run above the pier tops to give the required clearance to allow passage of sailing ships upriver(e.g. to Perth).To accommodate thermal expansion there were few rigid connectiions between girders and piers.
However as the bridge extended out into the river,it became clear (December 1873) that the bedrock really much deeper,to act as a foundation for the bridge piers.Sir Thomas Bouch had to redesign the bridge.
He reduced the number of piers and correspondingly increased the span of the girders.The pier foundations were no longer taken down to bedrock,instead they were constructed by sinking brick-lind wrought-iron caissons onto the riverbed,removing sand until the caissons rested upon the consoildated gravel layer which had been misreported as rock,and then filling the caissons with concrete.To reduce the weight the ground under the caissons would have to support the brick piers were replaced by lattice iron skeleton piers(each pier had multiple cast-iron columns taking the weight of the bridge girder,with wrought iron horizontal braces and diagonal tiebars lining the columns of the pier to give rigidity and stability). the basic concept was well known,having been used first by Kennard in the Crumlin Viaduct in South Wales in 1858;Sir Thomas Bouch had used it for Viaducts (notable the Beelah Viaducts (1860) on the South Durham and Lancashire Union Railway line over Stainmore,England,but for the Tay Bridge,even with the largest praticale caissons pier dimensions were significantly constrained by the caissons in a hexagon; this maximsed the pier widtgh but not the amount of diagononal bracing directly resiting sidewalk forces.
The Bridge Design -- Design Details
------------------------------------------------
The engineering details on the Tay Bridge was considerably simpler,lighter,and cheaper then on earlier Viaducts.On these the machined based of each column section docked securely into a machine enlarged section of the top of the section below.The joint was then secured by bolts through matching holes on lugs (Crumlin) or flanges (Belah) on the two sections.This 'spigot and faucet' configuration was used (apparently without machining) on some Tay Bridge pier columns,but on some the bolts were relied upon to ensure correct alignment.(In the event,the joint were using undersized bolts.This give greater tolerances when assembling the column,but the less positive alignment of the column joints as initially assembled and after any subsequent 'working' of the joint would have weakened the column).
On the Tay Bridge the diagonal bracing was by means of flat bars running from one lug at the column section top (and integral part of the column casting) to two sling plates bolted to the diagonally opposite lug.Bar and sling plates all had a matching longditudinal slot in them; the tie bar was placed between the sling plates with all three slots aligned and overlapping and a gib driven through all three slots and secured.Two cotters (medal wedges) were then positioned to fill the rest of the slot overlap,and driven in hard to put the tie under tension.Horizontal Bracing was provided by (wrought iron) channel iron.The various bolt head were too close to each other,and to the column for easy tightening up with spanners;this coupled with lack of precision in the preparation of the channeliron braces led to various on the site fitting expedients (one of them described by a witness to the enquirey as "about' as alovently a piece of work as ever i saw in my life').
On the Crumin Viaduct and Belah Viaduct,however,horizontal bracing was provided by substantial fitting cast-iron girders securely attached to the columns with the diagonal braces the girders.The Chairman of the court of Inquiry quoted at length from a contemporary book praising the detailed engineering of the belah Viaduct pier (and describing the Viaduct as one of the lightest and cheapest of the kind that had ever beenerected.)
...it is a distinguished feature in the Viaduct that the cross,or distance girders of the piers encircle the columns,which are turned up at that point,the girder being bored oput to fit the turned part with great accuracy.No cement of any kind was used in the whole structure,and the piers when completed,and the vertical horizontal wrought-iron bracing keyed up,are nearly as riged as though they were one solid piece...
