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ANAGLYPH, conversion of original Realist format stereo transparency in my collection. The following is written on the slide: "49-5 OH, TO BE AN ENGINEER. by Glen Thrush, APSA. Denver 1, Colorado, U.S. A."
This image views in 3D when wearing RED/CYAN 3D glasses. More images of this type can be found by searching "anaglyph"
Also by Glen Thrush: www.flickr.com/photos/depthandtime/4491454659/in/photostr...
Also by Glen Thrush: www.flickr.com/photos/depthandtime/4491454659/in/set-7215...
Also by Glen Thrush: www.flickr.com/photos/depthandtime/4500859253/in/set-7215...
"The answer is: a gun. And if that don't work, use more guns." -- The Engineer
The Engineer from Team Fortress 2. This is made entirely out of official lego pieces.
Specialist Search Engineer on hoist searches and clears guttering surrounding building prior to arrival of VIP.
Carte de visite by Mathew B. Brady of New York City. The oppressive heat blanketing Petersburg and Richmond during the summer of 1864 did not slow the frontline fighting. On August 18, Union forces seized a section of the Weldon Railroad, a critical link in the Confederate supply chain connecting Petersburg to the port of Wilmington, N.C. Confederates counterattacked the following afternoon, but fell short of recovering the rails.
Two days later, the Confederates tried again with an all-out attack commanded by Lt. Gen. A.P. Hill’s corps.
For one lieutenant on the other side, this second attempt to retake the railroad ended with a brevet rank of captain for gallantry.
He’s pictured here: 1st Lt. George Warren Dresser of the 4th U.S. Artillery. Born and raised in Connecticut, Massachusetts, and in Brooklyn, N.Y., his father prospered in a Wall Street insurance firm. Young Dresser decided not to pursue career opportunities in business, opting for the military. In 1856, he entered West Point and proved a solid student, studying alongside fellow cadets Adelbert Ames, Orville Babcock, Hugh Judson Kilpatrick, Charles E. Hazlett, and others.
None of these cadets could have imagined that their graduation would coincide with the nation’s plunge into civil war.
On May 6, 1861, less than a month after the violence at Fort Sumter and the Baltimore Riots, Dresser graduated 19th of 45 cadets and secured a commission as a second lieutenant in the 4th Artillery. Dresser likely posed for this portrait about this time in the New York City studio of Mathew B. Brady, dapper in a broad-brimmed hat and dressed for field command.
He was soon promoted to first lieutenant.
Ordered to Washington, D.C., Dresser arrived at a precarious moment as loyal state volunteers with varied levels of training poured into the city, and neighboring Virginians verged on ratifying secession, taking the commonwealth out of the Union.
One of his earliest assignments placed him in command of a section of the 4th U.S. Artillery on the expedition across the Potomac River into Virginia to capture Alexandria. According to an eyewitness, Dresser ordered his men to unlimber a 12-pounder on a city street and aim it at a company of enemy cavalry. "They saw at a glance there was no chance of escape. Everyone seemed paralyzed, and no one came forward or raised a hand. Some were mounted, some with a foot in the stirrup and some standing at their horses' heads. All sat or stood as motionless as statues" until the Union officer commanding advanced and demanded their surrender, which they did. The prisoners, 35 total, belonged to Capt. Mottrom Dulany Ball's Fairfax Cavalry.
Dresser put his military education into practice. One of his assignments involved training the 5th Massachusetts Infantry. He worked with the regiment’s lieutenant colonel, James Durrell Greene, a Harvard graduate, to whip the men into shape. According to a news report, the “regiment is practicing the severest kind of drill daily,” adding that Greene and Dresser “are devoting themselves assiduously to the work of making this one of the best regiments in the service.” The daily routine included six hours of drill and another hour of target practice.
The ambitious drill program transformed the men into a crack regiment. In a mid-June review, President Abraham Lincoln and members of his cabinet reportedly dubbed it the “‘Steady Fifth’ on account of gentlemanly conduct and soldierly bearing.” A month later at the Battle of Bull Run, the 5th struggled along with its brother regiments in the vicinity of Henry House and eventually retreated in confusion to the Defenses of Washington.
