View allAll Photos Tagged Completion
When the Presbyterians established a church in Clewiston, in 1925, it was known simply as Community Church. There were hardly any buildings in town, and ours was the only church.
Originally, Community Church met on Francisco St, in a wood frame school building hastily constructed after a storm washed the original one-room school house away in 1926. When a new brick school building was erected in 1928, the church purchased the old wood-frame school house, and moved it to our current site on Royal Palm Ave.
As the only church in town, Community Church let other denominations use its facility until they had their own. Catholic mass was held here, until completion of St. Margaret’s in 1931. Later, the Epis-copal and Methodist congregations held their services at Community Church.
The present church building was constructed in 1950. That’s also when “Presbyterian” was added to the church’s name. A Sunday School wing was added In 1955, and in 1964 the new Fellowship Hall was completed, on the spot of the original school house chapel, which had become unusable due to termite damage.
In 2012, Community Presbyterian Church began the process of dismissal from the Presbyterian Church USA (PCUSA) through Tropical Florida Presbytery’s Gracious Separation Agreement. On Sunday, October 27, 2013, Community Presbyterian Church was formally transferred from the PCUSA to the Florida Presbytery of the Evangelical Presbyterian Church (EPC).
We are excited to work with those in our community to extend a healing hand and help to grow and expand the love of Christ within this community and abroad. We are hopeful in expanding our reach into the community that it will bring everyone closer together and offer support to those that needs it.
Credit for the data above is given to the following website:
The Chrysler Building strikes, with it’s Art Deco construction of pure brick and stainless steel on the exterior, as an imposing appearance by itself. Rightfully so, as it was the tallest building in the world at completion in 1930. However, when the sun goes down and the lights switch on, the distinctive skyscraper shows it’s true grace. © 2016 Jochen van Dijk Photography. All rights reserved. All photos are for sale and licensing via jochen.photography
Just a few more things to do, skirting boards, pictures on the walls. Also waiting on a chair and rug that I ordered from Etsy
Excerpt from Wikipedia:
The Basilica-Cathedral of St. John the Baptist in St. John's, Newfoundland and Labrador is the metropolitan cathedral of the Roman Catholic Archdiocese of St. John's, Newfoundland and the mother church and symbol of Roman Catholicism in Newfoundland.
The Basilica-Cathedral was the largest building project to its date in Newfoundland history. Construction lasted from the excavation of the ground in May 1839, through the laying of the cornerstone in May 1841, until the completion and consecration on September 9, 1855. At this time, it was the largest church building in North America and remains the second largest in Canada behind Saint Joseph's Oratory in Montreal.
Built between 1839–1855, the basilica is located on the highest ridge overlooking the city of St. John's. The church is not oriented on the liturgically correct east-west axis, but faces toward the narrows that form the entrance to St. John's harbour.
The Basilica-Cathedral of St. John the Baptist is built in the form of a Latin cross and in the Lombard Romanesque style of a Roman basilica. It was designed for Bishop Michael Anthony Fleming by the German architect Ole Joergen Schmidt, though Fleming also seems to have had plans prepared by the distinguished Irish architect John Philpot Jones of Clonmel, County Tipperary, Ireland, and also consulted with James Murphy, a native of Dublin, Ireland on the final plans for the cathedral. Construction was initially supervised by the Waterford contractor Michael McGrath, but later superintended by stonemason and sculptor James Purcell of Cork, Ireland, who also designed and built a small wooden church, Christchurch, for the community of Quidi Vidi near St. John's.
Construction took place under the watchful eye of the Irish-born Bishop Michael Anthony Fleming, the Vicar-Apostolic and first Bishop of Newfoundland and later under the eye of his successor, Bishop John Mullock. The Basilica-Cathedral of St. John the Baptist is unusual among North America's 19th century public buildings in that it was constructed using limestone and granite imported from Galway and Dublin, Ireland, as well as 400,000 bricks from Hamburg, as well as local sandstone quarried from St. John's and Kelly's Island in Conception Bay, giving the Cathedral its characteristic grey colour. During its centenary celebration in 1955, Pope Pius XII raised the cathedral to the rank of minor Basilica.
The St. John's Basilica-Cathedral was contemporary with and part of the great boom in church construction which surrounded the era of Daniel O'Connell and Catholic emancipation in Ireland and Newfoundland. For its day, the St. John's Basilica was the largest Irish cathedral anywhere outside Ireland. No other Irish building in North America can boast of such intimate influences from or upon Ireland, and no other building had such an international reputation in its day.
The Basilica was designated a National Historic Site of Canada in 1983, to recognize its architectural uniqueness as one of the earliest North American examples of the Romanesque revival style, and its central role as the spiritual and cultural home of Newfoundland Roman Catholics. The building has also been designated as a Registered Heritage Structure and Provincial Historic Site by the Heritage Foundation of Newfoundland and Labrador.
Architectural features
The Basilica is built in the Lombard Romanesque style, based on visual features typically associated with the churches of northern Italy.
The Basilica is built of grey limestone and white granite quarried in Galway and Dublin, Ireland and grey sandstone from St. John's and Kelly's Island, Conception Bay, Newfoundland. The exterior is 260 ft (85 m) long and 220 ft (65 m) wide; the two towers rise 150 ft (48 m) from street level. The total capacity of the Basilica is around 2,500 people, though during the visit of Pope John Paul II in September 1984, 3600 educators gathered in the Basilica-Cathedral to greet the Roman Pontiff.
The Altar of Sacrifice, which stands at the front of the Sanctuary, enshrines one of the most revered and valuable pieces of statuary in the Basilica, the The Dead Christ", sculpted in Carrara marble by renowned Irish sculptor John Hogan in 1854. Bishop Fleming left funds and directions in his last will and testament that a "Dead Christ by Hogan" be purchased for the Cathedral, and Bishop Mullock commissioned the statue and had it placed beneath the table of the High Altar on March 19, 1855. The statue is Hogan's greatest masterpiece and is the final of three similar statues created by Hogan in the early 19th century and the only one presently located outside Ireland. The Basilica also features works by Ireland's most eminent expatriate sculptor, John Edward Carew, whose bas-relief The Death of Nelson may be seen on the plinth at the base of Nelson's Column in Trafalgar Square, London.
The Altar of St. Patrick and Altar of St. Brigid, located in the west and east ambulatorys, respectively, are constructed from the same Egyptian travertine that was used by Pope Gregory XVI, to decorate the high altar of the Basilica of St. Paul Outside the Walls in Rome. A small quantity of this stone remained in Rome and, of this, two portions were offered by the Pope to Bishop Mullock, who subsequently brought the stone to St. John's in 1856 to complete the interior of the Basilica.
The East Tower contains nine bells including the largest bell, the St. John Bell, currently in the possession of the Basilica. This two-ton bell was purchased by Bishop Mullock in February, 1850. Struck by James Murphy of Dublin, it was the largest ever cast in Ireland at that time, and won a Gold Medal at the Dublin Exhibition of Irish Manufacturers.
There are eight bells in the West Tower. The three largest bells were cast by James Murphy in 1854 and 1857. The five smaller bells were cast in 1906 by Matthew O'Byrne of the Fountain Head Bell Foundry in Dublin, Ireland.
The Basilica contains twenty-eight beautiful stained glass windows which adorn the upper walls and are of Irish, English and French workmanship. All the windows were the gifts of religious societies, such as the Benevolent Irish Society and mainly date back to the 1850s and 1870s.
In 1955 a great pipe organ from the world-renowned Casavant Frères firm of St-Hyacinthe, Québec was installed as a memorial to the parishioners who died in World War I and World War II. The 66 stop organ with 4,050 pipes is the largest instrument in Newfoundland, and is one of the largest pipe organs east of Montreal.
When completed in 1855, the Basilica of St. John The Baptist was the largest church building in all of North America.
The Basilica is one of the few buildings in St. John's to survive The Great Fire of 1892.
Just after completion of rice planting work, paddy fields look beautiful with fresh and bright green.
A local railway in the photo above is the Mito Line of JR (Japan Rail) East which connects Oyama station and Tomobe station. Distance between two terminals will be approximately 31 miles with 16 stations and the journey takes approximately one hour.
Shortly after their completion, these ships were transferred to Port Arthur on the Pacific Ocean. The Russians had recently “rented” this harbour to the Chinese but Japan considered their presence there a threat (more info about this “mess” on my Youtube documentaries about the First Sino Japanese War).
www.youtube.com/watch?v=rlJXvg2rFqA&t=40s
When the Russo-Japanese War started in 1904, the three Petropavlovsks were the core of the Russian Battleship Fleet and they were widely used in combat. The name ship, Petropavlovsk sunk after striking a Japanese mine on 13 of April, 1904, taking with it the Commander of the Russian Pacific Fleet (Admiral Makarov) and almost 700 men of its crew.
Sevastopol also hit a mine shortly after, but survived and returned to port.
The two surviving ships fought against the Japanese Combined Fleet during the inconclusive Battle of the Yellow Sea and were forced to return to the Port Arthur, were Poltava was destroyed by the massive 280mm Siege guns that the Imperial Japanese Army deployed there.
Sevastopol was moved to a position out of range of those guns but was frequently attacked by Japanese Torpedo-boats for weeks. When Port Arthur surrendered to the Japanese, the crew of the Sevastopol scuttled the ship in deep waters.
Poltava was repaired by the Japanese and renamed Tango, serving with the IJN until 1916 when it was sold back to Russia and renamed “Chesma”. It was destroyed by the British at Murmansk in 1919 during the Russian Revolution.
To know more about the LEGO model, click here for the next photo:
www.flickr.com/photos/einon/50954236142
Eínon
View of Ponte Vecchio, a bridge crossing the Arno River in the city of Florence, from Piazzale Michelangelo, Florence, Tuscany, Italy
Some background information:
The Ponte Vecchio (in English: "Old Bridge") is a medieval stone closed-spandrel segmental arch bridge over the Arno River, noted for still having shops built along it, as was once common. Butchers initially occupied the shops, while the present tenants are jewellers, art dealers and souvenir sellers. Ponte Vecchio is one of the city of Florence’s landmarks and part of the UNESCO World Heritage Site covering the historic centre of Florence. As the pedestrian bridge spans the Arno at its narrowest point, it is believed that already in Roman times a bridge existed at the same spot.
The bridge first appears in a document of 996. After being destroyed by a flood in 1117, it was reconstructed in stone but swept away again in 1333. In 1345, it was rebuilt again. The bridge consists of three segmental arches: the main arch has a span of 30 metres (98 feet), while the two side arches each span 27 metres (89 feet). At the central opening of Ponte Vecchio a little loggia is located, covering the bridge’s weathered dedication stone. It is said that the economic concept of bankruptcy originated here: When a money-changer could not pay his debts, the table on which he sold his wares (the "banco") was physically broken ("rotto") by soldiers, and this practice was called "bancorotto" (in English: "broken table"). Not having a table anymore, the merchant of course was not able to sell anything.
With about 400,000 residents in its city centre and more than 1,520,000 in its metropolitan area, Florence is the capital and also the most populous city of the Italian region of Tuscany. The town lies in a basin formed by several hills. The Arno river, three other minor rivers and some streams flow through its metropolitan area. During the Middle Ages the city was a centre of European trade and finance and one of the wealthiest cities of that era. It is also considered the birthplace of the Renaissance, and has been called "the Athens of the Middle Ages". A turbulent political history includes periods of rule by the powerful Medici family and numerous religious and republican revolutions. From 1865 to 1871 Florence was the capital of the recently established Kingdom of Italy.
The Florentine dialect forms the base of Standard Italian and it became the language of culture throughout Italy due to the prestige of the masterpieces by Dante Alighieri, Petrarch, Giovanni Boccaccio, Niccolò Machiavelli and Francesco Guicciardini, who were all born in the city. Florence attracts millions of tourists each year, and its historic centre was declared a UNESCO World Heritage Site in 1982. The city is noted for its culture, art, architecture and monuments. It contains numerous museums and art galleries, such as the Uffizi Gallery and the Palazzo Pitti. Due to Florence's artistic and architectural heritage, it has been ranked by Forbes as one of the most beautiful cities in the world. Furthermore, Florence is also an important city in Italian fashion, being ranked in the top 15 fashion capitals of the world.
Florence originated as a Roman city. Around 200 BC, the Etruscans initially formed the small settlement of Fiesole, which was destroyed by Lucius Cornelius Sulla in 80 BC in reprisal for supporting the populares faction in Rome. In 59 BC, the present city of Florence was established by Julius Caesar as a settlement for his veteran soldiers. Originally it was named Fluentia, owing to the fact that it was built between two rivers, but its name was later changed to Florentia (in English: "flowering"). Situated along the Via Cassia, the main route between Rome and the north, and within the fertile valley of the Arno, the settlement quickly became an important commercial centre.