...The fitting was all done by machines,which were specially designed for the purposed,finshed the work with mathematical accuracy.The flanges of the column were all faced up and their edges turned,and ever column was stepper into the one below it with a lip of about 5/8 of an inch (1.5 centimeters) in depth,the lip and socket for it being actualyly turned and bored,That portion of the column against which the cross girders rested was also turned.The whole operations were performed at one time,the column being centered in a hollow mandriil lathe.After being turned the column passed on to a drilling machine,in which all the holes in each flange were drilled out the solid simultaneously.And as this was done with them all in the same machine,the holes of couse,perfectly coincided when the columns were placed on the other in the progress of erection.Similar care was taken with the cross-girders,which were bored out at the ends by machines designed for the purpose.Thus,when the pieces of the Viaduct had to be put together at the place of erction these was literally not a tool required,and neither chipping or filing to retard the program to work.
Either,said the Chairman,the Belah Viaduct had been over-engineered.
Bridge Construction
---------------------------
Whilst Sir Thomas Bouch was revising his design,A Grothe C.E.G,manage of the Tay Bridge contract,the company which had the contract for construction went out of business and the contract passed (June 1874) to Hopkins Gilkes and Company,successors to the Middlesbrough Company which had made the ironwork for the Belah Viaduct Hopkin Gilkes and Company originally intended to produce all the bridge ironwork on Teesside,but in the event continued to use a foundry at Wormit to oroduce the cast-iron components,and carry out limited post-casting machine operations.
The change in design increased cast and necessitated dalay,intensified after two of the high girders fell when being lifted into place (Fedruary 1877).
The fallengirders had to be removed and new ones built.One of the fallen griders was recovered and reused and piers to be earcted again;and this threatened seirously to interfere with the expection of having the bridge finshed passage of a train by September.Only eight months were now available for the erection and floating out of six,and the lifting of ten 245 feet (74.6 meters) spans.Five andseven respectively of the 145 feet (44.1 meters) spans had yet to go through the same process.Seven large piers and three small piers had to be built.The weight of the iron which to be put in its place was 2,700 tons,and it seemed incredible that all could he done in eight months.A good deal would depend on the weather but this was far from favourable.
Dispite this,the first enging crossed the bridge on September 22,1877,and upon its completion in early 1878 the Tay Bridge was the longest in the world.While visiting the city former United States Presidend Ulysses Simpon "SAM" Grant commented that was "a big bridge for a small city".
Inspection and opening
--------------------------------
Like all rail lines,the Tay Bridge was subject to a Board of Trade inspection before it could carry passenger trains.The inspection was conducted Febuary 25,1878 -- February 27,1878 by Major General Charles Scrope Hutchinson Corps of Royal Engineers Companions of the Order of Bath of the Railway Inspectorate,who measured the deflection of the 245 feet (774.6 meters) bridge girder under a distributed load of 1.5 tons per foot (5 T/M) due to heavy locomotives (travelling at up to 40 miles per hour (65 kilometers per hour) as less then 2 inchs 50 milimeters).He reported that "these results are in my opinion to be satisfactory.The lateral oscillation,as observed by the theodolite ehen the engines ran over at speed,was very slight and the stucture overall showed great stiffness.He required some minor remedial work and 'recommended' a 25 miles per hour speed limit over the bridge.(Major General Charles Scrope Hutchinson Corps of Royal Engineers Comanions of the Order of Bath subsequently explained to the Inquire that he had suggested the speed limit because of minimal taper on the piers.) The inspection report added '... when again visiting the sport should whish,if possible,to have an opportunity of observing the effects of high wind when a train of carriages is running over the bridge...'.
The bridge was opened for passenger traffic on June 1,1878,formal opening cememonies having taking place the previous day,in the couse of which Sior Thomas Bouch was made a Burgess of Dundee "in respect of his meritorious service as engineer of the bridge...".
The following year (une 20,1879)Her Majesty Queen Victoria of Great Britain crossed the bridge to return south from Balmoral Castle;Sir Thomas Bouch was presented to Her Majesty before she did so,on June 26,1879 he was knighted by Her Majesty Queen Victoria of Great Britain at Windsor Castle.