Dresser also participated in the engagement, though not with the 5th. He fought with Battery E of the 3rd U.S. Artillery, popularly known as Sherman’s Battery for Capt. Thomas West Sherman. The talented West Pointer who graduated in 1836 commanded the battery during the Mexican War Battle of Buena Vista, during which he and his artillerists successfully defended an enemy attack. Reports of its gallant conduct spread across the country, cementing Sherman’s status as a national hero. Though Sherman no longer commanded the battery—the honor belonged to Capt. Romeyn Beck Ayers—the name “Sherman’s Battery” stuck.
During the fighting at Bull Run, Sherman’s Battery, under Ayers’s competent command, distinguished itself in the thick of the fray. Its six guns pounded away at the enemy from various positions. At one point, Ayers stated in his official report, Confederate cavalrymen arrived and as they prepared to charge, “the whole battery poured canister into and demolished them.” Ayers praised Dresser for his good conduct when the troopers threatened. All the guns were brought off the field intact.
Following the stunning Confederate victory, dejected Northerners sought Union successes wherever they could be found. A correspondent from the New York Herald who covered the battle as shot and shell whizzed about shone a light on the artillery, “Capt. Ayers’ (later of Sherman’s) battery earned new laurels during the affair. Its fire was sustained with wonderful precision and rapidity.” The correspondent noted the brave conduct of Ayers and his lieutenants, including Dresser, “was the theme of universal praise among the staff officers.”
Dresser frequently received orders for various temporary duties, making such assignments a routine part of his wartime experience. Though none lasted long, he excelled in each one.
It may be fairly stated that he was a quintessential utility man.
During the 1862 Peninsula Campaign, he served as an engineer during the Siege of Yorktown and as Acting Ordnance Officer of the Third Corps. Following the end of the campaign, he returned to his alma mater and spent most of 1863 as an assistant instructor of artillery tactics, where he brought real-life experience into play as he educated the next generation of officers. He left West Point under orders to report to besieged Chattanooga for duty with Maj. Gen. William Farrar “Baldy” Smith and the Army of the Cumberland. Smith had devised plans to open up a more reliable supply line—and Dresser helped him do it. According to one report, Dresser used his engineering skills to construct a pontoon bridge, then led a force across it. He and his men were met by heavy enemy fire, which they countered and routed the Confederates. Smith succeeded in his plan, which was dubbed “The Cracker Line” as much needed food and other supplies reached the beleaguered Union troops.
Building on his success in the environs of Chattanooga, the War Department called Dresser to Washington for a brief stint in the Inspector General’s Office before being detailed on another assignment, this time as Inspector for the hard-fighting Fifth Corps of the Army of the Potomac, commanded by Maj. Gen. Gouverneur Kemble Warren, who had distinguished himself a year earlier along the crest of Little Round Top at Gettysburg.
It was while serving in this capacity that Dresser again proved his abilities at the Weldon Railroad on August 21, 1864, when Confederates sought to reclaim that portion of the rails captured by Union forces three days earlier.
That morning, two of Lt. Gen. A.P. Hill divisions, commanded by generals William Mahone and Henry Heth, launched a determined attack against Warren’s corps. As his troops countered this threat, Col. Charles S. Wainwright brought his artillery up to support the Union infantry. When Mahone’s battle line emerged from a thicket of pines, artillerists from a pair of New York batteries, the 1st and 15th, wheeled their eight Napoleons into position and hit the oncoming Confederates, scattering them. When the rebels reformed, the cannon of the 1st New York and 1st Massachusetts Battery, with its eight rifled guns, went into action and stopped them again.
Meanwhile, Confederate Col. William Pegram brought up his artillery in the vicinity of the Vaughan Road and started a duel.
The late historian Edward C. Bearss, quoting official reports, described Dresser’s role at this moment: “Colonel Wainwright had given Lieutenant George W. Dresser a special assignment. The lieutenant was to gallop to the right, get Battery C, 1st New York, and ‘post it toward the left of our line’ so it would be able to deliver an enfilading fire upon the guns which Colonel Pegram had massed in the Vaughan road sector. Dresser discharged his mission successfully. Unlimbering their four 3-inch rifles, the New Yorkers, in conjunction with several other batteries, compelled the Rebels (with whom they were dueling) to shift their guns.”