In centuries to come, the city was often troubled by warfare between the Ostrogoths and the Byzantines, which may have caused the population to fall to as few as 1,000 people. Peace returned under Lombard rule in the 6th century. In 774, Florence was conquered by Charlemagne and became part of the Duchy of Tuscany, with Lucca as its capital. The population began to grow again and commerce prospered.
Margrave Hugo chose Florence as his residency instead of Lucca at about 1000 AD. The Golden Age of Florentine art began around this time. The city's primary resource was the Arno river, providing power and access for the industry (mainly textile industry), and access to the Mediterranean Sea for international trade. Another great source of strength was its industrious merchant community. The Florentine merchant banking skills became recognised in Europe after they brought decisive financial innovation to medieval fairs, such as bill of exchange and double-entry bookkeeping system.
In 1115, the Republic of Florence originated, when the Florentine people rebelled against the Margraviate of Tuscany upon the death of Matilda of Tuscany, a woman who controlled vast territories that included Florence. The Florentines formed a commune in her successors' place. Subsequently, the early, modern state of the republic was ruled by a council known as the Signoria of Florence. The republic had a checkered history of factions and counter-factions. But in 1434, the Medici faction gained governance of the city under Cosimo de' Medici.
During this first Medici governance, in 1469, Cosimo’s grandson Lorenzo de' Medici assumed the reins of government. Lorenzo was a great patron of the arts, commissioning works by Michelangelo, Leonardo da Vinci and Botticelli. As he was also an accomplished poet and musician himself, he brought composers and singers to Florence too. By contemporary Florentines (and since), he was known as "Lorenzo il Magnifico" (in English: "Lorenzo the Magnificent").
The Medici kept control of Florence until 1494, when Lorenzo’s son Piero II was expelled by the French king Charles VIII, whose army had invaded northern Italy. In 1498, when the Medici were out of power, Niccolò Machiavelli, a diplomat, politician, historian, philosopher, humanist, writer, playwright and poet of the Renaissance period, became secretary to the Second Chancery of the Republic of Florence. His prescriptions for Florence's regeneration under strong leadership have often been seen as a legitimisation of political expediency and even malpractice. In other words, Machiavelli was a political thinker, perhaps most renowned for his political handbook, titled "The Prince", which is about ruling and the exercise of power. Commissioned by the Medici, Machiavelli also wrote the Florentine Histories, the history of the city.
In 1512, Giovanni de' Medici (later Pope Leo X) re-conquered the Republic of Florence. However, Florence repudiated Medici authority for a second time in 1527, during the so-called War of the League of Cognac. But again the Medici re-assumed their rule in 1531 after an 11-month siege of the city. The republican government was disestablished in 1532, when Pope Clement VII appointed Alessandro de' Medici "Duke of the Florentine Republic", making the republic a hereditary monarchy.
In 1569, the Medici became Grand Dukes of Tuscany, ruling for another two centuries. In all Tuscany, only the Republic of Lucca and the Principality of Piombino were independent from Florence. The extinction of the Medici dynasty and the accession in 1737 of Francis Stephen, Duke of Lorraine and husband of Maria Theresa of Austria, led to Tuscany's temporary inclusion in the territories of the Austrian crown. From 1801 to 1807 Florence was the capital of the Napoleonic client state Kingdom of Etruria and from 1808 to the fall of Napoleon in 1814, it was the was the prefecture of the French département of Arno. In 1861, Tuscany became a region of the Kingdom of Italy. In 1865, Florence replaced Turin as Italy's capital, but already six years later, it was superseded by Rome.
After doubling during the 19th century, Florence's population was to triple in the 20th, resulting from growth in tourism, trade, financial services and industry. During World War II the city experienced a year-long German occupation (1943 to 1944) and was declared an open city in late July 1944 as troops of the British 8th Army closed in. The retreating Germans decided to demolish all the bridges along the Arno, making it difficult for troops of the 8th Army to cross. But at the latest moment, the German general was convinced that Ponte Vecchio was not to be destroyed due to its historical value. In November 1966, the Arno flooded parts of the centre, damaging many art treasures.
Today, Florence is known as the "cradle of the Renaissance" for its many Renaissance monuments, churches, and other buildings. 600 years after its completion, the dome, built by Filippo Brunelleschi, is still the largest dome built in brick and mortar in the world. Florence also contains numerous museums and art galleries where some of the world's most important works of art are held. Hence, tourism is, by far, the most important of all industries and most of the Florentine economy relies on the money generated by international arrivals and students studying in the city. The value tourism to the city totalled some 62.5 billion € in 2015 and the number of visitors still increases to the present day.
Completion of the Jefferson Highway through Minnesota and Iowa commemorated on October 28, 1930 here at the interstate border between Gordonsville, MN and Northwood, IA.
I figured after showing you two ends, I would share a middle.
Funny thing is, I have wanted to do a photo series like this using the human body and have just never gotten around to it. Instead, it took a snowshoe trip up to Mirror Lake to find it.
FDC are incredibly excited to announce the completion of the University of Sydney’s Chau Chak Wing Museum.
The Chau Chak Wing Museum is a six-storey development created to consolidate the University’s Macleay, Nicholson and University Art Gallery collections and make possible the showcasing of some of Australia’s most significant artistic, scientific and archaeological artefacts.
The six-storey, 7,700sqm museum boasts eight separate galleries, interactive learning spaces, a café, a gift shop and a secure basement storage facility. A key feature is the striking concrete box structure which cantilevers 14m to the south, overlooking the city skyline.
An incredibly complex project, the structural engineering of the concrete box was an unequivocal mastery of the art. Below the box, additional concrete precast elements were re-engineered to suit the preferred build methodology, and the majority of in-ceiling services were cast-in to the Level 4 concrete slab, meaning all the plasterboard could be deleted; a major achievement.
The unique project also aimed to achieve a 100-year design life of the structure, longevity FDC enacted by galvanising 25% of the reinforcement. These efforts in structural engineering ensure the museum will be of long-term cultural and heritage significance to both the University and the wider community.
The Chau Chak Wing Museum was delivered alongside Johnson Pilton Walker, Northrop, IGS, NDY and Coffey.
The museum was completed to the Gold Level Standard of the University’s Sustainability Framework model, equivalent to the GBCA’s Greenstar rating.
Source:FDC website
Built 1859-62. Completion was delayed by the Civil War. Located at no. 130 Beacon Street.
"Back Bay is an officially recognized neighborhood of Boston, Massachusetts, built on reclaimed land in the Charles River basin. Construction began in 1859, as the demand for luxury housing exceeded the availability in the city at the time, and the area was fully built by around 1900. It is most famous for its rows of Victorian brownstone homes—considered one of the best preserved examples of 19th-century urban design in the United States—as well as numerous architecturally significant individual buildings, and cultural institutions such as the Boston Public Library, and Boston Architectural College. Initially conceived as a residential-only area, commercial buildings were permitted from around 1890, and Back Bay now features many office buildings, including the John Hancock Tower, Boston's tallest skyscraper. It is also considered a fashionable shopping destination (especially Newbury and Boylston Streets, and the adjacent Prudential Center and Copley Place malls) and home to several major hotels.
The Neighborhood Association of the Back Bay considers the neighborhood's bounds to be "Charles River on the North; Arlington Street to Park Square on the East; Columbus Avenue to the New York New Haven and Hartford right-of-way (South of Stuart Street and Copley Place), Huntington Avenue, Dalton Street, and the Massachusetts Turnpike on the South; Charlesgate East on the West."
Boston (US: /ˈbɔːstən/), officially the City of Boston, is the state capital and most populous city of the Commonwealth of Massachusetts, as well as the cultural and financial center of the New England region of the United States. It is the 24th-most populous city in the country. The city boundaries encompass an area of about 48.4 sq mi (125 km2) and a population of 675,647 as of 2020. It is the seat of Suffolk County (although the county government was disbanded on July 1, 1999). The city is the economic and cultural anchor of a substantially larger metropolitan area known as Greater Boston, a metropolitan statistical area (MSA) home to a census-estimated 4.8 million people in 2016 and ranking as the tenth-largest MSA in the country. A broader combined statistical area (CSA), generally corresponding to the commuting area and including Providence, Rhode Island, is home to approximately 8.2 million people, making it the sixth most populous in the United States.
Boston is one of the oldest municipalities in America, founded on the Shawmut Peninsula in 1630 by Puritan settlers from the English town of the same name. It was the scene of several key events of the American Revolution and the nation's founding, such as the Boston Massacre, the Boston Tea Party, the Battle of Bunker Hill, and the siege of Boston. Upon American independence from Great Britain, the city continued to be an important port and manufacturing hub as well as a center for education and culture. The city has expanded beyond the original peninsula through land reclamation and municipal annexation. Its rich history attracts many tourists, with Faneuil Hall alone drawing more than 20 million visitors per year. Boston's many firsts include the United States' first public park (Boston Common, 1634), first public or state school (Boston Latin School, 1635) first subway system (Tremont Street subway, 1897), and first large public library (Boston Public Library, 1848).
Today, Boston is a center of scientific research; the area's many colleges and universities, notably Harvard and MIT, make it a world leader in higher education, including law, medicine, engineering and business, and the city is considered to be a global pioneer in innovation and entrepreneurship, with nearly 5,000 startups. Boston's economic base also includes finance, professional and business services, biotechnology, information technology, and government activities. Boston is a hub for LGBT culture and LGBT activism in the United States. Households in the city claim the highest average rate of philanthropy in the United States. Boston businesses and institutions rank among the top in the country for environmental sustainability and new investment." - info from Wikipedia.
The fall of 2022 I did my 3rd major cycling tour. I began my adventure in Montreal, Canada and finished in Savannah, GA. This tour took me through the oldest parts of Quebec and the 13 original US states. During this adventure I cycled 7,126 km over the course of 2.5 months and took more than 68,000 photos. As with my previous tours, a major focus was to photograph historic architecture.
Now on Instagram.
Not an ideal livery they picked but at least something new with more POWER & Comfort this time! Welcome aboard everyone!
Citi Transport Tours 2188
Chaney's Corner, Christchurch Northern Motorway.
"Fanfare" is a large-scale work by Christchurch artist Neil Dawson (he who created "Chalice" in Cathedral Square).
It is 20m in diameter, 25 tonnes and is covered by 360 separate 1m-round wind-powered 'pinwheels' (all independently attached and lit up for special occasions on the calendar).
"Fanfare" was originally commissioned by Sydney, Australia, for its 2005 New Year celebrations. It was raised from a barge at midnight and suspended from its Harbour Bridge for three weeks. Then in 2007, Sydney gifted it to Christchurch...
Now this giant bauble is being installed beside the northern entrance to the city. Total asset cost: $3.3 million.
Architect: Kingo Tatsuno 辰野金吾
Location: Chiyoda-ku, Tokyo, Japan
Completion year: 1914, 2012 (restored)
Today I was trying to shoot some pictures, but it was a cloudy and dark afternoon, and there wasn't enough light to expose the 1/125s ISO50 scanner.
Maybe tomorrow I'll be more lucky.
BTW, I know, the painted body is not very good looking: I have to think about a good finish for the body and lens.
I had to take away the battery slot and open a big window on the back, to have access to the components while it's running, so now the body is set up for quick checks and easy adjusting. When the camera will be really completed, will be the time to think about the look of the body, so don't worry about the strange screws and bolts...
The third cable coming from the body is for the live view.
The former Elizabethan Open Air School
Broomhouse Lane, now awaiting the completion of development work
Following closure of the School, the premises were used for a lengthy period as a youth club, originally known as the Eight Feathers Club, latterly as the Castle Club. The south wing and pavilion of the original buildings were separated and renamed Sulivan House.
The youth club closed in 2007 and the premises deemed surplus to the needs of the Hammersmith & Fulham Council. They were put up for sale for £4m.
Completion: 2016
Floor area/size: 14096 m2
Architect: UNStudio
Contractor: G&S Bouw
Client: HIH Global Invest
This is the first time I have ever done anything like this. I have thoroughly enjoyed this whole experience and have had a fabulous month of music and fun, but most of all, have had a wonderful time with you all!! You Guys really rock!
Burj Khalifa (Arabic: برج خليفة "Khalifa Tower"),[8] known as Burj Dubai prior to its inauguration, is a skyscraper in Dubai, United Arab Emirates, and is currently the tallest man-made structure yet, at 828 m (2,717 ft).[8] Construction began on 21 September 2004, with the exterior of the structure completed on 1 October 2009. The building officially opened on 4 January 2010,[1][9] and is part of the new 2 km2 (490-acre) flagship development called Downtown Dubai at the 'First Interchange' along Sheikh Zayed Road, near Dubai's main business district.