The Tay Bridge Disaster
---------------------------------
On the night of December 28,1879 at 7:15 pm,the first bridge collapsed after its central span gave way during high winter gales.A train with six carriages carry seventy-five passengers and crew,crossing at the time of the collapse,plunged into the icy waters of the River Tay.All seventy-five were lost.The disaster stunned the whole contry and sent shock waves through the Victorian engineering community.The ensuring enquiry revealed that the bridge did not allow for high winds.At the time gale estimated at force ten or eleven (Tropical Storm force winds: 55 miles per hour -- 75 miles per hour (80 kilometers per hour -- 117 kilometers per hour0 had been blowing down the River Tay estury at right angles to the bridge.The engine itself was salvaged from the river and restored to the railway service.The collapsed of the bridge,opened only nineteen months earlier and passed as safe by the Board of Trade,is still the most famous bridge disaster of the British Isles.The disaster was commenorated in "The Tay Bridge Disaster",one of the best-known verse efforts of William Topaz McGonagall.German pote Theodor Fontane within 10 days of the disaster wrote his famous poem Die Bruck'am Tay.
The stumps of the original bridge piers are still visible above the surface on the River Tay even at high tide.
The Second Tay Bridge
---------------------------------
A new double-track bridge was designed by William Henry Borlow and built by Sir William Arrol & Company 18 meters (59 feet) upstream of ,and parallel to the original bridge.The bridge proposal was formally incorported in July 1881 and the foundation stone laid on July 6,1883.Contruction involed 25,000 metric tons (28,000 short tons) of iron and steel,70,000 metric tons 77,000 short tons) of concrete ten million bricks (weighing 37,500 metric tons (41,300 short tons) and three million rivets.Fourteen men lost their lives during construction,most by browning.
The second bridge opened on July 13,1887 and remain's in use.A $33,516,60.00 million strenghtening and refurbishment project ($32,976,480.00 million),on the bridge won the Bridge Construction Industy Civil Engineering Award,in consideration of the staggering scale logistics involed.More than 1,000 metric tons (1,100 short tons) of bird broppings were scraped off the bridge ironwork lattice of the bridge using hand tools,and bagged into 25 kllogram (55 pound) sacks.Hundeds of thousands of riviets were removed and replaced,all work being done in very exposed conditions high over a Firth of Tay with fast -running tides.
Double-heading of locomotives is prophibited across the bridge;consecutive locomotives must be separated by at 60 feet (18 meters) using barrie or reach wagons.
CE Gradautes Batch 2001-2002
Arnold M.Duran
Jorlyn J. DelaMAsa
Nelson P. Hernandez
Antonio C. Tan Jr.
Angelo C. Caporal
Cristopher C.Carreon
Paul R. Castro
Catherine D. Chong
Mark Joseph J. Cruto
Oliver Ryan D. Garcia
Francisco C.Joson
Michael. L.Lachica
Christian B.Maximo
Allan F.Sarrol
Arnel C. Talicuran
Ma.Cristina B. Tafalla
Julius M. Tenorio
Maribeth Z. Balingit
Chaona S. Castillejos
Cherlene S.Castro
Warren Roy S.Gatchalian
Philip T.Gregorio
Ruth Ann B.Naces
Richard Harris J.Pamis
Demetrio L. Pilar
Alton John T. Reyes
Joshua John D. Salazar
Cris B. Soriano
Voronezh is a city and the administrative centre of Voronezh Oblast in southwestern Russia straddling the Voronezh River, located 12 kilometers (7.5 mi) from where it flows into the Don River. The city sits on the Southeastern Railway, which connects western Russia with the Urals and Siberia, the Caucasus and Ukraine, and the M4 highway (Moscow–Voronezh–Rostov-on-Don–Novorossiysk). In recent years the city has experienced rapid population growth, rising in 2021 to 1,057,681, up from 889,680 recorded in the 2010 Census, making it the 14th-most populous city in the country.
For many years, the hypothesis of the Soviet historian Vladimir Zagorovsky dominated: he produced the toponym "Voronezh" from the hypothetical Slavic personal name Voroneg. This man allegedly gave the name of a small town in the Chernigov Principality (now the village of Voronizh in Ukraine). Later, in the 11th or 12th century, the settlers were able to "transfer" this name to the Don region, where they named the second city Voronezh, and the river got its name from the city. However, now many researchers criticize the hypothesis, since in reality neither the name of Voroneg nor the second city was revealed, and usually the names of Russian cities repeated the names of the rivers, but not vice versa.