By noon, Warren’s corps had secured the critical Confederate supply line. The four-day engagement, known as the Second Battle of the Weldon Railroad or the Battle of Globe Tavern, resulted in about 4,296 Union and 1,620 Confederate casualties.
Dresser received a brevet promotion to captain for gallantry in securing the Weldon Railroad for the Union.
There’s one more anecdote about Dresser, in the form of a brief after-action report he filed in late October 1864 during the Richmond Campaign. It is preserved in the annals of the Official Records of the War of the Rebellion. In it, Dresser relates an incident during the Battle of Fair Oaks and Darbytown Road on October 27. On this day, Dresser struggled to get a battery into position to support elements of Warren’s advancing 5th Corps. Unable to find a position, he turned back to headquarters. Along the way he had several close encounters with the enemy. In one of them, Dresser “came upon tail of rebel column, resting in road, sitting down, arms in their hands and in good order. Supposing them prisoners at first, asked, ‘to what regiment do you belong?’ Answer, ‘10th Alabama.’ Asked, 'where is your provost guard?’ Answer, ‘None here; we are a brigade; Wilcox’s old brigade.’ Saw at least two companies.” Dresser rode off, undetected.
During the war’s waning months, Dresser received a final assignment when he returned to the staff of Maj. Gen. “Baldy” Smith in New Orleans and New York City. At the end of hostilities, Dresser resigned his commission and received a second brevet, as major, for his wartime service.
Dresser applied his talents as a civil engineer in New York City and New England and later became the editor of the American Gas-Light Journal. He died in May 1883 at age 45, just six weeks after the passing of his wife, Susan Fish LeRoy, the daughter of New York aristocracy dating back to colonial times and the founding of the United States. She and Dresser lost battles with cancer—Dresser in his face and Susan in her breast. They left behind five children under 20 years old.
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DB class 66/0 no. 66056 passes Copmanthorpe on 17th July 2025 with an engineers working, 6X07 from York Engineers' Yard to Doncaster Decoy. About to overtake is LNER Azuma class 801 no. 801218 with 1E12, the 11.00 from Edinburgh to Kings Cross.
Engineer Specialist Search Team Member uses mine prodder to search for hidden devices as remainder of team wait.
World Bank Lead Irrigation Engineer, Joop Stoutjesdijk (second from left) talks with employees at the Wawa Taguig pumping station along the Wawa Lake in Taguig, Philippines on July 11, 2014. There are 53 pumping stations for the Metro Manila to help reduce the flooding during the raining season. Photo © Dominic Chavez/World Bank
Photo ID: World_Bank_Philippines_Edit_0008
Members of the U.S. Army Corps of Engineers Europe District’s Forward Engineer Support Team – Advance participate in Exercise Arctic Edge April 20-30, 2010, where they assisted with aerial route reconnaissance, bridge assessment and contingency gap crossing expertise. Read more about it at www.army.mil/-news/2010/04/07/36961-europe-engineer-suppo... (U.S. Army Corps of Engineers photo)
Having reversed in the York Holgate loops, Freightliner class 66 no. 66550 heads back south passing Copmanthorpe on 31st December 2025 with 6Y34, a ballast working from Toton North Yard to Colton South Junction.
The “Mighty Mac”
The Mackinac Bridge is currently the fifth longest suspension bridge in the world. In 1998, the Akashi Kaikyo Bridge in Japan became the longest with a total suspension of 12,826 feet. The Mackinac Bridge is the longest suspension bridge in the western hemisphere.
The total length of the Mackinac Bridge is 26,372 feet. The length of the suspension bridge (including anchorages) is 8,614 feet. The length from cable bent pier to cable bent pier is 7,400 feet. Length of main span (between towers) is 3,800 feet.
The width of the roadway is 54 feet. The outside lanes are 12 feet wide (2), the inside lanes are 11 feet wide (2), the center mall is 2 feet wide, and the catwalk, curb and rail width is 3 feet on each side – totaling 54 feet. The stiffening truss width in the suspended span is 68 feet wide making it wider than the roadway it supports.
The height of the roadway at mid-span is approximately 200 feet above water level. The vertical clearance at normal temperature is 155 feet at the center of the main suspension span and 135 feet at the boundaries of the 3,000 ft. navigation channel.
