View allAll Photos Tagged Exploits
In Dhaka, organized groups often exploit vulnerable children by using deceptive tactics to bring them into begging syndicates.
These handlers, sometimes referred to as "sardars," maintain control over children through various means:
False Sense of Security: Exploiters often target orphans or runaway children, offering a structured environment or a false sense of "family" to gain their trust.
Basic Needs as Leverage: Minimal food, water, and primitive shelter are provided, but these necessities are used as tools of dependency rather than genuine care.
Debt Bondage: Handlers may provide small loans or equipment, such as carts, creating a cycle of debt that the child is forced to pay back through begging.
Coercion and Substance Abuse: In many instances, children are given substances to make them more compliant or to cope with the hardships of living on the streets, which further ensures their dependence on the handlers.
Deceptive Promises: Vulnerable populations, including refugees, may be lured with promises of legitimate work or a better future, only to be forced into labor for the profit of the syndicate.
These tactics are part of a broader system of exploitation where the earnings of the children are collected by the handlers, leaving the children in a continuous cycle of poverty and entrapment.
crippled
seeking alms
in
Dhaka
Photography’s new conscience
Silène fleur de coucou, ou oeillet des prés (
Silene flos-cuculi). En bordure de champ, Champ des papilles (agriculture biologique). Bouguenais (44).
America’s automotive history is rich with the exploits of Erwin George Baker, an early-20th-century swashbuckler who set scores of speed and distance records with machines as diverse as Indian motorcycles; cars from Stutz, Cadillac, and Wills Sainte Claire; and even a Buick truck. However, the most memorable drive by the man known as “Cannonball” Baker was his 1933 cross-country dash from New York City to Los Angeles in a Graham Blue Streak Eight, completed in an astonishing 53 1⁄2 hours. The record stood for nearly four decades.
History--
Joseph, Robert, and Ray Graham formed their company after selling their truck-building operation to Dodge in 1926 and, in 1927, taking control of the Paige-Detroit Motor Car Company. The brothers sold more than 73,000 cars in 1928, but four years later, at the height of the Great Depression, they needed a bold new model to turn around their sinking fortunes. The scholarly Amos Northup, a pioneer of streamline design who worked for Murray, a Detroit-based supplier of body stampings, came to their rescue for the 1932 Blue Streak Eight. In an era of styling conventions defined by upright grilles and cycle fenders, Northup’s sloped-back grille and skirted fenders were a breakthrough. Only about 13,000 of the new sedans, coupes, and convertibles sold, but competitors took note. By 1934, nearly every new car in America had skirted fenders in place of what previously had been little more than planks over the front and rear tires.
Three bracketed photos were taken with a handheld Nikon D7200 and combined with Photomatix Pro to create this HDR image. Additional adjustments were made in Photoshop CS6.
"For I know the plans I have for you", declares the LORD, "plans to prosper you and not to harm you, plans to give you hope and a future." ~Jeremiah 29:11
The best way to view my photostream is through Flickriver with the link below:
CHAUSSON AP 521 - SERAG (Société d'Exploitation de Réseaux Automobiles de Guyenne et Gascogne) (Groupe SERA)
Photo d'époque numérisée. Archives des Cars de Bordeaux.
Ville: Carros
Réseau: Lignes d'Azur
Exploitant: TACAVL
Numéro de parc: 74
Ligne: 69 Lei Fereiro - Mediatheque
Patrouille de France - Meeting de l'air de la BA 105 d'Evreux (EURE 2018)
<Website : www.fluidr.com/photos/pat21
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved
Véhicule : IVECO BUS Crossway Line (13m.) €6
Identification : 4403 (DK-281-AK)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : TransGironde (Région Nouvelle-Aquitaine)
Ligne : n.c.
Service : n.c.
Destination : n.c.
Véhicule : IRISBUS IVECO Récréo II (12,80m.) EEV
Identification : 4248 (CJ-759-NR)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : TransGironde (Région Nouvelle-Aquitaine)
Ligne : 102
Service : 42
Destination : n.c.
Véhicule : MERCEDES-BENZ O560 Intouro E €4
Identification : 9111 (ET-100-QD)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : TransGironde (Région Nouvelle-Aquitaine)
Ligne : 102
Service : 16
Destination : n.a.
Véhicule : IVECO BUS Crossway Pop (13m.) €6
Identification : 4464 (EP-450-FD)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : TransGironde (Région Nouvelle-Aquitaine)
Ligne : n.c.
Service : n.c.
Destination : n.a.
16/04/2019 15:21
Avenue de la Côté d'Argent ; F-33 BIGANOS
The Exploited: Matt Justice (guitar) and Wattie Buchan (vocals) performing live in the SO36. Wattie is hitting the mic against his head. He always does this and it must drive all the people at the soundboard nuts. Berlin, 27.10.19, singer, Sänger, guitar player, Gitarrist
Eiffel Tower
From Wikipedia, the free encyclopedia
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This article is about the landmark in Paris, France. For other uses, see Eiffel Tower (disambiguation).
"300-metre tower" and "Tour Eiffel" redirect here. For other tall towers, see List of tallest towers. For other uses, see Tour Eiffel (disambiguation).
The Eiffel Tower
La tour Eiffel
Tour Eiffel Wikimedia Commons.jpg
Seen from the Champ de Mars
Wikimedia | © OpenStreetMap
Record height
Tallest in the world from 1889 to 1930[I]
General information
TypeObservation tower
Broadcasting tower
Location7th arrondissement, Paris, France
Coordinates48°51′29.6″N 2°17′40.2″ECoordinates: 48°51′29.6″N 2°17′40.2″E
Construction started28 January 1887; 134 years ago
Completed15 March 1889; 132 years ago
Opening31 March 1889; 132 years ago
OwnerCity of Paris, France
ManagementSociété d'Exploitation de la Tour Eiffel (SETE)
Height
Architectural300 m (984 ft)[1]
Tip324 m (1,063 ft)[1]
Top floor276 m (906 ft)[1]
Technical details
Floor count3[2]
Lifts/elevators8[2]
Design and construction
ArchitectStephen Sauvestre
Structural engineerMaurice Koechlin
Émile Nouguier
Main contractorCompagnie des Etablissements Eiffel
Website
toureiffel.paris/en
References
I. ^ Eiffel Tower at Emporis
File:Eiffel Tower Drone 4k-Qx c1X3zfEc-313-251.webm
Eiffel Tower Drone
The Eiffel Tower (/ˈaɪfəl/ EYE-fəl; French: tour Eiffel [tuʁ‿ɛfɛl] (About this soundlisten)) is a wrought-iron lattice tower on the Champ de Mars in Paris, France. It is named after the engineer Gustave Eiffel, whose company designed and built the tower.