A comprehensive scientific analysis was conducted in 2015–2016 by the historian Pavel Popov. His conclusion: "Voronezh" is a probable Slavic macrotoponym associated with outstanding signs of nature, has a root voron- (from the proto-Slavic vorn) in the meaning of "black, dark" and the suffix -ezh (-azh, -ozh). It was not “transferred” and in the 8th - 9th centuries it marked a vast territory covered with black forests (oak forests) - from the mouth of the Voronezh river to the Voronozhsky annalistic forests in the middle and upper reaches of the river, and in the west to the Don (many forests were cut down). The historian believes that the main "city" of the early town-planning complex could repeat the name of the region – Voronezh. Now the hillfort is located in the administrative part of the modern city, in the Voronezh upland oak forest. This is one of Europe's largest ancient Slavic hillforts, the area of which – more than 9 hectares – 13 times the area of the main settlement in Kyiv before the baptism of Rus.
In it is assumed that the word "Voronezh" means bluing - a technique to increase the corrosion resistance of iron products. This explanation fits well with the proximity to the ancient city of Voronezh of a large iron deposit and the city of Stary Oskol. As well as the name of Voroneț Monastery known for its blue shade.
Folk etymology claims the name comes from combining the Russian words for raven (ворон) and hedgehog (еж) into Воронеж. According to this explanation two Slavic tribes named after the animals used this combination to name the river which later in turn provided the name for a settlement. There is not believed to be any scientific support for this explanation.
In the 16th century, the Middle Don basin, including the Voronezh river, was gradually conquered by Muscovy from the Nogai Horde (a successor state of the Golden Horde), and the current city of Voronezh was established in 1585 by Feodor I as a fort protecting the Muravsky Trail trade route against the slave raids of the Nogai and Crimean Tatars. The city was named after the river.
17th to 19th centuries
In the 17th century, Voronezh gradually evolved into a sizable town. Weronecz is shown on the Worona river in Resania in Joan Blaeu's map of 1645. Peter the Great built a dockyard in Voronezh where the Azov Flotilla was constructed for the Azov campaigns in 1695 and 1696. This fleet, the first ever built in Russia, included the first Russian ship of the line, Goto Predestinatsia. The Orthodox diocese of Voronezh was instituted in 1682 and its first bishop, Mitrofan of Voronezh, was later proclaimed the town's patron saint.
Owing to the Voronezh Admiralty Wharf, for a short time, Voronezh became the largest city of South Russia and the economic center of a large and fertile region. In 1711, it was made the seat of the Azov Governorate, which eventually morphed into the Voronezh Governorate.
In the 19th century, Voronezh was a center of the Central Black Earth Region. Manufacturing industry (mills, tallow-melting, butter-making, soap, leather, and other works) as well as bread, cattle, suet, and the hair trade developed in the town. A railway connected Voronezh with Moscow in 1868 and Rostov-on-Don in 1871.
Members from the Georgia Air National Guard's 116th Civil Engineering Squadron, headquartered at Robins Air Force Base, board a KC-135 Stratotanker bound for Gallop, N.M., June 5, 2011. The squadron deployed for training to Window Rock, Ariz. where they worked on a construction project for St. Michaels Association for Special Education on the Navajo Nation reservation.
(U.S. Air Force photo by Master Sgt. Roger Parsons/Released)
River Dargle Flood Defence Scheme.
These images were taken during the last full week of September, 2016.
Late afternoon . . . . .
And in the old compound, adjacent to La Vallee, a gathering of 5 Green Mean Machines settles down for the night.
Up close and personal, these are BIG bruisers.