All suspension bridges are designed to move to accommodate wind, change in temperature, and weight. It is possible that the deck at center span could move as much as 35 feet (east or west) due to high winds. This would only happen under severe wind conditions. The deck would not swing or “sway” but rather move slowly in one direction based on the force and direction of the wind. After the wind subsides, the weight of the vehicles crossing would slowly move it back into center position.
The steel superstructure will support one ton per lineal foot per roadway (northbound or southbound). The length of the steel superstructure is 19,243 feet. Each direction will, therefore, support 19,243 tons. The answer is 38,486 tons (2 x 19,243 tons).
Facts & Figures
The Mackinac Bridge is currently the fifth longest suspension bridge in the world. The bridge opened to traffic on November 1, 1957. The following facts and figures are quoted from David Steinman’s book “Miracle Bridge at Mackinac”.
LENGTHS
Total Length of Bridge (5 Miles) : 26,372 Ft 8,038 Meters
Total Length of Steel Superstructure : 19,243 Ft. 5,865 Meters
Length of Suspension Bridge (including Anchorages) : 8,614 Ft. 8,614 Ft.
Total Length of North Approach : 7,129 Ft. : 2,173 Meters
Length of Main Span (between Main Towers) : 3,800 Ft. 1,158 Meters
HEIGHTS AND DEPTHS
Height of Main Towers above Water : 552 Ft 168.25 Meters
Maximum Depth to Rock at Midspan : Unknown Unknown
Maximum Depth of Water at Midspan : 295 Ft. 90 Meters
Maximum Depth of Tower Piers below Water : 210 Ft. 64 Meters
Height of Roadway above Water at Midspan : 199 Ft. 61 Meters
Underclearance at Midspan for Ships : 155 Ft. 47 Meters
Maximum Depth of Water at Piers : 142 Ft. 43 Meters
Maximum Depth of Piers Sunk through Overburden : 105 Ft. 32 Meters
CABLES
Total Length of Wire in Main Cables : 42,000 Miles 67,592 km
Maximum Tension in Each Cable : 16,000 Tons 14,515,995 kg
Number of Wires in Each Cable : 12,580
Weight of Cables : 11,840 Tons 10,741,067 kg
Diameter of Main Cables : 24 1/2 Inches 62.23 cm
Diameter of Each Wire : 0.196 Inches .498 cm
WEIGHTS
Total Weight of Bridge : 1,024,500 Tons 929,410,766 kg
Total Weight of Concrete : 931,000 Tons 844,589 kg
Total Weight of Substructure : 919,100 Tons 326,931,237 kg
Total Weight of Two Anchorages : 360,380 Tons 326,931,237 kg
Total Weight of Two Main Piers : 318,000 Tons 288,484,747 kg
Total Weight of Superstructure : 104,400 Tons 94,710,087 kg
Total Weight of Structural Steel : 71,300 Tons 64,682,272 kg
Weight of Steel in Each Main Tower : 6,500 Tons 5,896,701 kg
Total Weight of Cable Wire : 11,840 Tons 10,741,067 kg
Total Weight of Concrete Roadway : 6,660 Tons 6,041,850 kg
Total Weight of Reinforcing Steel : 3,700 Tons 3,356,584 kg
RIVETS AND BOLTS
Total Number of Steel Rivets : 4,851,700
Total Number of Steel Bolts : 1,016,600
DESIGN AND DETAIL DRAWINGS
Total Number of Engineering Drawings : 4,000
Total Number of Blueprints : 85,000
MEN EMPLOYED
Total, at the Bridge Site : 3,500
At Quarries, Shops, Mills, etc. : 7,500
Total Number of Engineers : 350
IMPORTANT DATES
Mackinac Bridge Authority Appointed : June, 1950
Board of Three Engineers Retained : June, 1950
Report of Board of Engineers : January, 1951
Financing and Construction Authorized by Legislature : April 30, 1952
D.B. Steinman Selected as Engineer : January, 1953
Preliminary Plans and Estimates Completed : March, 1953
Construction Contracts Negotiated : March, 1953
Bids Received for Sale of Bonds : December 17, 1953
Began Construction : May 7, 1954
Open to traffic : November 1, 1957
Formal dedication : June 25-28, 1958
50 millionth crossing : September 25, 1984
40th Anniversary Celebration : November 1, 1997
100 millionth crossing : June 25, 1998
In Memory Of
Forever Remembered
During the construction of the Mackinac Bridge in the 1950’s, five men unfortunately lost their lives.