Locally nicknamed "La dame de fer" (French for "Iron Lady"), it was constructed from 1887 to 1889 as the entrance to the 1889 World's Fair and was initially criticised by some of France's leading artists and intellectuals for its design, but it has become a global cultural icon of France and one of the most recognisable structures in the world.[3] The Eiffel Tower is the most visited monument with an entrance fee in the world; 6.91 million people ascended it in 2015.
The tower is 324 metres (1,063 ft) tall, about the same height as an 81-storey building, and the tallest structure in Paris. Its base is square, measuring 125 metres (410 ft) on each side. During its construction, the Eiffel Tower surpassed the Washington Monument to become the tallest man-made structure in the world, a title it held for 41 years until the Chrysler Building in New York City was finished in 1930. It was the first structure in the world to surpass both the 200-metre and 300-metre mark in height. Due to the addition of a broadcasting aerial at the top of the tower in 1957, it is now taller than the Chrysler Building by 5.2 metres (17 ft). Excluding transmitters, the Eiffel Tower is the second tallest free-standing structure in France after the Millau Viaduct.
The tower has three levels for visitors, with restaurants on the first and second levels. The top level's upper platform is 276 m (906 ft) above the ground – the highest observation deck accessible to the public in the European Union. Tickets can be purchased to ascend by stairs or lift to the first and second levels. The climb from ground level to the first level is over 300 steps, as is the climb from the first level to the second. Although there is a staircase to the top level, it is usually accessible only by lift.
Contents
1History
1.1Origin
1.2Artists' protest
1.3Construction
1.3.1Lifts
1.4Inauguration and the 1889 exposition
1.5Subsequent events
2Design
2.1Material
2.2Wind considerations
2.3Accommodation
2.4Passenger lifts
2.5Engraved names
2.6Aesthetics
2.7Maintenance
3Tourism
3.1Transport
3.2Popularity
3.3Restaurants
4Replicas
5Communications
5.1FM radio
5.2Digital television
6Illumination copyright
7Height changes
8Taller structures
8.1Lattice towers taller than the Eiffel Tower
8.2Structures in France taller than the Eiffel Tower
9See also
10References
10.1Notes
10.2Bibliography
11External links
History
Origin
The design of the Eiffel Tower is attributed to Maurice Koechlin and Émile Nouguier, two senior engineers working for the Compagnie des Établissements Eiffel. It was envisioned after discussion about a suitable centrepiece for the proposed 1889 Exposition Universelle, a world's fair to celebrate the centennial of the French Revolution. Eiffel openly acknowledged that inspiration for a tower came from the Latting Observatory built in New York City in 1853.[4] In May 1884, working at home, Koechlin made a sketch of their idea, described by him as "a great pylon, consisting of four lattice girders standing apart at the base and coming together at the top, joined together by metal trusses at regular intervals".[5] Eiffel initially showed little enthusiasm, but he did approve further study, and the two engineers then asked Stephen Sauvestre, the head of the company's architectural department, to contribute to the design. Sauvestre added decorative arches to the base of the tower, a glass pavilion to the first level, and other embellishments.
First drawing of the Eiffel Tower by Maurice Koechlin including size comparison with other Parisian landmarks such as Notre Dame de Paris, the Statue of Liberty and the Vendôme Column
The new version gained Eiffel's support: he bought the rights to the patent on the design which Koechlin, Nougier, and Sauvestre had taken out, and the design was put on display at the Exhibition of Decorative Arts in the autumn of 1884 under the company name. On 30 March 1885, Eiffel presented his plans to the Société des Ingénieurs Civils; after discussing the technical problems and emphasising the practical uses of the tower, he finished his talk by saying the tower would symbolise
[n]ot only the art of the modern engineer, but also the century of Industry and Science in which we are living, and for which the way was prepared by the great scientific movement of the eighteenth century and by the Revolution of 1789, to which this monument will be built as an expression of France's gratitude.[6]
Little progress was made until 1886, when Jules Grévy was re-elected as president of France and Édouard Lockroy was appointed as minister for trade. A budget for the exposition was passed and, on 1 May, Lockroy announced an alteration to the terms of the open competition being held for a centrepiece to the exposition, which effectively made the selection of Eiffel's design a foregone conclusion, as entries had to include a study for a 300 m (980 ft) four-sided metal tower on the Champ de Mars.[6] (A 300-metre tower was then considered a herculean engineering effort). On 12 May, a commission was set up to examine Eiffel's scheme and its rivals, which, a month later, decided that all the proposals except Eiffel's were either impractical or lacking in details.
After some debate about the exact location of the tower, a contract was signed on 8 January 1887. Eiffel signed it acting in his own capacity rather than as the representative of his company, the contract granting him 1.5 million francs toward the construction costs: less than a quarter of the estimated 6.5 million francs. Eiffel was to receive all income from the commercial exploitation of the tower during the exhibition and for the next 20 years. He later established a separate company to manage the tower, putting up half the necessary capital himself.[7]
Artists' protest
Caricature of Gustave Eiffel comparing the Eiffel tower to the Pyramids, published in Le Temps, February 14, 1887.
The proposed tower had been a subject of controversy, drawing criticism from those who did not believe it was feasible and those who objected on artistic grounds. Prior to the Eiffel Tower's construction, no structure had ever been constructed to a height of 300 m, or even 200 m for that matter,[8] and many people believed it was impossible. These objections were an expression of a long-standing debate in France about the relationship between architecture and engineering. It came to a head as work began at the Champ de Mars: a "Committee of Three Hundred" (one member for each metre of the tower's height) was formed, led by the prominent architect Charles Garnier and including some of the most important figures of the arts, such as William-Adolphe Bouguereau, Guy de Maupassant, Charles Gounod and Jules Massenet. A petition called "Artists against the Eiffel Tower" was sent to the Minister of Works and Commissioner for the Exposition, Adolphe Alphand, and it was published by Le Temps on 14 February 1887:
We, writers, painters, sculptors, architects and passionate devotees of the hitherto untouched beauty of Paris, protest with all our strength, with all our indignation in the name of slighted French taste, against the erection … of this useless and monstrous Eiffel Tower … To bring our arguments home, imagine for a moment a giddy, ridiculous tower dominating Paris like a gigantic black smokestack, crushing under its barbaric bulk Notre Dame, the Tour Saint-Jacques, the Louvre, the Dome of les Invalides, the Arc de Triomphe, all of our humiliated monuments will disappear in this ghastly dream. And for twenty years … we shall see stretching like a blot of ink the hateful shadow of the hateful column of bolted sheet metal.[9]
A calligram by Guillaume Apollinaire
Gustave Eiffel responded to these criticisms by comparing his tower to the Egyptian pyramids: "My tower will be the tallest edifice ever erected by man. Will it not also be grandiose in its way? And why would something admirable in Egypt become hideous and ridiculous in Paris?"[10] These criticisms were also dealt with by Édouard Lockroy in a letter of support written to Alphand, sardonically saying,[11] "Judging by the stately swell of the rhythms, the beauty of the metaphors, the elegance of its delicate and precise style, one can tell this protest is the result of collaboration of the most famous writers and poets of our time", and he explained that the protest was irrelevant since the project had been decided upon months before, and construction on the tower was already under way.