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Volvo A40D
As a preparation for coming emissions regulations the D12D engine was introduced for A35D and A40D. The D12D engine met US (EPA) step 2, California (CARB) step 2 and Europe (EU) step 2 emission standards. Basic specifications such as power and torque are the same for D12C and D12D engines. The production started in November 2004.
In order to meet the Tier 3 / Stage IIIA legislative demands concerning exhaust emissions, a new version of the Volvo D12 engine was developed for A35D and A40D.
The new engine met US (EPA) Tier 3, California (CARB) Tier 3 and Europe (EU) stage IIIA emission standards.
V-ACT (Volvo Advanced Combustions Technology) was implemented on the D12D engines for the US market only as from April 2005 and the EU market started from January 2006. The Tier 2/Step II compliant D12D engine continued to be available for affected markets.
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SPECIFICATION:
Engine -
Make >> Volvo
Model >>> TD 122 KF
Gross Power >> 398 hp / 296.8 kw
Net Power >> 395 hp / 294.6 kw
Power Measured @ 2100 rpm
Displacement >> 732 cu in / 12 L
Torque Measured @ 1400 rpm
Max Torque >> 1228 lb ft / 1665 Nm
Number of Cylinders >> 6
Aspiration >> Turbocharged
Operational -
Fuel Capacity >> 95.1 gal / 360 L
Hydraulic System Fluid Capacity >> 68.7 gal / 260 L
Cooling System Fluid Capacity >> 36.5 gal / 138 L
Engine Oil Capacity >> 10.3 gal / 39 L
Transmission Fluid Capacity >> 10 gal / 38 L
Operating Voltage >> 24 V
Tire Size >> 29.5 R25
Transmission -
Type >> Fully automatic planetary transmission
Number of Forward Gears >> 12
Number of Reverse Gears >> 3
Max Speed >> 32.7 mph / 52.6 km/h
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A Christmas Party in CE DEpartment headed by Prof. Tomas Ganiron Jr
CE Graduates Batch 2001-2002
Arnold M.Duran
Jorlyn J. DelaMAsa
Nelson P. Hernandez
Antonio C. Tan Jr.
Angelo C. Caporal
Cristopher C.Carreon
Paul R. Castro
Catherine D. Chong
Mark Joseph J. Cruto
Oliver Ryan D. Garcia
Francisco C.Joson
Michael. L.Lachica
Christian B.Maximo
Allan F.Sarrol
Arnel C. Talicuran
Ma.Cristina B. Tafalla
Julius M. Tenorio
Maribeth Z. Balingit
Chaona S. Castillejos
Cherlene S.Castro
Warren Roy S.Gatchalian
Philip T.Gregorio
Ruth Ann B.Naces
Richard Harris J.Pamis
Demetrio L. Pilar
Alton John T. Reyes
Joshua John D. Salazar
Cris B. Soriano
Civil Engineering cadets in a Mechanics of Materials class use lab time to test the strength of steel and aluminum rods, carefully measuring them as they are stretched to their breaking point.
U.S. Coast Guard photos by Petty Officer 3rd Class Matthew Thieme.
Structural engineers can help in structural analysis and design of building structure. Our civil engineers work on strength calculation and redesign building structure with planning and modern design according to clients needs.
Firefighters assigned to the 99th Civil Engineering Squadron battle blazes during a live fire training exercise at the aircraft burn trainer March 27, 2014, at Nellis Air Force Base, Nev. The firefighters suppress the flames with a hose attached to a rapid intervention vehicle. The RIV can deliver between 1,300 and 1,500 gallons of water per minute. (U.S. Air Force photo by Airman 1st Class Thomas Spangler)
River Dargle Flood Defence Scheme.
These images were taken during the 4th week of September 2017.
Hard to believe - but I've been recording this project now for 5+ years.
Most of the main civil engineering works have ceased along the Slang/Rehills section of the river bank.
The soil-shifters have finished. The main area of land has been seeded and growth is already happening. In selected areas, plants/shrubs have also been planted.
The plan now will be to allow nature to complete the task of reverting this section back to a wild habitat.