The tower's architecture and engineering were performed by Skidmore, Owings and Merrill of Chicago, with Adrian Smith as chief architect, and Bill Baker as chief structural engineer.[10][11] The primary contractor was Samsung C&T of South Korea.[12]
The total cost for the project was about US$1.5 billion; and for the entire "Downtown Dubai" development, US$20 billion.[13] In March 2009, Mohamed Ali Alabbar, chairman of the project's developer, Emaar Properties, said office space pricing at Burj Khalifa reached US$4,000 per sq ft (over US$43,000 per m²) and the Armani Residences, also in Burj Khalifa, sold for US$3,500 per sq ft (over US$37,500 per m²).[14]
The project's completion coincided with the global financial crisis of 2007–2010, and with vast overbuilding in the country, led to high vacancies and foreclosures.[15] With Dubai mired in debt from its huge ambitions, the government was forced to seek multibillion dollar bailouts from its oil rich neighbor Abu Dhabi. Subsequently, in a surprise move at its opening ceremony, the tower was renamed Burj Khalifa, said to honour the UAE President Khalifa bin Zayed Al Nahyan for his crucial support.
ConceptionBurj Khalifa has been designed to be the centrepiece of a large-scale, mixed-use development that would include 30,000 homes, nine hotels such as The Address Downtown Dubai, 3 hectares (7.4 acres) of parkland, at least 19 residential towers, the Dubai Mall, and the 12-hectare (30-acre) man-made Burj Khalifa Lake.
The building has returned the location of Earth's tallest freestanding structure to the Middle East where the Great Pyramid of Giza claimed this achievement for almost four millennia before being surpassed in 1311 by Lincoln Cathedral in England.
The decision to build Burj Khalifa is reportedly based on the government's decision to diversify from an oil based economy to one that is service and tourism based. According to officials, it is necessary for projects like Burj Khalifa to be built in the city to garner more international recognition, and hence investment. "He (Sheikh Mohammed bin Rashid Al Maktoum) wanted to put Dubai on the map with something really sensational," said Jacqui Josephson, a tourism and VIP delegations executive at Nakheel Properties
Nikon D90 / Manual / 0.25 sec / f/3.5 / ISO 1000
Aga cookers are simply the best! Old fashioned in style and concept, after twenty years of constant, perfect service, cooking the food and heating the kitchen (Zac the dog's favourite thing) ours needed a new part, and so was inoperative for some time. These two snaps are a celebration of it's return to normal service. Whilst (modestly - hah!) I've kept us well-fed using the microwave, an old camping stove, and a borrowed ceramic hob, NOTHING makes toast like an Aga! Breakfast on a sunny morning in spring! Yum!
Previously the plate looked like this: flic.kr/p/FknJ8r
Following the completion of the 466's HV refurbishments, it's now the turn of the DW's to finally be done, and the first batch of Gemini 2 DW's from TC to be refurbished by Hants and Dorset Trim. DW553 (LJ13CEA) was the second DW to be done and is pictured in Sanderstead on route 412
Completion of the Great Northern Railway and the railroad’s promotion of dryland farming in the American West drew homesteaders to this isolated stretch of Montana’s northern plains. Prominent among these settlers during the homesteading boom of the 1910s were Norwegian immigrants, who brought their Lutheran faith to this far-away place. As early as 1911, a circuit rider from Conrad provided Lutheran services, binding together the small, remote community.
7AM Before final cut was made. 9:30AM truss well on its way down at 28' per hour. 12:30PM completion of horizontal lowering phase, tug Stacy has arrived. 1:30PM after West end was lowered further to match the angle of the barge which is tilted to keep the east (left) end clear of the riverbed which was only a few feet below. Next week the west most truss will be cut and removed, with the two center trusses removed in the two weeks after that. Follow the progress live and via time-lapses at Sellwood Bridge webcam page. NB47358,75,84,94
The Postcard
A postally unused postcard that was published prior to 1995 by City Merchandise of 68, 34th. Street, Brooklyn, N.Y. The card has a divided back.
The photography was by Alan Schein.
On the back of the card is printed:
'Manhattan and Brooklyn
Bridges. New York.'
NYC - The World Trade Center 1973 - 2001
The original World Trade Center was a large complex of seven buildings in the Financial District of Lower Manhattan, New York City. It opened on April 4, 1973, and was destroyed in 2001 during the September 11 attacks.
At the time of their completion, the Twin Towers—the original 1 World Trade Center (the North Tower), at 1,368 feet (417 m); and 2 World Trade Center (the South Tower), at 1,362 feet (415.1 m)—were the tallest buildings in the world.
Other buildings in the complex included the Marriott World Trade Center (3 WTC), 4 WTC, 5 WTC, 6 WTC, and 7 WTC. The complex contained 13,400,000 square feet (1,240,000 m2) of office space. That's a lot of space - 308 acres.
The core complex was built between 1966 and 1975, at a cost of $400 million (equivalent to $2.27 billion in 2018).
During its existence, the World Trade Center experienced several major incidents, including a fire on the 13th. February 1975, a bombing on the 26th. February 1993, and a bank robbery on the 14th. January 1998.
In 1998, the Port Authority of New York and New Jersey decided to privatize it by leasing the buildings to a private company to manage. It awarded the lease to Silverstein Properties in July 2001.
The 9/11 Attacks
On the morning of the 11th. September 2001, Al-Qaeda-affiliated hijackers flew two Boeing 767 jets into the Twin Towers within minutes of each other; two hours later, both towers collapsed. The attacks killed 2,606 people in the towers and their vicinity, as well as all 157 on board the two aircraft.
Falling debris from the towers, combined with fires that the debris initiated in several surrounding buildings, led to the partial or complete collapse of all the buildings in the complex, and caused catastrophic damage to ten other large structures in the surrounding area.
Subsequent Developments
The clean-up and recovery process at the World Trade Center site took eight months, during which the remains of the other buildings were demolished.
A new World Trade Center complex is being built (2020) with six new skyscrapers and several other buildings, many of which are complete. A memorial and museum to those killed in the attacks, a new rapid transit hub, and an elevated park have been opened.
One World Trade Center, the tallest building in the Western Hemisphere at 1,776 feet (541 m) and the lead building for the new complex, was completed in May 2013, and opened in November 2014.
During its existence prior to 2001, the World Trade Center was an icon of New York City. It had a major role in popular culture, and according to one estimate was depicted in 472 films. Following the World Trade Center's destruction, mentions of the complex were altered or deleted, and several dozen "memorial films" were created.
For details of the earlier 1993 bomb attack on the WTC, please search for the tag 79CMP42
Economic Effects of the September 11 Attacks
The September 11 attacks in 2001 were followed by initial shocks causing global stock markets to drop sharply. The attacks themselves resulted in approximately $40 billion in insurance losses, making it one of the largest insured events ever.
-- Financial markets
On Tuesday, September 11, 2001, the opening of the New York Stock Exchange (NYSE) was delayed after the first plane crashed into the World Trade Center's North Tower, and trading for the day was canceled after the second plane crashed into the South Tower.
The NASDAQ also canceled trading. The New York Stock Exchange Building was then evacuated as well as nearly all banks and financial institutions on Wall Street and in many cities across the country.
The London Stock Exchange and other stock exchanges around the world were also closed down and evacuated in fear of follow-up terrorist attacks.
The New York Stock Exchange remained closed until the following Monday. This was only the third time in history that the NYSE experienced prolonged closure, the first time being during the early months of the Great War, and the second in March 1933 during the Great Depression.
Trading on the United States bond market also ceased; the leading government bond trader, Cantor Fitzgerald, was based in the World Trade Center. The New York Mercantile Exchange was also closed for a week after the attacks.
The Federal Reserve issued a statement, saying:
"We are open and operating. The
discount window is available to
meet liquidity needs."
The Federal Reserve added $100 billion in liquidity per day during the three days following the attack in order to help avert a financial crisis.
Gold prices spiked upwards, from $215.50 to $287 an ounce in London trading. Oil prices also spiked upwards. Gas prices in the United States also briefly shot up, though the spike in prices lasted only about one week.
Currency trading continued, with the United States dollar falling sharply against the Euro, British pound, and Japanese yen.
The next day, European stock markets fell sharply, including declines of 4.6% in Spain, 8.5% in Germany, and 5.7% on the London Stock Exchange.
Stocks in the Latin American markets also plunged, with a 9.2% drop in Brazil, 5.2% drop in Argentina, and 5.6% decline in Mexico, before trading was halted.
-- Effect on Economic Sectors
In international and domestic markets, stocks of companies in some sectors were hit particularly hard. Travel and entertainment stocks fell, while communications, pharmaceutical and military/defense stocks rose. Online travel agencies particularly suffered, as they cater to leisure travel.
-- Insurance Consequences of the Attacks
Insurance losses due to 9/11 were more than one and a half times greater than what was previously the largest disaster (Hurricane Andrew) in terms of losses.
The losses included business interruption ($11.0 billion), property ($9.6 billion), liability ($7.5 billion), workers compensation ($1.8 billion), and others ($2.5 billion).
The firms with the largest losses included Berkshire Hathaway, Lloyd's, Swiss Re, and Munich Re, all of which are reinsurers, with more than $2 billion in losses for each.
Shares of major reinsurers, including Swiss Re and Baloise Insurance Group dropped by more than 10%, while shares of Swiss Life dropped 7.8%.
Although the insurance industry held reserves that covered the 9/11 attacks, insurance companies were reluctant to continue providing coverage for future terrorist attacks. Only a few insurers continue to offer such coverage.
-- Consequences for Airlines and Aviation
Flights were grounded in various places across the United States and Canada that did not necessarily have operational support in place, such as dedicated ground crews.
A large number of transatlantic flights landed in Gander, Newfoundland and in Halifax, Nova Scotia, with the logistics handled by Transport Canada in Operation Yellow Ribbon.
In order to help with the immediate needs of victims' families, United Airlines and American Airlines both provided initial payments of $25,000. The airlines were also required to refund ticket purchases for anyone unable to fly.
The 9/11 attacks compounded financial troubles that the airline industry was already experiencing before the attacks. Share prices of airlines and airplane manufacturers plummeted after the attacks.
Midway Airlines, already on the brink of bankruptcy, shut down operations almost immediately afterward. Swissair, unable to make payments to creditors on its large debt was grounded on the 2nd. October 2001 and later liquidated.
Other airlines were threatened with bankruptcy, and tens of thousands of layoffs were announced in the week following the attacks. To help the industry, the federal government provided an aid package, including $10 billion in loan guarantees, along with $5 billion for short-term assistance.
The reduction in air travel demand caused by the attack is also seen as a contributory reason for the retirement of the only supersonic aircraft in service at the time, Concorde.
-- Effects of the Attacks on Tourism
Tourism in New York City plummeted, causing massive losses in a sector that employed 280,000 people and generated $25 billion per year.
In the week following the attack, hotel occupancy fell below 40%, and 3,000 employees were laid off.
Tourism, hotel occupancy, and air travel also fell drastically across the nation. The reluctance to fly may have been due to increased fear of a repeat attack. Suzanne Thompson, Professor of Psychology at Pomona College, conducted interviews with 501 people who were not direct victims of 9/11.
From this, she concluded that:
"Most participants felt more distress
(65%) and a stronger fear of flying
(55%) immediately after the event
than they did before the attacks."
-- Effects on Security
Since the 9/11 attacks, substantial resources have been put in place in the US towards improving security, in the areas of homeland security, national defense, and in the private sector.
-- Effects on New York City
In New York City, approximately 430,000 jobs were lost, and there were $2.8 billion in lost wages over the three months following the 9/11 attacks. The economic effects were mainly focused on the city's export economy sectors.
The GDP for New York City was estimated to have declined by $30.3 billion over the final three months of 2001 and all of 2002.
The Federal government provided $11.2 billion in immediate assistance to the Government of New York City in September 2001, and $10.5 billion in early 2002 for economic development and infrastructure needs.
The 9/11 attacks also had great impact on small businesses in Lower Manhattan, located near the World Trade Center. Approximately 18,000 small businesses were destroyed or displaced after the attacks.
The Small Business Administration provided loans as assistance, while Community Development Block Grants and Economic Injury Disaster Loans were used by the Federal Government to provide assistance to small business affected by the 9/11 attacks.
-- Other Effects of the Attacks
The September 11 attacks also led directly to the U.S. war in Afghanistan, as well as additional homeland security spending.
The attacks were also cited as a rationale for the Iraq war.
The cost of the two wars so far has surpassed $6 trillion.
More on 9/11 below.
Brooklyn Bridge
The Brooklyn Bridge (behind Manhattan Bridge in the photograph) is a hybrid cable-stayed/suspension bridge. Opened on the 24th. May 1883, the Brooklyn Bridge was the first fixed crossing of the East River.
It was also the longest suspension bridge in the world at the time of its opening, with a main span of 1,595.5 feet (486.3 m).
The bridge was designed by John A. Roebling. The project's chief engineer, his son Washington Roebling, contributed further design work, assisted by the latter's wife, Emily Warren Roebling.
Construction started in 1870, with the Tammany Hall-controlled New York Bridge Company overseeing construction, although numerous controversies and the novelty of the design prolonged the project over thirteen years.