Indeed, Garnier was a member of the Tower Commission that had examined the various proposals, and had raised no objection. Eiffel was similarly unworried, pointing out to a journalist that it was premature to judge the effect of the tower solely on the basis of the drawings, that the Champ de Mars was distant enough from the monuments mentioned in the protest for there to be little risk of the tower overwhelming them, and putting the aesthetic argument for the tower: "Do not the laws of natural forces always conform to the secret laws of harmony?"[12]
Some of the protesters changed their minds when the tower was built; others remained unconvinced.[13] Guy de Maupassant supposedly ate lunch in the tower's restaurant every day because it was the one place in Paris where the tower was not visible.[14]
By 1918, it had become a symbol of Paris and of France after Guillaume Apollinaire wrote a nationalist poem in the shape of the tower (a calligram) to express his feelings about the war against Germany.[15] Today, it is widely considered to be a remarkable piece of structural art, and is often featured in films and literature.
Construction
Foundations of the Eiffel Tower
Work on the foundations started on 28 January 1887.[16] Those for the east and south legs were straightforward, with each leg resting on four 2 m (6.6 ft) concrete slabs, one for each of the principal girders of each leg. The west and north legs, being closer to the river Seine, were more complicated: each slab needed two piles installed by using compressed-air caissons 15 m (49 ft) long and 6 m (20 ft) in diameter driven to a depth of 22 m (72 ft)[17] to support the concrete slabs, which were 6 m (20 ft) thick. Each of these slabs supported a block of limestone with an inclined top to bear a supporting shoe for the ironwork.
Each shoe was anchored to the stonework by a pair of bolts 10 cm (4 in) in diameter and 7.5 m (25 ft) long. The foundations were completed on 30 June, and the erection of the ironwork began. The visible work on-site was complemented by the enormous amount of exacting preparatory work that took place behind the scenes: the drawing office produced 1,700 general drawings and 3,629 detailed drawings of the 18,038 different parts needed.[18] The task of drawing the components was complicated by the complex angles involved in the design and the degree of precision required: the position of rivet holes was specified to within 1 mm (0.04 in) and angles worked out to one second of arc.[19] The finished components, some already riveted together into sub-assemblies, arrived on horse-drawn carts from a factory in the nearby Parisian suburb of Levallois-Perret and were first bolted together, with the bolts being replaced with rivets as construction progressed. No drilling or shaping was done on site: if any part did not fit, it was sent back to the factory for alteration. In all, 18,038 pieces were joined together using 2.5 million rivets.[16]
At first, the legs were constructed as cantilevers, but about halfway to the first level construction was paused to create a substantial timber scaffold. This renewed concerns about the structural integrity of the tower, and sensational headlines such as "Eiffel Suicide!" and "Gustave Eiffel Has Gone Mad: He Has Been Confined in an Asylum" appeared in the tabloid press.[20] At this stage, a small "creeper" crane designed to move up the tower was installed in each leg. They made use of the guides for the lifts which were to be fitted in the four legs. The critical stage of joining the legs at the first level was completed by the end of March 1888.[16] Although the metalwork had been prepared with the utmost attention to detail, provision had been made to carry out small adjustments to precisely align the legs; hydraulic jacks were fitted to the shoes at the base of each leg, capable of exerting a force of 800 tonnes, and the legs were intentionally constructed at a slightly steeper angle than necessary, being supported by sandboxes on the scaffold. Although construction involved 300 on-site employees,[16] due to Eiffel's safety precautions and the use of movable gangways, guardrails and screens, only one person died.[21]
18 July 1887:
The start of the erection of the metalwork
7 December 1887:
Construction of the legs with scaffolding
20 March 1888:
Completion of the first level
15 May 1888:
Start of construction on the second stage
21 August 1888:
Completion of the second level
26 December 1888:
Construction of the upper stage
15 March 1889:
Construction of the cupola
Lifts
The Roux, Combaluzier & Lepape lifts during construction. Note the drive sprockets and chain in the foreground.