One man died in a diving accident; one man fell in a caisson while welding; one man fell into the water and drowned; and two men fell from a temporary catwalk near the top of north tower.
The names of those five men (and the date of their deaths) are listed below.
Frank Pepper, Sept. 16, 1954
James R. LeSarge, Oct. 10, 1954
Albert Abbott, Oct. 25, 1954
Jack C. Baker, June 6, 1956
Robert Koppen, June 6, 1956
After the bridge was built and opened to traffic, one MBA maintenance worker lost his life. On August 7, 1997, Daniel Doyle, a bridge painter, fell from his painting platform and drowned in the Straits of Mackinac. His tragic and unfortunate death shocked everyone.
Dan and others who have lost their lives on the job are permanently honored by MDOT in the Clare Welcome Center located in Clare, Michigan. The Employee Memorial is a permanent tribute to highway workers all over Michigan who lost their lives along highways and bridges. The Clare memorial provides an opportunity to educate the public about the human cost of building and maintaining Michigan’s transportation system.
All six of these men will forever be remembered by many.
Prentiss M. Brown
1889-1973
Born in St. Ignace, Michigan, Mr. Brown Graduated from LaSalle High school in 1905, Albion College in 1911, and did post graduate work at the University of Illinois. Prentiss married Marion Walker, and practiced law with his father in the St. Ignace area. From 1932 to 1943 he served in the U.S. Congress and Senate. In 1950 Prentiss M. Brown was appointed to the Mackinac Bridge Authority and elected its first Chairman. Mr. Brown, with the assistance of fellow Authority members William Cochran, Murray Van Wagoner, and Charles Fisher, Jr., secured the financing for the Mackinac Bridge. Mr. Brown considered this to be one of his most rewarding accomplishments.
Prentiss M. Brown is well known for his struggle to get the Mackinac Bridge built over the Straits of Mackinac. Mr. Jack Carlisle, in a radio broadcast over WWJ radio station on February 22, 1954, told his listeners of Mr. Brown’s struggle. The transcript from Mr. Carlisle’s broadcast was later published in a newspaper and is as follows:
” After a 20-year fight which often seemed hopeless, there finally is going to be a five-mile bridge across the Straits of Mackinac. As one of the states most ambitious projects, it will link Michigan’s two peninsula’s. It will cost about $99 million. It is scheduled for completion in November, 1957.
The bridge project had many stalwart partisans. However, the project actually became a reality through the determination of one man – Prentiss M. Brown, Chairman of the Michigan Mackinac Bridge Authority. Brown, a former United States Senator and Chairman of the Board of the Detroit Edison Company, refused to accept defeat when it seemed inevitable. Prentiss M. Brown just wouldn’t stay licked.
His energetic determination to get the Mackinac Bridge financed is undoubtedly due to the fact that he was born and raised in the midst of a daily realization of the need for the bridge. Now 64 years old, Prentiss Brown spent a lifetime in his old home town of Saint Ignace, Michigan. He was once a bellhop at the old Astor Hotel on Mackinac Island. Probably the bridge idea would have died completely in the last year – if it had not been for an incident that happened to Brown 34 years ago. He was 30 years old then and a lawyer. He was scheduled to appear before the State Supreme Court in Lansing to argue a case.
Brown had to get across the Straits to catch a train at Mackinaw City. However, both of the ferry boats were stuck in the winter ice. He and another hardy voyager, who also had important business on the side of the Straits, hired a horse and a cutter. They started across the ice. They ran into ice hummocks ten feet high and had to send the cutter back to Saint Ignace. They proceeded on foot.
They ran into 50 acres of open water, like a big pond, and had to circle it. All in all, they hiked four miles across the ice. The wind was blowing up a small gale. It was snowing. By the time they had spent most of the day walking – well, they missed their train.
Brown said in a recollection today, “That bitter hike across the Straits made a lasting impression on me – for the need of a bridge across the Straits.”