Since opening, the Brooklyn Bridge has undergone several reconfigurations, having carried horse-drawn vehicles and elevated railway lines until 1950.
To alleviate increasing traffic flows, additional bridges and tunnels were built across the East River.
The Brooklyn Bridge is the southernmost of the four toll-free vehicular bridges connecting Manhattan Island and Long Island, with the Manhattan Bridge, the Williamsburg Bridge, and the Queensboro Bridge to the north. Only passenger vehicles and pedestrian and bicycle traffic are permitted.
A major tourist attraction since its opening, the Brooklyn Bridge has become an icon of New York City. Over the years, the bridge has been used as the location for various stunts and performances, as well as several crimes and attacks.
Following gradual deterioration, the Brooklyn Bridge has been renovated several times, including in the 1950's, 1980's, and 2010's.
Description of Brooklyn Bridge
The Brooklyn Bridge, an early example of a steel-wire suspension bridge, uses a hybrid cable-stayed/suspension bridge design, with both vertical and diagonal suspender cables.
Its stone towers are neo-Gothic, with characteristic pointed arches. The New York City Department of Transportation (NYCDOT), which maintains the bridge, says that its original paint scheme was "Brooklyn Bridge Tan" and "Silver", although a writer for The New York Post states that it was originally entirely "Rawlins Red".
The Deck of the Brooklyn Bridge
To provide sufficient clearance for shipping in the East River, the Brooklyn Bridge incorporates long approach viaducts on either end to raise it from low ground on both shores.
Including approaches, the Brooklyn Bridge is a total of 6,016 feet (1,834 m) long. The main span between the two suspension towers is 1,595.5 feet (486.3 m) long, and 85 feet (26 m) wide.
The bridge elongates and contracts between the extremes of temperature from 14 to 16 inches. Navigational clearance is 127 ft (38.7 m) above mean high water. A 1909 Engineering Magazine article said that, at the center of the span, the height could fluctuate by more than 9 feet (2.7 m) due to temperature and traffic loads.
At the time of construction, engineers had not yet discovered the aerodynamics of bridge construction, and bridge designs were not tested in wind tunnels.
It was coincidental that the open truss structure supporting the deck is, by its nature, subject to fewer aerodynamic problems. This is because John Roebling designed the Brooklyn Bridge's truss system to be six to eight times stronger than he thought it needed to be.
However, due to a supplier's fraudulent substitution of inferior-quality cable in the initial construction, the bridge was reappraised at the time as being only four times as strong as necessary.
The Brooklyn Bridge can hold a total load of 18,700 short tons, a design consideration from when it originally carried heavier elevated trains.
An elevated pedestrian-only promenade runs in between the two roadways and 18 feet (5.5 m) above them. The path is 10 to 17 feet (3.0 to 5.2 m) wide. The iron railings were produced by Janes & Kirtland, a Bronx iron foundry that also made the United States Capitol dome and the Bow Bridge in Central Park.
The Cables of Brooklyn Bridge
The Brooklyn Bridge contains four main cables, which descend from the tops of the suspension towers and support the deck. Each main cable measures 15.75 inches (40.0 cm) in diameter, and contains 5,282 parallel, galvanized steel wires wrapped closely together. These wires are bundled in 19 individual strands, with 278 wires to a strand.
This was the first use of bundling in a suspension bridge, and took several months for workers to tie together. Since the 2000's, the main cables have also supported a series of 24-watt LED lighting fixtures, referred to as "necklace lights" due to their shape.
1,520 galvanized steel wire suspender cables hang downward from the main cables.
Brooklyn Bridge Anchorages
Each side of the bridge contains an anchorage for the main cables. The anchorages are limestone structures located slightly inland, measuring 129 by 119 feet (39 by 36 m) at the base and 117 by 104 feet (36 by 32 m) at the top.
Each anchorage weighs 60,000 short tons. The Manhattan anchorage rests on a foundation of bedrock, while the Brooklyn anchorage rests on clay.
The anchorages contain numerous passageways and compartments. Starting in 1876, in order to fund the bridge's maintenance, the New York City government made the large vaults under the bridge's Manhattan anchorage available for rent, and they were in constant use during the early 20th. century.
The vaults were used to store wine, as they maintained a consistent 60 °F (16 °C) temperature due to a lack of air circulation. The Manhattan vault was called the "Blue Grotto" because of a shrine to the Virgin Mary next to an opening at the entrance.
The vaults were closed for public use in the late 1910's and 1920's during the Great War and Prohibition, but were reopened thereafter.
When New York magazine visited one of the cellars in 1978, it discovered a fading inscription on a wall reading:
"Who loveth not wine, women and song,
he remaineth a fool his whole life long."
Leaks found within the vault's spaces necessitated repairs during the late 1980's and early 1990's. By the late 1990's, the chambers were being used to store maintenance equipment.
The Towers of the Brooklyn Bridge
The bridge's two suspension towers are 278 feet (85 m) tall, with a footprint of 140 by 59 feet (43 by 18 m) at the high water line.
They are built of limestone, granite, and Rosendale cement. The limestone was quarried at the Clark Quarry in Essex County, New York. 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.
The Manhattan tower contains 46,945 cubic yards (35,892 m3) of masonry, while the Brooklyn tower has 38,214 cubic yards (29,217 m3) of masonry.
Each tower contains a pair of Gothic Revival pointed arches, through which the roadways run. The arch openings are 117 feet (36 m) tall and 33.75 feet (10.29 m) wide.
The Brooklyn Bridge Caissons
The towers rest on underwater caissons made of southern yellow pine. Both caissons contain interior spaces that were used by construction workers. The Manhattan side's caisson is slightly larger, measuring 172 by 102 feet (52 by 31 m) and located 78.5 feet (23.9 m) below high water, while the Brooklyn side's caisson measures 168 by 102 feet (51 by 31 m) and is located 44.5 feet (13.6 m) below high water.
The caissons were designed to hold at least the weight of the towers which would exert a pressure of 5 short tons per square foot when fully built, but the caissons were over-engineered for safety.
During an accident on the Brooklyn side, when air pressure was lost and the partially-built towers dropped full-force down, the caisson sustained an estimated pressure of 23 short tons per square foot with only minor damage. Most of the timber used in the bridge's construction, including in the caissons, came from mills at Gascoigne Bluff on St. Simons Island, Georgia.
The Brooklyn side's caisson, which was built first, originally had a height of 9.5 feet (2.9 m) and a ceiling composed of five layers of timber, each layer 1 foot (0.30 m) tall. Ten more layers of timber were later added atop the ceiling, and the entire caisson was wrapped in tin and wood for further protection against flooding.
The thickness of the caisson's sides was 8 feet (2.4 m) at both the bottom and the top. The caisson had six chambers: two each for dredging, supply shafts, and airlocks.
The caisson on the Manhattan side was slightly different because it had to be installed at a greater depth. To protect against the increased air pressure at that depth, the Manhattan caisson had 22 layers of timber on its roof, seven more than its Brooklyn counterpart had. The Manhattan caisson also had fifty 4-inch (10 cm)-diameter pipes for sand removal, a fireproof iron-boilerplate interior, and different airlocks and communication systems.
History of the Brooklyn Bridge
Proposals for a bridge between the then-separate cities of Brooklyn and New York had been suggested as early as 1800. At the time, the only travel between the two cities was by a number of ferry lines.
Engineers presented various designs, such as chain or link bridges, though these were never built because of the difficulties of constructing a high enough fixed-span bridge across the extremely busy East River.
There were also proposals for tunnels under the East River, but these were considered prohibitively expensive. The current Brooklyn Bridge was conceived by German immigrant John Augustus Roebling in 1852.
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.
In February 1867, the New York State Senate passed a bill that allowed the construction of a suspension bridge from Brooklyn to Manhattan.
Two months later, the New York and Brooklyn Bridge Company was incorporated. There were twenty trustees in total: eight each appointed by the mayors of New York and Brooklyn, as well as the mayors of each city and the auditor and comptroller of Brooklyn.
The company was tasked with constructing what was then known as the New York and Brooklyn Bridge. Alternatively, the span was just referred to as the "Brooklyn Bridge", a name originating in a 25th. January 1867 letter to the editor of the Brooklyn Daily Eagle.
The act of incorporation, which became law on the 16th. April 1867, authorized the cities of New York (now Manhattan) and Brooklyn to subscribe to $5 million in capital stock, which would fund the bridge's construction.
Roebling was subsequently named as the main engineer of the work, and by September 1867, he had presented a master plan of a bridge that would be longer and taller than any suspension bridge previously built.
It would incorporate roadways and elevated rail tracks, whose tolls and fares would provide the means to pay for the bridge's construction. It would also include a raised promenade that served as a leisurely pathway.
The proposal received much acclaim in both cities, and residents predicted that the New York and Brooklyn Bridge's opening would have as much of an impact as the Suez Canal, the first transatlantic telegraph cable, or the first transcontinental railroad.
By early 1869, however, some individuals started to criticize the project, saying either that the bridge was too expensive, or that the construction process was too difficult.
To allay concerns about the design of the New York and Brooklyn Bridge, Roebling set up a "Bridge Party" in March 1869, where he invited engineers and members of U.S. Congress to see his other spans. Following the bridge party in April, Roebling and several engineers conducted final surveys.
During these surveys, it was determined that the main span would have to be raised from 130 to 135 feet (40 to 41 m), requiring several changes to the overall design.
In June 1869, while conducting these surveys, 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 resulted in his death the following month.
Washington Roebling, John Roebling's 32-year-old son, was then hired to fill his father's role. When the younger Roebling was hired, Tammany Hall leader William M. Tweed also became involved in the bridge's construction because, as a major landowner in New York City, he had an interest in the project's completion.
The New York and Brooklyn Bridge Company - later known simply as the New York Bridge Company - was actually overseen by Tammany Hall, and it approved Roebling's plans and designated him as chief engineer of the project.
Construction of the Brooklyn Bridge
The Caissons
Construction of the Brooklyn Bridge began on the 2nd. January 2, 1870. The first work entailed the construction of two caissons, upon which the suspension towers would be built.
A caisson is a large watertight chamber, open at the bottom, from which the water is kept out by air pressure and in which construction work may be carried out under water.
The Brooklyn side's caisson was built at the Webb & Bell shipyard in Greenpoint, Brooklyn, and was launched into the river on the 19th. March 1870. Compressed air was pumped into the caisson, and workers entered the space to dig the sediment until it sank to the bedrock. As one sixteen-year-old from Ireland, Frank Harris, described the fearful experience:
"The six of us were working naked to the waist
in the small iron chamber with the temperature
of about 80 degrees Fahrenheit.
In five minutes the sweat was pouring from us,
and all the while we were standing in icy water
that was only kept from rising by the terrific
pressure. No wonder the headaches were
blinding."
Once the caisson had reached the desired depth, it was to be filled in with vertical brick piers and concrete. However, due to the unexpectedly high concentration of large boulders on the riverbed, the Brooklyn caisson took several months to sink to the desired depth.
Furthermore, in December 1870, its timber roof caught fire, delaying construction further. The "Great Blowout", as the fire was called, delayed construction for several months, since the holes in the caisson had to be repaired.
On the 6th. March 1871, the repairs were finished, and the caisson had reached its final depth of 44.5 feet (13.6 m); it was filled with concrete five days later. Overall, about 264 individuals were estimated to have worked in the caisson every day, but because of high worker turnover, the final total was thought to be about 2,500 men.
In spite of this, only a few workers were paralyzed. At its final depth, the caisson's air pressure was 21 pounds per square inch. Normal air pressure is 14.7 psi.
The Manhattan side's caisson was the next structure to be built. To ensure that it would not catch fire like its counterpart had, the Manhattan caisson was lined with fireproof plate iron.
It was launched from Webb & Bell's shipyard on the 11th. May 1871, and maneuvered into place that September.
Due to the extreme underwater air pressure inside the much deeper Manhattan caisson, many workers became sick with "the bends" - decompression sickness - during this work, despite the incorporation of airlocks (which were believed to help with decompression sickness at the time).
This condition was unknown at the time, and was first called "caisson disease" by the project physician, Andrew Smith. Between the 25th. January and the 31st. May 1872, Smith treated 110 cases of decompression sickness, while three workers died from the condition.
When iron probes underneath the Manhattan caisson found the bedrock to be even deeper than expected, Washington Roebling halted construction due to the increased risk of decompression sickness.
After the Manhattan caisson reached a depth of 78.5 feet (23.9 m) with an air pressure of 35 pounds per square inch, Washington deemed the sandy subsoil overlying the bedrock 30 feet (9.1 m) beneath to be sufficiently firm, and subsequently infilled the caisson with concrete in July 1872.
Washington Roebling himself suffered a paralyzing injury as a result of caisson disease shortly after ground was broken for the Brooklyn tower foundation.