Equipping the tower with adequate and safe passenger lifts was a major concern of the government commission overseeing the Exposition. Although some visitors could be expected to climb to the first level, or even the second, lifts clearly had to be the main means of ascent.[22]
Constructing lifts to reach the first level was relatively straightforward: the legs were wide enough at the bottom and so nearly straight that they could contain a straight track, and a contract was given to the French company Roux, Combaluzier & Lepape for two lifts to be fitted in the east and west legs.[23] Roux, Combaluzier & Lepape used a pair of endless chains with rigid, articulated links to which the car was attached. Lead weights on some links of the upper or return sections of the chains counterbalanced most of the car's weight. The car was pushed up from below, not pulled up from above: to prevent the chain buckling, it was enclosed in a conduit. At the bottom of the run, the chains passed around 3.9 m (12 ft 10 in) diameter sprockets. Smaller sprockets at the top guided the chains.[23]
The Otis lifts originally fitted in the north and south legs
Installing lifts to the second level was more of a challenge because a straight track was impossible. No French company wanted to undertake the work. The European branch of Otis Brothers & Company submitted a proposal but this was rejected: the fair's charter ruled out the use of any foreign material in the construction of the tower. The deadline for bids was extended but still no French companies put themselves forward, and eventually the contract was given to Otis in July 1887.[24] Otis were confident they would eventually be given the contract and had already started creating designs.[citation needed]
The car was divided into two superimposed compartments, each holding 25 passengers, with the lift operator occupying an exterior platform on the first level. Motive power was provided by an inclined hydraulic ram 12.67 m (41 ft 7 in) long and 96.5 cm (38.0 in) in diameter in the tower leg with a stroke of 10.83 m (35 ft 6 in): this moved a carriage carrying six sheaves. Five fixed sheaves were mounted higher up the leg, producing an arrangement similar to a block and tackle but acting in reverse, multiplying the stroke of the piston rather than the force generated. The hydraulic pressure in the driving cylinder was produced by a large open reservoir on the second level. After being exhausted from the cylinder, the water was pumped back up to the reservoir by two pumps in the machinery room at the base of the south leg. This reservoir also provided power to the lifts to the first level.[citation needed]
The original lifts for the journey between the second and third levels were supplied by Léon Edoux. A pair of 81 m (266 ft) hydraulic rams were mounted on the second level, reaching nearly halfway up to the third level. One lift car was mounted on top of these rams: cables ran from the top of this car up to sheaves on the third level and back down to a second car. Each car only travelled half the distance between the second and third levels and passengers were required to change lifts halfway by means of a short gangway. The 10-ton cars each held 65 passengers.[25]
Inauguration and the 1889 exposition
View of the 1889 World's Fair
The main structural work was completed at the end of March 1889 and, on 31 March, Eiffel celebrated by leading a group of government officials, accompanied by representatives of the press, to the top of the tower.[13] Because the lifts were not yet in operation, the ascent was made by foot, and took over an hour, with Eiffel stopping frequently to explain various features. Most of the party chose to stop at the lower levels, but a few, including the structural engineer, Émile Nouguier, the head of construction, Jean Compagnon, the President of the City Council, and reporters from Le Figaro and Le Monde Illustré, completed the ascent. At 2:35 pm, Eiffel hoisted a large Tricolour to the accompaniment of a 25-gun salute fired at the first level.[26]
There was still work to be done, particularly on the lifts and facilities, and the tower was not opened to the public until nine days after the opening of the exposition on 6 May; even then, the lifts had not been completed. The tower was an instant success with the public, and nearly 30,000 visitors made the 1,710-step climb to the top before the lifts entered service on 26 May.[27] Tickets cost 2 francs for the first level, 3 for the second, and 5 for the top, with half-price admission on Sundays,[28] and by the end of the exhibition there had been 1,896,987 visitors.[3]
After dark, the tower was lit by hundreds of gas lamps, and a beacon sent out three beams of red, white and blue light. Two searchlights mounted on a circular rail were used to illuminate various buildings of the exposition. The daily opening and closing of the exposition were announced by a cannon at the top.[citation needed]
Illumination of the tower at night during the exposition
On the second level, the French newspaper Le Figaro had an office and a printing press, where a special souvenir edition, Le Figaro de la Tour, was made. There was also a pâtisserie.[citation needed]
At the top, there was a post office where visitors could send letters and postcards as a memento of their visit. Graffitists were also catered for: sheets of paper were mounted on the walls each day for visitors to record their impressions of the tower. Gustave Eiffel described some of the responses as vraiment curieuse ("truly curious").[29]
Famous visitors to the tower included the Prince of Wales, Sarah Bernhardt, "Buffalo Bill" Cody (his Wild West show was an attraction at the exposition) and Thomas Edison.[27] Eiffel invited Edison to his private apartment at the top of the tower, where Edison presented him with one of his phonographs, a new invention and one of the many highlights of the exposition.[30] Edison signed the guestbook with this message:
To M Eiffel the Engineer the brave builder of so gigantic and original specimen of modern Engineering from one who has the greatest respect and admiration for all Engineers including the Great Engineer the Bon Dieu, Thomas Edison.
Eiffel had a permit for the tower to stand for 20 years. It was to be dismantled in 1909, when its ownership would revert to the City of Paris. The City had planned to tear it down (part of the original contest rules for designing a tower was that it should be easy to dismantle) but as the tower proved to be valuable for radio telegraphy, it was allowed to remain after the expiry of the permit, and from 1910 it also became part of the International Time Service.[31]
Eiffel made use of his apartment at the top of the tower to carry out meteorological observations, and also used the tower to perform experiments on the action of air resistance on falling bodies.[32]
Subsequent events
File:Vue Lumière No 992 - Panorama pendant l'ascension de la Tour Eiffel (1898).ogv
Panoramic view during ascent of the Eiffel Tower by the Lumière brothers, 1898
File:Reichelt.ogv
Franz Reichelt's preparations and fatal jump from the Eiffel Tower
For the 1900 Exposition Universelle, the lifts in the east and west legs were replaced by lifts running as far as the second level constructed by the French firm Fives-Lille. These had a compensating mechanism to keep the floor level as the angle of ascent changed at the first level, and were driven by a similar hydraulic mechanism to the Otis lifts, although this was situated at the base of the tower. Hydraulic pressure was provided by pressurised accumulators located near this mechanism.[24] At the same time the lift in the north pillar was removed and replaced by a staircase to the first level. The layout of both first and second levels was modified, with the space available for visitors on the second level. The original lift in the south pillar was removed 13 years later.[citation needed]
On 19 October 1901, Alberto Santos-Dumont, flying his No.6 airship, won a 100,000-franc prize offered by Henri Deutsch de la Meurthe for the first person to make a flight from St. Cloud to the Eiffel Tower and back in less than half an hour.[33]