The deer, the foxes, the herons, the raptor birds and other associated wildlife can reclaim the banks . . until the planners decide on their next, belated, unnecessary intervention.
Some remedial work is needed to 'complete' the river edge bank upon removal of the access bridge. This work involves both landscaping and stone barrier protection.
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Between the M11 motorway, and the Upper Dargle Road / Hazelwood areas, a stream has run for many years. As well as running from the Fassroe region (west above the M11) this also funnels much of the water run-off from the motorway itself.
There is a culvert running under the road and draining directly into the river opposite The Slang/Rehills.
A branch also runs parallel and through the Egan Business Park before exiting under the road and into the Dargle close to what is identified in historic Ordnance Survey maps as 'Rose Cottage - Laundry'.
There are plans to lay a proper pipe system to channel this water directly across to the Dargle. No doubt a welcome relief to householders along this stretch of road, given that their properties have been victim to the flash flooding that is happening more often due to changes in the meteorological systems, compounded by developments on the opposite side of the motorway.
The downside of this work is the removal of many trees here, and the consequent unwelcome exposure to said properties.
However, recently the contractors have 'filled-in' a large swathe of the previously cleared opening.
To develop this new pipeline, they need to channel a branch pipe under the Upper Dargle Road, discharging into the adjacent Dargle River itself.
This is not a simple 'cut and fill' overnight operation. They have to excavate deeply, pile-drive the cuttings for support, and lay the pipe sections. The plan here is to close off one lane of the road, at a time, while the work proceeds.
This is quite a busy road, with traffic especially heavy during morning and evening rush hour.
Control traffic lights allow contra-flow systems.
This is causing yet more inconvenience for local residents.
Unfortunately, based on previous bad experience with mindless hooliganism, the temporary compound now requires 24-hour security to protect the assembled machinery.
The Brooklyn Bridge (originally the New York and Brooklyn Bridge) stretches 5,989 feet (1825 m) over the East River (main span of 1,595 feet 6 inches) connecting Manhattan and Brooklyn. On completion, it was the largest suspension bridge in the world--fifty percent longer than any previously built, and the first steel-wire suspension bridge. For several years, the towers were also the tallest structures in the Western Hemipshere.
Designed by an engineering firm owned by John Augustus Roebling, the bridge is built from limestone, granite, and Rosendale natural cement in Gothic style, with characteristic pointed arches above the passageways through the stone towers. Roebling and his firm had built smaller suspension bridges, such as the John A. Roebling Suspension Bridge in Cincinnati, and the Waco Suspension Bridge in Waco, Texas, that served as prototypes for the final design.
Construction began on January 3, 1870 and the bridge was opened on May 24, 1883. On that first day, a total of 1,800 vehicles and 150,300 people crossed. The bridge cost $15.1 million to build and approximately 27 people died during its construction, including Roebling. As construction was beginning, Roebling's foot was injured by a ferry when it crashed into a wharf; within a few weeks, he died of tetanus caused by the amputation of his toes. His son, Washington, succeeded him, but was stricken with caisson disease (decompression sickness, commonly known as 'the bends'), from working in compressed air in caissons, in 1872. His wife, Emily Warren Roebling, became his aide, learning engineering and communicating his wishes to the on-site assistants. A week after the opening, on May 30, a rumor that the Bridge was going to collapse caused a stampede which crushed 12 people.
Bridges were not tested in wind tunnels until the 1950s. Roebling therefore designed the open truss structure supporting the deck to be six times as strong as he guessed it needed to be. A substitution of inferior qualify wire in the cabling, though, left the bridge just four times stronger, though. Either way, Roebling's design has held up in all conditions over the years.
At various times, the bridge has carried horses, subways (until 1944) and trolley streetcars (until 1950), it currently has 6 lanes for motor vehicles, with a separate walkway along the centerline for pedestrians.
The Brooklyn Bridge was designated a landmark by the New York Landmarks Preservation Commission in 1967.
For more of my pictures of the Brooklyn Bridge, click here.
Brooklyn Bridge National Register #66000523