His debilitating condition left him unable to supervise the construction in person, so he designed the caissons and other equipment from his apartment, directing the completion of the bridge through a telescope in his bedroom.
His wife, Emily Warren Roebling, not only provided written communications between her husband and the engineers on site, but also understood mathematics, calculations of catenary curves, strengths of materials, bridge specifications, and the intricacies of cable construction.
She spent the next 11 years helping supervise the bridge's construction, taking over much of the chief engineer's duties, including day-to-day supervision and project management.
The Towers of the Brooklyn Bridge
After the caissons were completed, piers were constructed on top of each of them upon which masonry towers would be built. The towers' construction was a complex process that took four years.
Since the masonry blocks were heavy, the builders transported them to the base of the towers using a pulley system with a continuous 1.5-inch (3.8 cm)-diameter steel wire rope, operated by steam engines at ground level.
The blocks were then carried up on a timber track alongside each tower and maneuvered into the proper position using a derrick atop the towers. The blocks sometimes vibrated the ropes because of their weight, but only once did a block fall.
Construction of the suspension towers started in mid-1872, and by the time work was halted for the winter in late 1872, parts of each tower had already been built. By mid-1873, there was substantial progress on the towers' construction.
The arches of the Brooklyn tower were completed by August 1874. The tower was substantially finished by December 1874, with the erection of saddle plates for the main cables at the top of the tower.
The last stone on the Brooklyn tower was raised in June 1875, and the Manhattan tower was completed in July 1876.
The work was dangerous: by 1876, three workers had died having fallen from the towers, while nine other workers were killed in other accidents.
By 1875, while the towers were being constructed, the project had depleted its original $5 million budget. Two bridge commissioners, one each from Brooklyn and Manhattan, petitioned New York state lawmakers to allot another $8 million for construction. Legislators authorized the money on condition that the cities would buy the stock of Brooklyn Bridge's private stockholders.
Work proceeded concurrently on the anchorages on each side. The Brooklyn anchorage broke ground in January 1873 and was substantially completed by August 1875.
The Manhattan anchorage was built in less time. Having started in May 1875, it was mostly completed by July 1876. The anchorages could not be fully completed until the main cables were spun, at which point another 6 feet (1.8 m) would be added to the height of each 80-foot (24 m) anchorage.
The Brooklyn Bridge Cables
The first temporary wire was stretched between the towers on the 15th. August 1876, using chrome steel provided by the Chrome Steel Company of Brooklyn. The wire was then stretched back across the river, and the two ends were spliced to form a traveler, a lengthy loop of wire connecting the towers, which was driven by a 30 horsepower (22 kW) steam hoisting engine at ground level.
The wire was one of two that were used to create a temporary footbridge for workers while cable spinning was ongoing. The next step was to send an engineer across the completed traveler wire in a boatswain's chair slung from the wire, to ensure it was safe enough.
The bridge's master mechanic, E. F. Farrington, was volunteered for this task, and an estimated crowd of 10,000 people on both shores watched him cross.
A second traveler wire was then stretched across the span. The temporary footbridge, located some 60 feet (18 m) above the elevation of the future deck, was completed in February 1877.
By December 1876, a steel contract for the permanent cables still had not been awarded. There was disagreement over whether the bridge's cables should use the as-yet-untested Bessemer steel, or the well-proven crucible steel.
Until a permanent contract was awarded, the builders ordered 30 short tons of wire in the interim, 10 tons each from three companies, including Washington Roebling's own steel mill in Brooklyn.
In the end, it was decided to use number 8 Birmingham gauge (approximately 4 mm or 0.165 inches in diameter) crucible steel, and a request for bids was distributed, to which eight companies responded.
In January 1877, a contract for crucible steel was awarded to J. Lloyd Haigh, who was associated with bridge trustee Abram Hewitt, whom Roebling distrusted.
The spinning of the wires required the manufacture of large coils of it which were galvanized but not oiled when they left the factory. The coils were delivered to a yard near the Brooklyn anchorage. There they were dipped in linseed oil, hoisted to the top of the anchorage, dried out and spliced into a single wire, and finally coated with red zinc for further galvanizing.
There were thirty-two drums at the anchorage yard, eight for each of the four main cables. Each drum had a capacity of 60,000 feet (18,000 m) of wire. The first experimental wire for the main cables was stretched between the towers on the 29th. May 29 1877, and spinning began two weeks later.
All four main cables had been strung by that July. During that time, the temporary footbridge was unofficially opened to members of the public, who could receive a visitor's pass; by August 1877 several thousand visitors from around the world had used the footbridge. The visitor passes ceased that September after a visitor had an epileptic seizure and nearly fell off.
As the wires were being spun, work also commenced on the demolition of buildings on either side of the river for the Brooklyn Bridge's approaches; this work was mostly complete by September 1877. The following month, initial contracts were awarded for the suspender wires, which would hang down from the main cables and support the deck. By May 1878, the main cables were more than two-thirds complete.
However, the following month, one of the wires slipped, killing two people and injuring three others. In 1877, Hewitt wrote a letter urging against the use of Bessemer steel in the bridge's construction. Bids had been submitted for both crucible steel and Bessemer steel; John A. Roebling's Sons submitted the lowest bid for Bessemer steel, but at Hewitt's direction, the contract was awarded to Haigh.
A subsequent investigation discovered that Haigh had substituted inferior quality wire in the cables. Of eighty rings of wire that were tested, only five met standards, and it was estimated that Haigh had earned $300,000 from the deception.
At this point, it was too late to replace the cables that had already been constructed. Roebling determined that the poorer wire would leave the bridge only four times as strong as necessary, rather than six to eight times as strong. The inferior-quality wire was allowed to remain, and 150 extra wires were added to each cable.
To avoid public controversy, Haigh was not fired, but instead was required to personally pay for higher-quality wire. The contract for the remaining wire was awarded to the John A. Roebling's Sons, and by the 5th. October 1878, the last of the main cables' wires went over the river.
After the suspender wires had been placed, workers began erecting steel crossbeams to support the roadway as part of the bridge's overall superstructure. Construction on the bridge's superstructure started in March 1879, but, as with the cables, the trustees initially disagreed on whether the steel superstructure should be made of Bessemer or crucible steel.
That July, the trustees decided to award a contract for 500 short tons of Bessemer steel to the Edgemoor Iron Works, based in Philadelphia. The trustees later ordered another 500 short tons of Bessemer steel. However, by February 1880 the steel deliveries had not started.
That October, the bridge trustees questioned Edgemoor's president about the delay in steel deliveries. Despite Edgemoor's assurances that the contract would be fulfilled, the deliveries still had not been completed by November 1881.
Brooklyn mayor Seth Low, who became part of the board of trustees in 1882, became the chairman of a committee tasked to investigate Edgemoor's failure to fulfill the contract. When questioned, Edgemoor's president stated that the delays were the fault of another contractor, the Cambria Iron Company, who were manufacturing the eyebars for the bridge trusses.
Further complicating the situation, Washington Roebling had failed to appear at the trustees' meeting in June 1882, since he had gone to Newport, Rhode Island. After the news media discovered this, most of the newspapers called for Roebling to be fired as chief engineer, except for the Daily State Gazette of Trenton, New Jersey, and the Brooklyn Daily Eagle.
Some of the longstanding trustees were willing to vouch for Roebling, since construction progress on the Brooklyn Bridge was still ongoing. However, Roebling's behavior was considered suspect among the younger trustees who had joined the board more recently.
Construction progress on the bridge itself was submitted in formal monthly reports to the mayors of New York and Brooklyn. For example, the August 1882 report noted that the month's progress included 114 intermediate cords erected within a week, as well as 72 diagonal stays, 60 posts, and numerous floor beams, bridging trusses, and stay bars.
By early 1883, the Brooklyn Bridge was considered mostly completed and was projected to open that June. Contracts for bridge lighting were awarded by February 1883, and a toll scheme was approved that March.
Opposition to the Bridge
There was substantial opposition to the bridge's construction from shipbuilders and merchants located to the north, who argued that the bridge would not provide sufficient clearance underneath for ships.
In May 1876, these groups, led by Abraham Miller, filed a lawsuit in the United States District Court against the cities of New York and Brooklyn.
In 1879, an Assembly Sub-Committee on Commerce and Navigation began an investigation into the Brooklyn Bridge. A seaman who had been hired to determine the height of the span, testified to the committee about the difficulties that ship masters would experience in bringing their ships under the bridge when it was completed.
Another witness, Edward Wellman Serrell, a civil engineer, said that the calculations of the bridge's assumed strength were incorrect.
However the Supreme Court decided in 1883 that the Brooklyn Bridge was a lawful structure.
The Opening of the Brooklyn Bridge
The Brooklyn Bridge was opened for use on the 24th. May 1883. Thousands of people attended the opening ceremony, and many ships were present in the East River for the occasion. Officially, Emily Warren Roebling was the first to cross the bridge.
The bridge opening was also attended by U.S. president Chester A. Arthur and New York mayor Franklin Edson, who crossed the bridge and shook hands with Brooklyn mayor Seth Low at the Brooklyn end. Abram Hewitt gave the principal address:
"It is not the work of any one man or of any one
age. It is the result of the study, of the experience,
and of the knowledge of many men in many ages.
It is not merely a creation; it is a growth. It stands
before us today as the sum and epitome of human
knowledge; as the very heir of the ages; as the
latest glory of centuries of patient observation,
profound study and accumulated skill, gained,
step by step, in the never-ending struggle of man
to subdue the forces of nature to his control and use."
Although Washington Roebling was unable to attend the ceremony (and rarely visited the site again), he held a celebratory banquet at his house on the day of the bridge opening.
Further festivity included a performance by a band, gunfire from ships, and a fireworks display. On that first day, a total of 1,800 vehicles and 150,300 people crossed the span.
Less than a week after the Brooklyn Bridge opened, ferry crews reported a sharp drop in patronage, while the bridge's toll operators were processing over a hundred people a minute. However, cross-river ferries continued to operate until 1942.
The bridge had cost US$15.5 million in 1883 dollars (about US$436,232,000 in 2021) to build, of which Brooklyn paid two-thirds. The bonds to fund the construction were not paid off until 1956.
An estimated 27 men died during the bridge's construction. Until the construction of the nearby Williamsburg Bridge in 1903, the Brooklyn Bridge was the longest suspension bridge in the world, 20% longer than any built previously.
At the time of opening, the Brooklyn Bridge was not complete; the proposed public transit across the bridge was still being tested, while the Brooklyn approach was being completed.
On the 30th. May 1883, six days after the opening, a woman falling down a stairway at the Brooklyn approach caused a stampede which resulted in at least twelve people being crushed and killed.
In subsequent lawsuits, the Brooklyn Bridge Company was acquitted of negligence. However, the company did install emergency phone boxes and additional railings, and the trustees approved a fireproofing plan for the bridge.
Public transit service began with the opening of the New York and Brooklyn Bridge Railway, a cable car service, on the 25th. September 1883.
On the 17th. May 1884, one of P. T. Barnum's most famous attractions, Jumbo the elephant, led a parade of 21 elephants over the Brooklyn Bridge. This helped to lessen doubts about the bridge's stability while also promoting Barnum's circus.
Brooklyn Bridge in the Late 19th. & Early 20th. Centuries
Movement across the Brooklyn Bridge increased in the years after it opened; a million people paid to cross in the first six months. The bridge carried 8.5 million people in 1884, its first full year of operation; this number doubled to 17 million in 1885, and again to 34 million in 1889.
Many of these people were cable car passengers. Additionally, about 4.5 million pedestrians a year were crossing the bridge for free by 1892.
The first proposal to make changes to the bridge was sent in only two and a half years after it opened; Linda Gilbert suggested glass steam-powered elevators and an observatory be added to the bridge and a fee charged for use, which would in part fund the bridge's upkeep and in part fund her prison reform charity.
This proposal was considered, but not acted upon. Numerous other proposals were made during the first fifty years of the bridge's life.
Trolley tracks were added in the center lanes of both roadways in 1898, allowing trolleys to use the bridge as well.
Concerns about the Brooklyn Bridge's safety were raised during the turn of the century. In 1898, traffic backups due to a dead horse caused one of the truss cords to buckle.
There were more significant worries after twelve suspender cables snapped in 1901, although a thorough investigation found no other defects.
After the 1901 incident, five inspectors were hired to examine the bridge each day, a service that cost $250,000 a year.
The Brooklyn Rapid Transit Company, which operated routes across the Brooklyn Bridge, issued a notice in 1905 saying that the bridge had reached its transit capacity.
Although a second deck for the Brooklyn Bridge was proposed, it was thought to be infeasible because doing so would overload the bridge's structural capacity.
Though tolls had been instituted for carriages and cable-car customers since the bridge's opening, pedestrians were spared from the tolls originally. However, by the first decade of the 20th. century, pedestrians were also paying tolls.