Many innovations took place at the Eiffel Tower in the early 20th century. In 1910, Father Theodor Wulf measured radiant energy at the top and bottom of the tower. He found more at the top than expected, incidentally discovering what are known today as cosmic rays.[34] Just two years later, on 4 February 1912, Austrian tailor Franz Reichelt died after jumping from the first level of the tower (a height of 57 m) to demonstrate his parachute design.[35] In 1914, at the outbreak of World War I, a radio transmitter located in the tower jammed German radio communications, seriously hindering their advance on Paris and contributing to the Allied victory at the First Battle of the Marne.[36] From 1925 to 1934, illuminated signs for Citroën adorned three of the tower's sides, making it the tallest advertising space in the world at the time.[37] In April 1935, the tower was used to make experimental low-resolution television transmissions, using a shortwave transmitter of 200 watts power. On 17 November, an improved 180-line transmitter was installed.[38]
On two separate but related occasions in 1925, the con artist Victor Lustig "sold" the tower for scrap metal.[39] A year later, in February 1926, pilot Leon Collet was killed trying to fly under the tower. His aircraft became entangled in an aerial belonging to a wireless station.[40] A bust of Gustave Eiffel by Antoine Bourdelle was unveiled at the base of the north leg on 2 May 1929.[41] In 1930, the tower lost the title of the world's tallest structure when the Chrysler Building in New York City was completed.[42] In 1938, the decorative arcade around the first level was removed.[43]
American soldiers watch the French flag flying on the Eiffel Tower, c. 25 August 1944
Upon the German occupation of Paris in 1940, the lift cables were cut by the French. The tower was closed to the public during the occupation and the lifts were not repaired until 1946.[44] In 1940, German soldiers had to climb the tower to hoist a swastika-centered Reichskriegsflagge,[45] but the flag was so large it blew away just a few hours later, and was replaced by a smaller one.[46] When visiting Paris, Hitler chose to stay on the ground. When the Allies were nearing Paris in August 1944, Hitler ordered General Dietrich von Choltitz, the military governor of Paris, to demolish the tower along with the rest of the city. Von Choltitz disobeyed the order.[47] On 25 June, before the Germans had been driven out of Paris, the German flag was replaced with a Tricolour by two men from the French Naval Museum, who narrowly beat three men led by Lucien Sarniguet, who had lowered the Tricolour on 13 June 1940 when Paris fell to the Germans.[44]
A fire started in the television transmitter on 3 January 1956, damaging the top of the tower. Repairs took a year, and in 1957, the present radio aerial was added to the top.[48] In 1964, the Eiffel Tower was officially declared to be a historical monument by the Minister of Cultural Affairs, André Malraux.[49] A year later, an additional lift system was installed in the north pillar.[50]
According to interviews, in 1967, Montreal Mayor Jean Drapeau negotiated a secret agreement with Charles de Gaulle for the tower to be dismantled and temporarily relocated to Montreal to serve as a landmark and tourist attraction during Expo 67. The plan was allegedly vetoed by the company operating the tower out of fear that the French government could refuse permission for the tower to be restored in its original location.[51]
Base of the Eiffel Tower
In 1982, the original lifts between the second and third levels were replaced after 97 years in service. These had been closed to the public between November and March because the water in the hydraulic drive tended to freeze. The new cars operate in pairs, with one counterbalancing the other, and perform the journey in one stage, reducing the journey time from eight minutes to less than two minutes. At the same time, two new emergency staircases were installed, replacing the original spiral staircases. In 1983, the south pillar was fitted with an electrically driven Otis lift to serve the Jules Verne restaurant.[citation needed] The Fives-Lille lifts in the east and west legs, fitted in 1899, were extensively refurbished in 1986. The cars were replaced, and a computer system was installed to completely automate the lifts. The motive power was moved from the water hydraulic system to a new electrically driven oil-filled hydraulic system, and the original water hydraulics were retained solely as a counterbalance system.[50] A service lift was added to the south pillar for moving small loads and maintenance personnel three years later.[citation needed]
Robert Moriarty flew a Beechcraft Bonanza under the tower on 31 March 1984.[52] In 1987, A.J. Hackett made one of his first bungee jumps from the top of the Eiffel Tower, using a special cord he had helped develop. Hackett was arrested by the police.[53] On 27 October 1991, Thierry Devaux, along with mountain guide Hervé Calvayrac, performed a series of acrobatic figures while bungee jumping from the second floor of the tower. Facing the Champ de Mars, Devaux used an electric winch between figures to go back up to the second floor. When firemen arrived, he stopped after the sixth jump.[54]
The tower is the focal point of New Year's Eve and Bastille Day (14 July) celebrations in Paris.
For its "Countdown to the Year 2000" celebration on 31 December 1999, flashing lights and high-powered searchlights were installed on the tower. During the last three minutes of the year, the lights were turned on starting from the base of the tower and continuing to the top to welcome 2000 with a huge fireworks show. An exhibition above a cafeteria on the first floor commemorates this event. The searchlights on top of the tower made it a beacon in Paris's night sky, and 20,000 flashing bulbs gave the tower a sparkly appearance for five minutes every hour on the hour.[55]
The lights sparkled blue for several nights to herald the new millennium on 31 December 2000. The sparkly lighting continued for 18 months until July 2001. The sparkling lights were turned on again on 21 June 2003, and the display was planned to last for 10 years before they needed replacing.[56]
The tower received its 200,000,000th guest on 28 November 2002.[57] The tower has operated at its maximum capacity of about 7 million visitors per year since 2003.[58] In 2004, the Eiffel Tower began hosting a seasonal ice rink on the first level.[59] A glass floor was installed on the first level during the 2014 refurbishment.[60]
In 2016, during Valentine's Day, the performance UN BATTEMENT [61] by French artist Milène Guermont unfolds among the Eiffel Tower, the Montparnasse Tower and the contemporary artwork PHARES installed on the Place de la Concorde. This interactive pyramid-shaped sculpture allows the public to transmit the beating of their hearts thanks to a cardiac sensor. The Eiffel Tower and the Montparnasse Tower also light up to the rhythm of PHARES. This is the first time that the Eiffel Tower has interacted with a work of art.[citation needed]
Design
Material
The Eiffel Tower from below
The puddled iron (wrought iron) of the Eiffel Tower weighs 7,300 tonnes,[62] and the addition of lifts, shops and antennae have brought the total weight to approximately 10,100 tonnes.[63] As a demonstration of the economy of design, if the 7,300 tonnes of metal in the structure were melted down, it would fill the square base, 125 metres (410 ft) on each side, to a depth of only 6.25 cm (2.46 in) assuming the density of the metal to be 7.8 tonnes per cubic metre.[64] Additionally, a cubic box surrounding the tower (324 m × 125 m × 125 m) would contain 6,200 tonnes of air, weighing almost as much as the iron itself. Depending on the ambient temperature, the top of the tower may shift away from the sun by up to 18 cm (7 in) due to thermal expansion of the metal on the side facing the sun.[65]
Wind considerations
When it was built, many were shocked by the tower's daring form. Eiffel was accused of trying to create something artistic with no regard to the principles of engineering. However, Eiffel and his team – experienced bridge builders – understood the importance of wind forces, and knew that if they were going to build the tallest structure in the world, they had to be sure it could withstand them. In an interview with the newspaper Le Temps published on 14 February 1887, Eiffel said:
Is it not true that the very conditions which give strength also conform to the hidden rules of harmony? … Now to what phenomenon did I have to give primary concern in designing the Tower? It was wind resistance. Well then! I hold that the curvature of the monument's four outer edges, which is as mathematical calculation dictated it should be … will give a great impression of strength and beauty, for it will reveal to the eyes of the observer the boldness of the design as a whole.[66]
He used graphical methods to determine the strength of the tower and empirical evidence to account for the effects of wind, rather than a mathematical formula. Close examination of the tower reveals a basically exponential shape.[67] All parts of the tower were overdesigned to ensure maximum resistance to wind forces. The top half was even assumed to have no gaps in the latticework.[68] In the years since it was completed, engineers have put forward various mathematical hypotheses in an attempt to explain the success of the design. The most recent, devised in 2004 after letters sent by Eiffel to the French Society of Civil Engineers in 1885 were translated into English, is described as a non-linear integral equation based on counteracting the wind pressure on any point of the tower with the tension between the construction elements at that point.[67]
The Eiffel Tower sways by up to 9 cm (3.5 in) in the wind.[69]
Accommodation
Gustave Eiffel's apartment
When originally built, the first level contained three restaurants – one French, one Russian and one Flemish — and an "Anglo-American Bar". After the exposition closed, the Flemish restaurant was converted to a 250-seat theatre. A promenade 2.6-metre (8 ft 6 in) wide ran around the outside of the first level. At the top, there were laboratories for various experiments, and a small apartment reserved for Gustave Eiffel to entertain guests, which is now open to the public, complete with period decorations and lifelike mannequins of Eiffel and some of his notable guests.[70]
In May 2016, an apartment was created on the first level to accommodate four competition winners during the UEFA Euro 2016 football tournament in Paris in June. The apartment has a kitchen, two bedrooms, a lounge, and views of Paris landmarks including the Seine, Sacré-Cœur, and the Arc de Triomphe.[71]
Passenger lifts
The arrangement of the lifts has been changed several times during the tower's history. Given the elasticity of the cables and the time taken to align the cars with the landings, each lift, in normal service, takes an average of 8 minutes and 50 seconds to do the round trip, spending an average of 1 minute and 15 seconds at each level. The average journey time between levels is 1 minute. The original hydraulic mechanism is on public display in a small museum at the base of the east and west legs. Because the mechanism requires frequent lubrication and maintenance, public access is often restricted. The rope mechanism of the north tower can be seen as visitors exit the lift.[72]
Engraved names
Main article: List of the 72 names on the Eiffel Tower
Names engraved on the tower
Gustave Eiffel engraved on the tower the names of 72 French scientists, engineers and mathematicians in recognition of their contributions to the building of the tower. Eiffel chose this "invocation of science" because of his concern over the artists' protest. At the beginning of the 20th century, the engravings were painted over, but they were restored in 1986–87 by the Société Nouvelle d'exploitation de la Tour Eiffel, a company operating the tower.[73]
Aesthetics
The tower is painted in three shades: lighter at the top, getting progressively darker towards the bottom to complement the Parisian sky.[74] It was originally reddish brown; this changed in 1968 to a bronze colour known as "Eiffel Tower Brown".[75]
The only non-structural elements are the four decorative grill-work arches, added in Sauvestre's sketches, which served to make the tower look more substantial and to make a more impressive entrance to the exposition.[76]
A pop-culture movie cliché is that the view from a Parisian window always includes the tower.[77] In reality, since zoning restrictions limit the height of most buildings in Paris to seven storeys, only a small number of tall buildings have a clear view of the tower.[78]
Maintenance
Maintenance of the tower includes applying 60 tons of paint every seven years to prevent it from rusting. The tower has been completely repainted at least 19 times since it was built. Lead paint was still being used as recently as 2001 when the practice was stopped out of concern for the environment.[56][79]
Panorama of Paris from the Tour Eiffel
Panorama of Paris and its suburbs from the top of the Eiffel Tower
Tourism
Transport
The nearest Paris Métro station is Bir-Hakeim and the nearest RER station is Champ de Mars-Tour Eiffel.[80] The tower itself is located at the intersection of the quai Branly and the Pont d'Iéna.
Popularity
Number of visitors per year between 1889 and 2004
More than 250 million people have visited the tower since it was completed in 1889.[3] In 2015, there were 6.91 million visitors.[81] The tower is the most-visited paid monument in the world.[82] An average of 25,000 people ascend the tower every day which can result in long queues.[83]
Restaurants
The tower has two restaurants: Le 58 Tour Eiffel on the first level, and Le Jules Verne, a gourmet restaurant with its own lift on the second level. This restaurant has one star in the Michelin Red Guide. It was run by the multi-Michelin star chef Alain Ducasse from 2007 to 2017.[84] Starting May 2019, it will be managed by three star chef Frédéric Anton.[85] It owes its name to the famous science-fiction writer Jules Verne. Additionally, there is a champagne bar at the top of the Eiffel Tower.
From 1937 until 1981, there was a restaurant near the top of the tower. It was removed due to structural considerations; engineers had determined it was too heavy and was causing the tower to sag.[86] This restaurant was sold to an American restaurateur and transported to New York and then New Orleans. It was rebuilt on the edge of New Orleans' Garden District as a restaurant and later event hall.[87]
Replicas
Replica at the Paris Las Vegas Hotel, Nevada, United States.
Main article: List of Eiffel Tower replicas
As one of the most iconic landmarks in the world, the Eiffel Tower has been the inspiration for the creation of many replicas and similar towers. An early example is Blackpool Tower in England. The mayor of Blackpool, Sir John Bickerstaffe, was so impressed on seeing the Eiffel Tower at the 1889 exposition that he commissioned a similar tower to be built in his town. It opened in 1894 and is 158.1 m (518 ft) tall.[88] Tokyo Tower in Japan, built as a communications tower in 1958, was also inspired by the Eiffel Tower.[89]
There are various scale models of the tower in the United States, including a half-scale version at the Paris Las Vegas, Nevada, one in Paris, Texas built in 1993, and two 1:3 scale models at Kings Island, located in Mason, Ohio, and Kings Dominion, Virginia, amusement parks opened in 1972 and 1975 respectively. Two 1:3 scale models can be found in China, one in Durango, Mexico that was donated by the local French community, and several across Europe.[90]
In 2011, the TV show Pricing the Priceless on the National Geographic Channel speculated that a full-size replica of the tower would cost approximately US$480 million to build.[91] This would be more than ten times the cost of the original (nearly 8 million in 1890 Francs; ~US$40 million in 2018 dollars).
Communications
Top of the Eiffel Tower
The tower has been used for making radio transmissions since the beginning of the 20th century. Until the 1950s, sets of aerial wires ran from the cupola to anchors on the Avenue de Suffren and Champ de Mars. These were connected to longwave transmitters in small bunkers. In 1909, a permanent underground radio centre was built near the south pillar, which still exists today. On 20 November 1913, the Paris Observatory, using the Eiffel Tower as an aerial, exchanged wireless signals with the United States Naval Observatory, which used an aerial in Arlington, Virginia. The object of the transmissions was to measure the difference in longitude between Paris and Washington, D.C..[92] Today, radio and digital television signals are transmitted from the Eiffel Tower.