Prentiss Brown never forgot. That is the reason that 20 years ago Brown became legal counsel for the first Mackinac Bridge Commission. Back in 1933 under Governor Comstock. And Prentiss worked for love. He would accept no money. Four years ago he became chairman of the Mackinac Bridge Authority. By 1952, it looked like the RFC woud finance the bridge across the Straits. Whereupon, a New York investment broker offered to organize a private syndicate in October, 1952, to do the financing.
He tried to float the Mackinac Bridge bonds in March and again in June, 1953. Both times he failed. As a matter of fact, it looked like the bridge project was a gone goose last June. For lack of financing. Due to the high cost of money. But Prentiss refused to stay licked. The project was revived on the New York bond market in November due to the increase in interest rates and the increase in traffic across the Straits.
It was only six days ago that a check for $98,500,000 to finance the Straits of Mackinac Bridge was put into Brown’s hands in New York. One hundred and fifty investment brokers underwrote the sale of revenue bonds for a commission pot of three million dollars.
Actually, the deal went through last year with just 13 days to spare before the offer of State maintenance for the bridge would have expired. In a four-year battle under Brown to get the bridge finance – this was a slim margin to win a victory.
Michigan will not soon forget the gallant fight of Prentiss M. Brown for the Straits of Mackinac Bridge.”
The Mackinac Bridge Authority has created a token in honor of Prentiss M. Brown. To view this and all other tokens visit Token Gift Packs / Medallion.
This image is released under Creative Commons. Please feel free to use and please credit corgi-homeplan-how-safe-is-your-home.org/
Yes, SharePoint engineers are at your beck and call today to make your work ambience better. For more Details please visit at www.adapt-india.com
Engine room of the A-class (Amphion-class or Acheron-class) submarine HMS Alliance. Gosport UK.
Commissioned into the Royal Navy, HMS Alliance in 1947 she served until 1973, becoming a static training vessel at HMS Dolphin between 1973 and 1979. In 1981 she became a museum ship and is part of the National Historic Fleet, preserved as a memorial to those British submariners who have died in service, including the submariner who tragically died onboard Alliance as the result of a battery explosion in 1971. The ship was extensively restored between 2011 and 2014. The museum is open throughout the year with guided tours through the vessel from bow to stern, Well worth a visit.
You are sitting in the engineers seat on PRR 5878. You are waiting for the outbound passener to make his station stop at Englewood. Once he clears you can make your passenger stop and then proceed to Chicago's Union Station.
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This is the last of my recent back country treks. I just dumped the few shot on my drive. The farmer's sense of engineering was sadly lacking when compared to other ditches. It is up near the Foothills Highway. The Arapahoe Indians used to while the winters in the mouths of the streams that poured from the Rockies because camps there provide a bit of shelter especially from a winter gale. This spot is a bit less protected, being a bit out on the planes.
I adjusted the horizontals and verticals as much as I could. Hard to tell what the idea was behind it in the first place. I suspect a straight ditch might have served equally as well in this instance. I suppose that dates this ditch to older manual labor days when the head of the ditch was dug then left to see where it wandered. Must have been no planning at all! The attraction is in the mystery.
Afternoon lighting seems to have taken on the urgrncy of an approaching winter here in the Front Range area of the Rockies. It took a dive on the return to daylight savings. The Indian's are now in charge of their tricky little summer.There will once again be a couple of months before the days start to stretch and we have to suffer February. Ah, the National Western Stock Show and Rodeo in February will take on new meaning next year because all the bigs have a new toy to fight over.
It's a good thing town is quickly dispatched on west Ninth and I can find the leftover scenes. I got to search some more venues! Maybe we can hit the Christmas steam up over at the Colorado Rail Road Museum in Golden, I th\ink Eddie said it was December 10th and that sounds early so I should check with the CRRM.ORG website. Eddie said they would be running #346 because RGS #20 is not yet back from it's total rebuild out east. I guess that will be off the possible shots list. Eddie will be a pest after he sees the museum for the first time ever. They do railroad modeling over there but they prefer modeling at a 12inches to the foot scale. Area fans ought to make the trek; take your camera, empty and ready to go!
I wonder if a brown trout has slid down the ditch and has take up residency in a likely spot. John Gierach says this is possible and I for one, believe it. I had expected to get a lot higher viewings for this shot and better rating from J.D. Prowers but I only had a little bit of cash for their payoff!