However tolls on all four bridges across the East River - the Brooklyn Bridge, as well as the Manhattan, Williamsburg, and Queensboro bridges to the north - were abolished in July 1911 as part of a populist policy initiative headed by New York City mayor William Jay Gaynor.
Ostensibly in an attempt to reduce traffic on nearby city streets, Grover Whalen, the commissioner of Plant and Structures, banned motor vehicles from the Brooklyn Bridge in 1922. The real reason for the ban was an incident the same year where two cables slipped due to high traffic loads.
Both Whalen and Roebling called for the renovation of the Brooklyn Bridge and the construction of a parallel bridge, although the parallel bridge was never built.
Brooklyn Bridge in Mid- to late 20th. Century
Upgrades to the Bridge
The first major upgrade to the Brooklyn Bridge commenced in 1948, when a contract for redesigning the roadways was awarded to David B. Steinman. The renovation was expected to double the capacity of the bridge's roadways to nearly 6,000 cars per hour, at a projected cost of $7 million.
The renovation included the demolition of both the elevated and the trolley tracks on the roadways and the widening of each roadway from two to three lanes, as well as the construction of a new steel-and-concrete floor.
In addition, new ramps were added to Adams Street, Cadman Plaza, and the Brooklyn Queens Expressway (BQE) on the Brooklyn side, and to Park Row on the Manhattan side. The trolley tracks closed in March 1950 to allow for the widening work to occur.
During the construction project, one roadway at a time was closed, allowing reduced traffic flows to cross the bridge in one direction only. The widened south roadway was completed in May 1951, followed by the north roadway in October 1953. In addition, defensive barriers were added to the bridge as a safeguard against sabotage.
The restoration was finished in May 1954 with the completion of the reconstructed elevated promenade.
While the rebuilding of the span was ongoing, a fallout shelter was constructed beneath the Manhattan approach in anticipation of the Cold War. The abandoned space in one of the masonry arches was stocked with emergency survival supplies for a potential nuclear attack by the Soviet Union; these supplies were still in place half a century later.
A repainting of the bridge was announced in advance of its 90th. anniversary.
Deterioration and Late-20th. Century Repair
The Brooklyn Bridge gradually deteriorated due to age and neglect. While it had 200 full-time dedicated maintenance workers before World War II, that number had dropped to five by the late 20th. century, and the city as a whole only had 160 bridge maintenance workers.
In 1974, heavy vehicles such as vans and buses were banned from the bridge to prevent further erosion of the concrete roadway. A report in The New York Times four years later noted that the cables were visibly fraying, and that the pedestrian promenade had holes in it.
The city began planning to replace all the Brooklyn Bridge's cables at a cost of $115 million, as part of a larger project to renovate all four toll-free East River spans.
By 1980, the Brooklyn Bridge was in such dire condition that it faced imminent closure. In some places, half of the strands in the cables were broken.
In June 1981, two of the diagonal stay cables snapped, seriously injuring a pedestrian who later died. Subsequently, the anchorages were found to have developed rust, and an emergency cable repair was necessitated less than a month later after another cable developed slack.
Following the incident, the city accelerated the timetable of its proposed cable replacement, and it commenced a $153 million rehabilitation of the Brooklyn Bridge in advance of the 100th anniversary.
As part of the project, the bridge's original suspender cables installed by J. Lloyd Haigh were replaced by Bethlehem Steel in 1986, marking the cables' first replacement since construction. In a smaller project, the bridge was floodlit at night, starting in 1982 to highlight its architectural features.
Additional problems persisted, and in 1993, high levels of lead were discovered near the bridge's towers. Further emergency repairs were undertaken in mid-1999 after small concrete shards began falling from the bridge into the East River. The concrete deck had been installed during the 1950's renovations, and had a lifespan of about 60 years.
Brooklyn Bridge in the 21st. Century
The Park Row exit from the bridge's westbound lanes was closed as a safety measure after the September 11, 2001, attacks on the nearby World Trade Center. That section of Park Row was closed since it ran right underneath 1 Police Plaza, the headquarters of the New York City Police Department.
In early 2003, to save money on electricity, the bridge's "necklace lights" were turned off at night. They were turned back on later that year after several private entities made donations to fund the lights.
After the 2007 collapse of the I-35W bridge in Minneapolis, public attention focused on the condition of bridges across the U.S. The New York Times reported that the Brooklyn Bridge approach ramps had received a "poor" rating during an inspection in 2007.
However, a NYCDOT spokesman said that the poor rating did not indicate a dangerous state but rather implied it required renovation. In 2010, the NYCDOT began renovating the approaches and deck, as well as repainting the suspension span.
Work included widening two approach ramps from one to two lanes by re-striping a new prefabricated ramp; seismic retrofitting; replacement of rusted railings and safety barriers; and road deck resurfacing. The work necessitated detours for four years.
At the time, the project was scheduled to be completed in 2014, but completion was later delayed to 2015, then again to 2017. The project's cost also increased from $508 million in 2010 to $811 million in 2016.
In August 2016, after the renovation had been completed, the NYCDOT announced that it would conduct a seven-month, $370,000 study to verify if the bridge could support a heavier upper deck that consisted of an expanded bicycle and pedestrian path.
As of 2016, about 10,000 pedestrians and 3,500 cyclists used the pathway on an average weekday. Work on the pedestrian entrance on the Brooklyn side was underway by 2017.
The NYCDOT also indicated in 2016 that it planned to reinforce the Brooklyn Bridge's foundations to prevent it from sinking, as well as repair the masonry arches on the approach ramps, which had been damaged by Hurricane Sandy in 2012.
In July 2018, the New York City Landmarks Preservation Commission approved a further renovation of the Brooklyn Bridge's suspension towers and approach ramps. That December, the federal government gave the city $25 million in funding, which would contribute to a $337 million rehabilitation of the bridge approaches and the suspension towers. Work started in late 2019 and was scheduled to be completed in 2023.
Usage of the Brooklyn Bridge
Horse-drawn carriages have been allowed to use the Brooklyn Bridge's roadways since its opening. Originally, each of the two roadways carried two lanes of a different direction of traffic. The lanes were relatively narrow at only 8 feet (2.4 m) wide. In 1922, motor vehicles were banned from the bridge, while horse-drawn carriages were restricted from the Manhattan Bridge. Thereafter, the only vehicles allowed on the Brooklyn Bridge were horse-drawn.
By 1950, the main roadway carried six lanes of automobile traffic, three in each direction. It was then reduced to five lanes with the addition of a two-way bike lane on the Manhattan-bound side in 2021.
Because of the roadway's height (11 ft (3.4 m)) and weight (6,000 lb (2,700 kg)) restrictions, commercial vehicles and buses are prohibited from using the Brooklyn Bridge.
The weight restrictions prohibit heavy passenger vehicles such as pickup trucks and SUVs from using the bridge, though this is not often enforced in practice.
Formerly, rail traffic operated on the Brooklyn Bridge as well. Cable cars and elevated railroads used the bridge until 1944, while trolleys ran until 1950.
A cable car service began operating on the 25th. September 1883; it ran on the inner lanes of the bridge, between terminals at the Manhattan and Brooklyn ends.
Since Washington Roebling believed that steam locomotives would put excessive loads upon the structure of the Brooklyn Bridge, the cable car line was designed as a steam/cable-hauled hybrid.
They were powered from a generating station under the Brooklyn approach. The cable cars could not only regulate their speed on the 3.75% upward and downward approaches, but also maintain a constant interval between each other. There were 24 cable cars in total.
Initially, the service ran with single-car trains, but patronage soon grew so much that by October 1883, two-car trains were in use. The line carried three million people in the first six months, nine million in 1884, and nearly 20 million in 1885.
Patronage continued to increase, and in 1888, the tracks were lengthened and even more cars were constructed to allow for four-car cable car trains. Electric wires for the trolleys were added by 1895, allowing for the potential future decommissioning of the steam/cable system.
The terminals were rebuilt once more in July 1895, and, following the implementation of new electric cars in late 1896, the steam engines were dismantled and sold.
The Brooklyn Bridge Walkway
The Brooklyn Bridge has an elevated promenade open to pedestrians in the center of the bridge, located 18 feet (5.5 m) above the automobile lanes.
The path is generally 10 to 17 feet (3.0 to 5.2 m) wide, though this is constrained by obstacles such as protruding cables, benches, and stairways, which create "pinch points" at certain locations. The path narrows to 10 feet (3.0 m) at the locations where the main cables descend to the level of the promenade.
Further exacerbating the situation, these "pinch points" are some of the most popular places to take pictures. As a result, in 2016, the NYCDOT announced that it planned to double the promenade's width.
On the 14th. September 2021, the DOT closed off the inner-most car lane on the Manhattan-bound side with protective barriers and fencing to create a new bike path. Cyclists are now prohibited from the upper pedestrian lane.
Emergency Use of Brooklyn Bridge
While the bridge has always permitted the passage of pedestrians, the promenade facilitates movement when other means of crossing the East River have become unavailable.
During transit strikes by the Transport Workers Union in 1980 and 2005, people commuting to work used the bridge; they were joined by Mayors Ed Koch and Michael Bloomberg, who crossed as a gesture to the affected public.
Pedestrians also walked across the bridge as an alternative to suspended subway services following the 1965, 1977, and 2003 blackouts, and after the September 11 attacks on the World Trade Center.
During the 2003 blackouts, many crossing the bridge reported a swaying motion. The higher-than-usual pedestrian load caused this swaying, which was amplified by the tendency of pedestrians to synchronize their footfalls with a sway.
Several engineers expressed concern about how this would affect the bridge, although others noted that the bridge did withstand the event and that the redundancies in its design - the inclusion of the three support systems (suspension system, diagonal stay system, and stiffening truss) - make it probably the best secured bridge against such movements going out of control.
In designing the bridge, John Roebling had stated that the bridge would sag but not fall, even if one of these structural systems were to fail altogether.
Stunts Associated With Brooklyn Bridge
There have been several notable jumpers from the Brooklyn Bridge:
-- The first person was Robert Emmet Odlum, brother of women's rights activist Charlotte Odlum Smith, on the 19th. May 1885. He struck the water at an angle, and died shortly afterwards from internal injuries.
-- Steve Brodie supposedly dropped from underneath the bridge in July 1886 and was briefly arrested for it, although there is some doubt about whether he actually jumped.
-- Larry Donovan made a slightly higher jump from the railing a month afterward.
Other notable events have taken place on or near the bridge:
-- In 1919, Giorgio Pessi piloted what was then one of the world's largest airplanes, the Caproni Ca.5, under the bridge.
-- At 9:00 a.m. on the 19th. May 1977, artist Jack Bashkow climbed one of the towers for 'Bridging', which was termed a "media sculpture" by the performance group Art Corporation of America Inc.
Seven artists climbed the largest bridges connected to Manhattan in order to:
"Replace violence and fear
in mass media for one day".
When each of the artists had reached the tops of the bridges, they ignited bright-yellow flares at the same moment, resulting in rush hour traffic disruption, media attention, and the arrest of the climbers, though the charges were later dropped.
Called "The first social-sculpture to use mass-media as art” by conceptual artist Joseph Beuys, the event was on the cover of the New York Post, it received international attention, and received ABC Eyewitness News' 1977 Best News of the Year award.
John Halpern documented the incident in the film 'Bridging' (1977)
-- Halpern attempted another "Bridging" "social sculpture" in 1979, when he planted a radio receiver, gunpowder and fireworks in a bucket atop one of the Brooklyn Bridge towers.
The piece was later discovered by police, leading to his arrest for possessing a bomb.
-- In 1993, bridge jumper Thierry Devaux illegally performed eight acrobatic bungee jumps above the East River close to the Brooklyn tower.
-- On the 1st. October 2011, more than 700 protesters with the Occupy Wall Street movement were arrested while attempting to march across the bridge on the roadway.
Protesters disputed the police account of the event, and claimed that the arrests were the result of being trapped on the bridge by the NYPD. The majority of the arrests were subsequently dismissed.
-- On the 22nd. July 2014, the two American flags on the flagpoles atop each tower were found to have been replaced by bleached-white American flags.
Initially, cannabis activism was suspected as a motive, but on the 12th. August 2014, two Berlin artists claimed responsibility for hoisting the two white flags, having switched the original flags with their replicas.
The artists said that the flags were meant to celebrate the beauty of public space and the anniversary of the death of German-born John Roebling, and they denied that it was an anti-American statement.
Brooklyn Bridge as a Suicide Spot
The first person to jump from the bridge with the intention of suicide was Francis McCarey in 1892.
A lesser-known early jumper was James Duffy of County Cavan, Ireland, who on the 15th. April 1895 asked several men to watch him jump from the bridge. Duffy jumped and was not seen again.
Additionally, the cartoonist Otto Eppers jumped and survived in 1910, and was then tried and acquitted for attempted suicide.