FM radio
FrequencykWService
87.8 MHz10France Inter
89.0 MHz10RFI Paris
89.9 MHz6TSF Jazz
90.4 MHz10Nostalgie
90.9 MHz4Chante France
Digital television
A television antenna was first installed on the tower in 1957, increasing its height by 18.7 m (61.4 ft). Work carried out in 2000 added a further 5.3 m (17.4 ft), giving the current height of 324 m (1,063 ft).[56] Analogue television signals from the Eiffel Tower ceased on 8 March 2011.
FrequencyVHFUHFkWService
182.25 MHz6—100Canal+
479.25 MHz—22500France 2
503.25 MHz—25500TF1
527.25 MHz—28500France 3
543.25 MHz—30100France 5
567.25 MHz—33100M6
Illumination copyright
Further information: Freedom of panorama § France
The Eiffel Tower illuminated in 2015
The tower and its image have been in the public domain since 1993, 70 years after Eiffel's death.[93] In June 1990 a French court ruled that a special lighting display on the tower in 1989 to mark the tower's 100th anniversary was an "original visual creation" protected by copyright. The Court of Cassation, France's judicial court of last resort, upheld the ruling in March 1992.[94] The Société d'Exploitation de la Tour Eiffel (SETE) now considers any illumination of the tower to be a separate work of art that falls under copyright.[95] As a result, the SNTE alleges that it is illegal to publish contemporary photographs of the lit tower at night without permission in France and some other countries for commercial use.[96][97] For this reason, it is often rare to find images or videos of the lit tower at night on stock image sites,[98] and media outlets rarely broadcast images or videos of it.[99]
The imposition of copyright has been controversial. The Director of Documentation for what was then called the Société Nouvelle d'exploitation de la Tour Eiffel (SNTE), Stéphane Dieu, commented in 2005: "It is really just a way to manage commercial use of the image, so that it isn't used in ways [of which] we don't approve".[100] SNTE made over €1 million from copyright fees in 2002.[101] However, it could also be used to restrict the publication of tourist photographs of the tower at night, as well as hindering non-profit and semi-commercial publication of images of the illuminated tower.[102]
The copyright claim itself has never been tested in courts to date according to the 2014 article of the Art Law Journal, and there has never been an attempt to track down millions of netizens who have posted and shared their images of the illuminated tower on the Internet worldwide. It added, however, that permissive situation may arise on commercial use of such images, like in a magazine, on a film poster, or on product packaging.[103]
French doctrine and jurisprudence allows pictures incorporating a copyrighted work as long as their presence is incidental or accessory to the subject being represented,[104] a reasoning akin to the de minimis rule. Therefore, SETE may be unable to claim copyright on photographs of Paris which happen to include the lit tower.
Height changes
The pinnacle height of the Eiffel Tower has changed multiple times over the years as described in the chart below.[105]
FromToHeight mHeight ftType of additionRemarks
18891957312.271,025FlagpoleArchitectural height of 300 m 984 ft. Tallest freestanding structure in the world until surpassed by the Chrysler building in 1930. Tallest tower in the world until surpassed by the KCTV Broadcast Tower in 1956.
19571991320.751,052AntennaBroadcast antenna added in 1957 which made it the tallest tower in the world until the Tokyo Tower was completed the following year in 1958.
19911994317.961,043Antenna change
19942000318.71,046Antenna change
2000Current3241,063Antenna change
Taller structures
The Eiffel Tower was the world's tallest structure when completed in 1889, a distinction it retained until 1929 when the Chrysler Building in New York City was topped out.[106] The tower also lost its standing as the world's tallest tower to the Tokyo Tower in 1958 but retains its status as the tallest freestanding (non-guyed) structure in France.
Lattice towers taller than the Eiffel Tower
Further information: List of tallest towers in the world, Lattice tower, and Observation deck
NamePinnacle heightYearCountryTownRemarks
Tokyo Skytree634 m (2,080 ft)2011JapanTokyo
Kyiv TV Tower385 m (1,263 ft)1973UkraineKyiv
Dragon Tower336 m (1,102 ft)2000ChinaHarbin
Tokyo Tower333 m (1,093 ft)1958JapanTokyo
WITI TV Tower329.4 m (1,081 ft)1962United StatesShorewood, Wisconsin
St. Petersburg TV Tower326 m (1,070 ft)1962RussiaSaint Petersburg
Structures in France taller than the Eiffel Tower
Further information: List of tallest structures in France
NamePinnacle heightYearStructure typeTownRemarks
Longwave transmitter Allouis350 m (1,150 ft)1974Guyed mastAllouis
HWU transmitter350 m (1,150 ft)1971Guyed mastRosnayMilitary VLF transmitter; multiple masts
Viaduc de Millau343 m (1,125 ft)2004Bridge pillarMillau
TV Mast Niort-Maisonnay330 m (1,080 ft)1978Guyed mastNiort
Transmitter Le Mans-Mayet342 m (1,122 ft)1993Guyed mastMayet
La Regine transmitter330 m (1,080 ft)1973Guyed mastSaissacMilitary VLF transmitter
Transmitter Roumoules330 m (1,080 ft)1974Guyed mastRoumoulesSpare transmission mast for longwave; insulated against ground
See also
flagFrance portal
Eiffel Tower in popular culture
List of tallest buildings and structures in the Paris region
List of tallest buildings and structures in the world
List of tallest towers in the world
List of tallest freestanding structures in the world
List of tallest freestanding steel structures
List of transmission sites
Lattice tower
Eiffel Tower, 1909–1928 painting series by Robert Delaunay
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Loyrette, Henri (1985). Eiffel, un Ingenieur et Son Oeuvre. Rizzoli. ISBN 978-0-8478-0631-7.
Musée d'Orsay (1989). 1889: la Tour Eiffel et l'Exposition Universelle. Editions de la Réunion des Musées Nationaux, Ministère de la Culture, de la Communication, des Grands Travaux et du Bicentenaire. ISBN 978-2-7118-2244-7.
Vogel, Robert M. (1961). "Elevator Systems of the Eiffel Tower, 1889". United States National Museum Bulletin. Washington, D.C.: Smithsonian Institution. 228: 20–21.