The Brooklyn Bridge has since developed a reputation as a suicide bridge due to the number of jumpers who do so intending to kill themselves, though exact statistics are difficult to find.
Crimes and Terrorism Associated With Brooklyn Bridge
-- In 1979, police disarmed a stick of dynamite placed under the Brooklyn approach, and an artist in Manhattan was later arrested for the act.
-- On the 1st. March 1994, Lebanese-born Rashid Baz opened fire on a van carrying members of the Chabad-Lubavitch Orthodox Jewish Movement, striking 16-year-old student Ari Halberstam and three others traveling on the bridge.
Halberstam died five days later from his wounds, and Baz was later convicted of murder. He was apparently acting out of revenge for the Hebron massacre of Palestinian Muslims a few days prior to the incident.
After initially classifying the killing as one committed out of road rage, the Justice Department reclassified the case in 2000 as a terrorist attack.
The entrance ramp to the bridge on the Manhattan side was subsequently dedicated as the Ari Halberstam Memorial Ramp.
-- In 2003, truck driver Lyman Faris was sentenced to 20 years in prison for providing material support to Al-Qaeda, after an earlier plot to destroy the bridge by cutting through its support wires with blowtorches was thwarted.
Brooklyn Bridge Anniversary Celebrations
-- The 50th.-anniversary celebrations on the 24th. May 1933 included a ceremony featuring an airplane show, ships, and fireworks, as well as a banquet.
-- During the centennial celebrations on the 24th. May 1983, President Ronald Reagan led a cavalcade of cars across the bridge.
A flotilla of ships visited the harbor, officials held parades, and Grucci Fireworks held a fireworks display that evening.
For the centennial, the Brooklyn Museum exhibited a selection of the original drawings made for the bridge.
Culture
The Brooklyn Bridge has had an impact on idiomatic American English. For example, references to "Selling the Brooklyn Bridge" abound in American culture, sometimes as examples of rural gullibility, but more often in connection with an idea that strains credulity.
George C. Parker and William McCloundy were two early 20th.-century con men who may have perpetrated this scam successfully on unwitting tourists, although the author of 'The Brooklyn Bridge: A Cultural History' wrote:
"No evidence exists that the bridge
has ever been sold to a 'gullible
outlander'".
However, anyone taken in by fraudsters is hardly likely to publicize the fact.
A popular tradition on Brooklyn Bridge is for couples to inscribe a date and their initials onto a padlock, attach it to the bridge, and throw the key into the water as a sign of their love.
The practice of attaching 'love locks' to the bridge is officially illegal in New York City, and in theory the NYPD can give violators a $100 fine.
NYCDOT workers periodically remove the love locks from the bridge at a cost of $100,000 per year.
Brooklyn Bridge in the Media
The bridge is often featured in wide shots of the New York City skyline in television and film, and has been depicted in numerous works of art.
Fictional works have used the Brooklyn Bridge as a setting; for instance, the dedication of a portion of the bridge, and the bridge itself, were key components in the 2001 film Kate & Leopold.
Furthermore, the Brooklyn Bridge has also served as an icon of America, with mentions in numerous songs, books, and poems.
Among the most notable of these works is that of American Modernist poet Hart Crane, who used the Brooklyn Bridge as a central metaphor and organizing structure for his second book of poetry, 'The Bridge' (1930).
The Brooklyn Bridge has also been lauded for its architecture. One of the first positive reviews was "The Bridge as a Monument", a Harper's Weekly piece written by architecture critic Montgomery Schuyler and published a week after the bridge's opening.
In the piece, Schuyler wrote:
"It so happens that the work which is likely to be
our most durable monument, and to convey some
knowledge of us to the most remote posterity, is a
work of bare utility; not a shrine, not a fortress, not
a palace, but a bridge."
Architecture critic Lewis Mumford cited the piece as the impetus for serious architectural criticism in the U.S. He wrote that in the 1920's the bridge was a source of joy and inspiration in his childhood, and that it was a profound influence in his adolescence.
Later critics regarded the Brooklyn Bridge as a work of art, as opposed to an engineering feat or a means of transport.
Not all critics appreciated the bridge, however. Henry James, writing in the early 20th. century, cited the bridge as an ominous symbol of the city's transformation into a "steel-souled machine room".
The construction of the Brooklyn Bridge is detailed in numerous media sources, including David McCullough's 1972 book 'The Great Bridge', and Ken Burns's 1981 documentary 'Brooklyn Bridge'.
It is also described in 'Seven Wonders of the Industrial World', a BBC docudrama series with an accompanying book, as well as in 'Chief Engineer: Washington Roebling, The Man Who Built the Brooklyn Bridge', a biography published in 2017.
The Sunrise over Blackhead sequence to completion..
Olympus OM-1 w M.Zuiko 100-400/5-6.3 IS
ISO800 f/11 359mm +0.3ev
Single frame raw developed in DxO PhotoLab 8, Colour graded in Nik 7 Color Efex and finished off back in PhotoLab.
Seven Mile Beach, Gerroa, NSW
After completion of their run up the Medford line, the last task of the day was to run two covered hoppers down what was left of the Nekoosa line at Marshfield. If memory serves me correctly, the hoppers were destined for the "mud hole" spur of the Weyerhauser plant in the background. I'm standing on the ROW for the Chicago and North Western's Marshfield- Fon du Lac line (abandoned)
My 6 wide tornado, about 90% done, definitely needs name plates though. Any suggestions on how I might go about it?
A touch of old hollywood meets modern chic. This home came with extra personality in each space. We had fun creating her vision and the results were nothing short of Glamorous!
Sagrada Família Barcelona, Spain - situation 2017
Construction of the Temple Expiatori de la Sagrada Família began in 1882. The temple is still under construction, with completion expected in 2026. It is perhaps the best known structure of Catalan Modernism, drawing over three million visitors annually. Architect Antoni Gaudi worked on the project until his death in 1926, in full anticipation he would not live to see it finished.
Gaudi was appointed architect in 1883 at 31 years of age, following disagreements between the temple’s promoters and the original architect, Francisco de Paula del Villar y Lozano. He maintained del Villar’s Latin cross plan, typical of Gothic cathedrals, but departed from the Gothic in several significant ways. Most notably, Gaudi developed a system of angled columns and hyperbolical vaults to eliminate the need for flying buttresses. Rather than relying on exterior elements, horizontal loads are transferred through columns on the interior. La Sagrada Familia utilizes three-dimensional forms comprised of ruled surfaces, including hyperboloids, parabolas, helicoids, and conoids. These complex shapes allow for a thinner, finer structure, and are intended to enhance the temple’s acoustics and quality of light. Gaudi used plaster models to develop the design, including a 1:10 scale model of the main nave measuring five meters in height and width by two meters in depth. He also devised a system of strings and weights suspended from a plan of the temple on the ceiling. From this inverted model he derived the necessary angles of the columns, vaults, and arches. This is evident in the slanted columns of the Passion facade, which recall tensile structures but act in compression.
Gaudi embedded religious symbolism in each aspect of La Sagrada Familia, creating a visual representation of Christian beliefs. He designed three iconic facades for the basilica, the Glory, Nativity, and Passion facades, facing south, east, and west, respectively. The sculpting of the Nativity facade recalls smooth, intricate corbelling and was overseen by Gaudi. The Passion Facade is characterized by the work of Josep Maria Subirachs, whose angular sculptures extend the modernist character of the temple. The sculptor Etsuro Sotoo is responsible for the window ornaments and finials, which symbolize the Eucharist. The central nave soars to a height of 45 meters, and is designed to resemble a forest of multi-hued piers in Montjuïc and granite. The piers change in cross section from base to terminus, increasing in number of vertices from polygonal to circular. The slender, bifurcating columns draw the eye upward, where light filters through circular apertures in the vaults. These are finished in Venetian glass tiles of green and gold, articulating the lines of the hyperboloids.
Once completed, La Sagrada Familia will feature eighteen towers. Four bell towers representing the Apostles crown each facade, reaching approximately 100 meters in height. At the north end, a tower representing the Virgin Mary will stand over the apse. The central tower will reach 72 meters in height and symbolize Christ, surrounded by four towers representing the Evangelists. Even as construction continues, older portions are undergoing cleaning and restoration. The temple has relied entirely on private donations since its inception, and has seen many delays due to lack of funding. A particularly significant setback occurred during the Spanish Civil War, when Gaudi’s workshop was destroyed, including much of the documentation he left behind. Subsequent generations of craftsman and architects have relied on the remaining drawings and plaster models to advance the project, adhering to Gaudi’s vision as closely as possible. As a result, the design of the temple is a collaboration spanning centuries. Gaudi himself viewed the project as the collective work of generations. "I will grow old but others will come after me. What must always be conserved is the spirit of the work, but its life has to depend on the generations it is handed down to and with whom it lives and is incarnated."
In recent decades, La Sagrada Familia has adopted contemporary digital design and construction technologies. Architects and craftsmen use Rhinoceros, Cadds5, Catia, and CAM to understand the complex geometries and visualize the building as a whole. Plaster models are still used as a design tool, now generated by a 3-D printer to accelerate the process.
Architect: Antoni Gaudi
Present Chief Architect: Jordi Fauli
Former Chief Architects: Jordi Bonet, Francesc de Paula Quintana i Vidal, Isidre Puig i Boada, Lluís Bonet i Garí, , Francesc de Paula del Villar y Lozano
Deputy Chief Architects: Carles Buxadé, Joan Margarit, Josep Gómez Serrano
Technical Consultants: Universitat Politècnica de Catalunya, Royal Melbourne Institute of Technology
Project Department: Jordi Coll, Andrés de Mesa
Sculptors: Etsuro Sotoo, Josep Maria Subirachs
Stained Glass: Joan Vila-Grau
Area: 4.500 m2
After its completion in the early 16th century, Seville Cathedral supplanted Hagia Sophia as the largest cathedral in the world, a title the Byzantine church had held for nearly a thousand years. It is the third-largest church in the world as well as the largest Gothic church. Since the world's two largest churches, the Basilica of the National Shrine of Our Lady of Aparecida and St. Peter's Basilica, are not the seats of bishops Seville Cathedral is still the largest cathedral in the world.
Seville Cathedral was the site of the baptism of Infante Juan of Aragon in 1478, only son of the Catholic Monarchs Ferdinand II of Aragon and Isabella I of Castile. Its royal chapel holds the remains of the city's conqueror Ferdinand III of Castile, his son and heir Alfonso the Wise and their descendant king Pedro el Cruel. The funerary monuments for cardinals Juan de Cervantes and Pedro González de Mendoza Quiñones are located among its chapels. Christopher Columbus and his son Diego are also buried in the cathedral.
The Cathedral of Saint Mary of the See was registered in 1987 by UNESCO as a World Heritage Site, along with the adjoining Alcázar palace complex and the General Archive of the Indies. en.wikipedia.org/wiki/Seville_Cathedral
The new coffee shop is nearing completion. It’s located on Roswell Road, Hwy. 120, just east of the 120 Loop and out in front of an ALDI Grocery store. The site is where a previous structure was demolished to make way for java fan’s holy grail.
Edited in Prisma app with Villa
John d'Arcy builder and man of faith commenced work on this cathedral in 1957 and brought it to completion in 1962. He died 4 February 2007.
May all who visit this church be mindful of Charles S Johansson who supervised the construction of the cathedral 1958 – 1962.
"The seaman and carpenter who finally built a cathedral had placed his labours to one side." He died at Brisbane 9 May 1980.
The Spire surmounting this tower has been presented in memory of all whose grave is the sea.
December 1961. Captain & Mrs S H K Spurgeon.
St Mary's Star of the Sea War Memorial Cathedral is the main church of the Diocese of Darwin.
St Mary's Star of the Sea Cathedral in Darwin serves as a significant war memorial dedicated to servicemen and servicewomen, civilians, and others who died in wartime, particularly remembering those lost during the bombing of Darwin in World War Two, with features like the Wounded Angel Statue honouring sacrifice, making it a central place for remembrance and services like Anzac Day Mass.
It commemorates Australian, American, British and Dutch servicemen, as well as civilian residents who lost their lives.
Stained glass windows, on each side of the church represent the Merchant Navy, Royal Australian Navy, Australian Commonweath Military Forces, Royal Australian Air Force, American Department of the Navy, American Department of the Air Force, American War Office and the British Royal Air Force.
This cathedral was the garrison church during World War Two and it remains the garrison church.
The church was severely damaged in the 1942 air raids and its reconstruction into the current cathedral serves as a permanent tribute to that era.
The site of the present church building was the World War Two American Forces Heaquarters in Darwin which was bombed by the Japanese in 1942.
en.wikipedia.org/wiki/Great_Sphinx_of_Giza
The Great Sphinx of Giza is a limestone statue of a reclining sphinx, a mythical creature with the head of a human, and the body of a lion. Facing directly from west to east, it stands on the Giza Plateau on the west bank of the Nile in Giza, Egypt. The face of the Sphinx appears to represent the pharaoh Khafre.
The original shape of the Sphinx was cut from the bedrock, and has since been restored with layers of limestone blocks. It measures 73 m (240 ft) long from paw to tail, 20 m (66 ft) high from the base to the top of the head and 19 m (62 ft) wide at its rear haunches. Its nose was broken off for unknown reasons between the 3rd and 10th centuries AD.
The Sphinx is the oldest known monumental sculpture in Egypt and one of the most recognisable statues in the world. The archaeological evidence suggests that it was created by ancient Egyptians of the Old Kingdom during the reign of Khafre (c. 2558–2532 BC).
The archaeological evidence suggests that the Great Sphinx was created around 2500 BC for the pharaoh Khafre, the builder of the Second Pyramid at Giza. The Sphinx is a monolith carved from the bedrock of the plateau, which also served as the quarry for the pyramids and other monuments in the area. Egyptian geologist Farouk El-Baz has suggested that the head of the Sphinx may have been carved first, out of a natural yardang, i.e. a ridge of bedrock that had been sculpted by the wind. These can sometimes achieve shapes which resemble animals. El-Baz suggests that the "moat" or "ditch" around the Sphinx may have been quarried out later to allow for the creation of the full body of the sculpture.
The stones cut from around the Sphinx' body were used to construct a temple in front of it, however neither the enclosure nor the temple were ever completed, and the relative scarcity of Old Kingdom cultural material suggests that a Sphinx cult was not established at the time. Selim Hassan, writing in 1949 on recent excavations of the Sphinx enclosure, made note of this circumstance:
Taking all things into consideration, it seems that we must give the credit of erecting this, the world's most wonderful statue, to Khafre, but always with this reservation: that there is not one single contemporary inscription which connects the Sphinx with Khafre, so sound as it may appear, we must treat the evidence as circumstantial, until such time as a lucky turn of the spade of the excavator will reveal to the world a definite reference to the erection of the Sphinx.
In order to construct the temple, the northern perimeter-wall of the Khafre Valley Temple had to be deconstructed, hence it follows that the Khafre funerary complex preceded the creation of the Sphinx and its temple. Furthermore, the angle and location of the south wall of the enclosure suggests the causeway connecting Khafre's Pyramid and Valley Temple already existed before the Sphinx was planned. The lower base level of the Sphinx temple also indicates that it doesn't pre-date the Valley Temple.
Some time around the First Intermediate Period, the Giza Necropolis was abandoned, and drifting sand eventually buried the Sphinx up to its shoulders. The first documented attempt at an excavation dates to c. 1400 BC, when the young Thutmose IV (1401–1391 or 1397–1388 BC) gathered a team and, after much effort, managed to dig out the front paws, between which he erected a shrine that housed the Dream Stele, an inscribed granite slab (possibly a repurposed door lintel from one of Khafre's temples). When the stele was discovered, its lines of text were already damaged and incomplete. An excerpt reads:
... the royal son, Thothmos, being arrived, while walking at midday and seating himself under the shadow of this mighty god, was overcome by slumber and slept at the very moment when Ra is at the summit [of heaven]. He found that the Majesty of this august god spoke to him with his own mouth, as a father speaks to his son, saying: Look upon me, contemplate me, O my son Thothmos; I am thy father, Harmakhis-Khopri-Ra-Tum; I bestow upon thee the sovereignty over my domain, the supremacy over the living ... Behold my actual condition that thou mayest protect all my perfect limbs. The sand of the desert whereon I am laid has covered me. Save me, causing all that is in my heart to be executed.
The Dream Stele associates the Sphinx with Khafre, however this part of the text is not entirely intact:
which we bring for him: oxen ... and all the young vegetables; and we shall give praise to Wenofer ... Khaf ... the statue made for Atum-Hor-em-Akhet.
Egyptologist Thomas Young, finding the Khaf hieroglyphs in a damaged cartouche used to surround a royal name, inserted the glyph ra to complete Khafre's name. When the Stele was re-excavated in 1925, the lines of text referring to Khaf flaked off and were destroyed.
Later, Ramesses II the Great (1279–1213 BC) may have undertaken a second excavation.
In the New Kingdom, the Sphinx became more specifically associated with the sun god Hor-em-akhet (Hellenized: Harmachis) or "Horus-at-the-Horizon". Pharaoh Amenhotep II (1427–1401 or 1397 BC) built a temple to the northeast of the Sphinx nearly 1000 years after its construction and dedicated it to the cult of Hor-em-akhet.
In Graeco-Roman times, Giza had become a tourist destination—the monuments were regarded as antiquities—and some Roman Emperors visited the Sphinx out of curiosity, and for political reasons.
The Sphinx was cleared of sand again in the first century AD in honor of Emperor Nero and the Governor of Egypt Tiberius Claudius Balbilus. A monumental stairway—more than 12 metres (39 ft) wide—was erected, leading to a pavement in front of the paws of the Sphinx. At the top of the stairs, a podium was positioned that allowed view into the Sphinx sanctuary. Further back, another podium neighbored several more steps. The stairway was dismantled during the 1931–32 excavations by Émile Baraize.
Pliny the Elder describes the face of the Sphinx being colored red and gives measurements for the statue:
In front of these pyramids is the Sphinx, a still more wondrous object of art, but one upon which silence has been observed, as it is looked upon as a divinity by the people of the neighbourhood. It is their belief that King Harmaïs was buried in it, and they will have it that it was brought there from a distance. The truth is, however, that it was hewn from the solid rock; and, from a feeling of veneration, the face of the monster is coloured red. The circumference of the head, measured round the forehead, is one hundred and two feet, the length of the feet being one hundred and forty-three, and the height, from the belly to the summit of the asp on the head, sixty-two.
A stela dated to 166 AD commemorates the restoration of the retaining walls surrounding the Sphinx. The last Emperor connected with the monument is Septimius Severus, around 200 AD. With the downfall of Roman power, the Sphinx was once more engulfed by the sands.
Some ancient non-Egyptians saw the Sphinx as a likeness of the god Horon. The cult of the Sphinx continued into medieval times. The Sabians of Harran saw it as the burial place of Hermes Trismegistus. Arab authors described the Sphinx as a talisman that guarded the area from the desert. Al-Maqrizi describes it as the "talisman of the Nile" that the locals believed the flood cycle depended upon. Muhammad al-Idrisi stated that those wishing to obtain bureaucratic positions in the Egyptian government gave incense offering to the monument.
Over the centuries, writers and scholars have recorded their impressions and reactions upon seeing the Sphinx. The vast majority were concerned with a general description, often including a mixture of science, romance and mystique.[citation needed] A typical[citation needed] description of the Sphinx by tourists and leisure travelers throughout the 19th and 20th century was made by John Lawson Stoddard:
It is the antiquity of the Sphinx which thrills us as we look upon it, for in itself it has no charms. The desert's waves have risen to its breast, as if to wrap the monster in a winding-sheet of gold. The face and head have been mutilated by Moslem fanatics. The mouth, the beauty of whose lips was once admired, is now expressionless. Yet grand in its loneliness, – veiled in the mystery of unnamed ages, – the relic of Egyptian antiquity stands solemn and silent in the presence of the awful desert – symbol of eternity. Here it disputes with Time the empire of the past; forever gazing on and on into a future which will still be distant when we, like all who have preceded us and looked upon its face, have lived our little lives and disappeared.
From the 16th to the 19th centuries, European observers described the Sphinx having the face, neck and breast of a woman. Examples included Johannes Helferich (1579), George Sandys (1615), Johann Michael Vansleb (1677), Benoît de Maillet (1735) and Elliot Warburton (1844).
Most early Western images were book illustrations in print form, elaborated by a professional engraver from either previous images available or some original drawing or sketch supplied by an author, and usually now lost. Seven years after visiting Giza, André Thévet (Cosmographie de Levant, 1556) described the Sphinx as "the head of a colossus, caused to be made by Isis, daughter of Inachus, then so beloved of Jupiter". He, or his artist and engraver, pictured it as a curly-haired monster with a grassy dog collar. Athanasius Kircher (who never visited Egypt) depicted the Sphinx as a Roman statue (Turris Babel, 1679). Johannes Helferich's (1579) Sphinx is a pinched-face, round-breasted woman with a straight haired wig. George Sandys stated that the Sphinx was a harlot; Balthasar de Monconys interpreted the headdress as a kind of hairnet, while François de La Boullaye-Le Gouz's Sphinx had a rounded hairdo with bulky collar.
Richard Pococke's Sphinx was an adoption of Cornelis de Bruijn's drawing of 1698, featuring only minor changes, but is closer to the actual appearance of the Sphinx than anything previous. The print versions of Norden's drawings for his Voyage d'Egypte et de Nubie, 1755 clearly show that the nose was missing.
In 1817, the first modern archaeological dig, supervised by the Italian Giovanni Battista Caviglia, uncovered the Sphinx's chest completely.
In the beginning of the year 1887, the chest, the paws, the altar, and plateau were all made visible. Flights of steps were unearthed, and finally accurate measurements were taken of the great figures. The height from the lowest of the steps was found to be one hundred feet, and the space between the paws was found to be thirty-five feet long and ten feet wide. Here there was formerly an altar; and a stele of Thûtmosis IV was discovered, recording a dream in which he was ordered to clear away the sand that even then was gathering round the site of the Sphinx.
One of the people working on clearing the sands from around the Great Sphinx was Eugène Grébaut, a French Director of the Antiquities Service.
Early Egyptologists and excavators were of divided opinion regarding the age of the Sphinx and the associated temples.
In 1857, Auguste Mariette, founder of the Egyptian Museum in Cairo, unearthed the much later Inventory Stela (estimated to be from the Twenty-sixth Dynasty, c. 664–525 BC), which tells how Khufu came upon the Sphinx, already buried in sand. Although certain tracts on the Stela are likely accurate, this passage is contradicted by archaeological evidence, thus considered to be Late Period historical revisionism, a purposeful fake, created by the local priests as an attempt to imbue the contemporary Isis temple with an ancient history it never had. Such acts became common when religious institutions such as temples, shrines and priests' domains were fighting for political attention and for financial and economic donations.
Flinders Petrie wrote in 1883 regarding the state of opinion of the age of the Khafre Valley Temple, and by extension the Sphinx: "The date of the Granite Temple has been so positively asserted to be earlier than the fourth dynasty, that it may seem rash to dispute the point. Recent discoveries, however, strongly show that it was really not built before the reign of Khafre, in the fourth dynasty."
Gaston Maspero, the French Egyptologist and second director of the Egyptian Museum in Cairo, conducted a survey of the Sphinx in 1886. He concluded that because the Dream Stela showed the cartouche of Khafre in line 13, it was he who was responsible for the excavation and therefore the Sphinx must predate Khafre and his predecessors—possibly Fourth Dynasty, c. 2575–2467 BC. Maspero believed the Sphinx to be "the most ancient monument in Egypt".
Ludwig Borchardt attributed the Sphinx to the Middle Kingdom, arguing that the particular features seen on the Sphinx are unique to the 12th dynasty and that the Sphinx resembles Amenemhat III.
E. A. Wallis Budge agreed that the Sphinx predated Khafre's reign, writing in The Gods of the Egyptians (1904): "This marvelous object [the Great Sphinx] was in existence in the days of Khafre, or Khephren,[b] and it is probable that it is a very great deal older than his reign and that it dates from the end of the archaic period [c. 2686 BC]."
Selim Hassan reasoned that the Sphinx was erected after the completion of the Khafre pyramid complex.
Rainer Stadelmann, former director of the German Archaeological Institute in Cairo, examined the distinct iconography of the nemes (headdress) and the now-detached beard of the Sphinx and concluded the style is more indicative of the pharaoh Khufu (2589–2566 BC), known to the Greeks as Cheops, builder of the Great Pyramid of Giza and Khafre's father. He supports this by suggesting Khafre's Causeway was built to conform to a pre-existing structure, which, he concludes, given its location, could only have been the Sphinx.
In 2004, Vassil Dobrev of the Institut Français d'Archéologie Orientale in Cairo announced he had uncovered new evidence that the Great Sphinx may have been the work of the little-known pharaoh Djedefre (2528–2520 BC), Khafra's half brother and a son of Khufu. Dobrev suggests Djedefre built the Sphinx in the image of his father Khufu, identifying him with the sun god Ra in order to restore respect for their dynasty. Dobrev also says that the causeway connecting Khafre's pyramid to the temples was built around the Sphinx, suggesting it was already in existence at the time. Egyptologist Nigel Strudwick responded to Dobrev saying that "It is not implausible. But I would need more explanation, such as why he thinks the pyramid at Abu Roash is a sun temple, something I'm sceptical about. I have never heard anyone suggest that the name in the graffiti at Zawiyet el-Aryan mentions Djedefre. I remain more convinced by the traditional argument of it being Khafre or the more recent theory of it being Khufu."