Watson, William (1892). Paris Universal Exposition: Civil Engineering, Public Works, and Architecture. Washington, D.C.: Government Publishing Office.
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Tightrope walking
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The feet of a tightrope walker
Tightrope walking, also called funambulism, is the skill of walking along a thin wire or rope. It has a long tradition in various countries and is commonly associated with the circus. Other skills similar to tightrope walking include slack rope walking and slacklining.
Contents
1Types
2Ropes
3Biomechanics
4Famous tightrope artists
5Metaphorical use
6See also
7References
Types
Tightrope walking, Armenian manuscript, 1688
Tightwire is the skill of maintaining balance while walking along a tensioned wire between two points. It can be done either using a balancing tool (umbrella, fan, balance pole, etc.) or "freehand", using only one's body to maintain balance. Typically, tightwire performances either include dance or object manipulation. Object manipulation acts include a variety of props in their acts, such as clubs, rings, hats, or canes. Tightwire performers have even used wheelbarrows with passengers, ladders, and animals in their act. The technique to maintain balance is to keep the performer's centre of mass above their support point—usually their feet.
Highwire is a form of tightwire walking but performed at much greater height. Although there is no official height when tightwire becomes highwire, generally a wire over 20 feet (6 m) high are regarded as a highwire act.
Skywalk is a form of highwire which is performed at great heights and length. A skywalk is performed outdoors between tall building, gorges, across waterfalls or other natural and man-made structures.
Ropes
If the "lay" of the rope (the orientation of the constituent strands, the "twist" of a rope) is in one direction, the rope can twist on itself as it stretches and relaxes. Underfoot, this could be hazardous to disastrous in a tightrope. One solution is for the rope core to be made of steel cable, laid in the opposite direction to the outer layers, so that twisting forces balance each other out.
Biomechanics
Acrobats maintain their balance by positioning their centre of mass directly over their base of support, i.e. shifting most of their weight over their legs, arms, or whatever part of their body they are using to hold them up. When they are on the ground with their feet side by side, the base of support is wide in the lateral direction but narrow in the sagittal (back-to-front) direction. In the case of highwire-walkers, their feet are parallel with each other, one foot positioned in front of the other while on the wire. Therefore, a tightwire walker's sway is side to side, their lateral support having been drastically reduced. In both cases, whether side by side or parallel, the ankle is the pivot point.
A wire-walker may use a pole for balance or may stretch out his arms perpendicular to his trunk in the manner of a pole. This technique provides several advantages. It distributes mass away from the pivot point, thereby increasing the moment of inertia. This reduces angular acceleration, so a greater torque is required to rotate the performer over the wire. The result is less tipping. In addition, the performer can also correct sway by rotating the pole. This will create an equal and opposite torque on the body.
Tightwire-walkers typically perform in very thin and flexible, leather-soled slippers with a full-length suede or leather sole to protect the feet from abrasions and bruises, while still allowing the foot to curve around the wire. Though very infrequent in performance, amateur, hobbyist, or inexperienced funambulists will often walk barefoot so that the wire can be grasped between the big and second toe. This is more often done when using a rope, as the softer and silkier fibres are less taxing on the bare foot than the harder and more abrasive braided wire.
Famous tightrope artists
Maria Spelterini crossing Niagara Falls on July 4, 1876
Jultagi, the Korean tradition of tightrope walking
Charles Blondin, a.k.a. Jean-François Gravelet, crossed the Niagara Falls many times
Robert Cadman, early 18th-century British highwire walker and ropeslider
Jay Cochrane, Canadian, set multiple records for skywalking, including The Great China Skywalk[1] in Qutang Gorge, China, 639-metre-long (2,098 ft), 410-metre-high (1,340 ft) from one cliff wall to the opposite side above the Yangtze River; the longest blindfolded skywalk, 800-foot-long (240 m), 300-foot-high (91 m) in 1998, between the towers of the Flamingo Hilton in Las Vegas, Nevada, and broadcast on FOX Network's "Guinness World Records: Primetime" on Tuesday, February 23, 1999; In 2001, he became the first person to perform a skywalk in Niagara Falls, Canada, in more than a hundred years. His final performances took place during Skywalk 2012[2] with a world record submission[3] of 11.81 miles (19.01 km) in cumulative distance skywalking from the Skylon Tower at a height of 520 feet (160 m) traversing the 1,300 feet (400 m) highwire to the pinnacle of the Hilton Fallsview Hotel at 581 feet (177 m).
Con Colleano, Australian, "the Wizard of the Wire"
David Dimitri, Swiss highwire walker
Pablo Fanque, 19th-century British tightrope walker and "rope dancer", among other talents, although best known as the first black circus owner in Britain, and for his mention in the Beatles song, Being for the Benefit of Mr. Kite!
The Great Farini, a.k.a. Willie Hunt, crossed the Niagara Falls many times
Farrell Hettig, American highwire walker, started as a Wallenda team member, once held record for stee
Exploitant : SAVAC
Réseau : SQYBUS
Ligne : 439
Lieu : Ponts et Chaussées (Versailles, F-78)
Lien TC Infos : tc-infos.fr/vehicule/84380
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2612 (BC-384-WN)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE STADE EURO 2016
Voiture : 1807
Destination : Mise en Ligne
À l'occasion de l'UEFA EURO 2016 (coupe d'Europe de football), une ligne spéciale a été créée pour délester le Tram C de l'afflux de supporters, malgré les renforts mis en place. Cette "Navette Stade" porte le numéro 18, et fait la liaison entre le Parc des Expositions (et Nouveau Stade) et la station Tram B "La Cité du Vin" (anciennement "Bassins à Flot"), pour une correspondance depuis/vers le Centre-Ville. Cette Navette est mise en place avant et après le match, pour répartir les mouvements sur 2 axes. Pour l'occasion, un large périmètre avait été bloqué à la circulation autour du Stade Matmut Atlantique pour faciliter la circulation des supporters et des bus, et un arrêt spécial a été aménagé parallèlement à la station de Tram. Une zone de stationnement était mise en place pendant le match pour les bus assurant la Navette sur les "Rue du Vergne" et "Avenue de la Jallère". Cette Navette a été pérennisée au sein de l'offre TBM pour les événements au Stade Matmut Atlantique.
02/07/2016 21:19
Rue du Vergne ; F-33 BORDEAUX
"Regrowth"
Forêt domaniale d'Aitone (Evisa - Corse du sud)
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Drying Saris..., Gangasagar 2012. .
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Exploitant : RATP
Réseau : RATP
Ligne : 95
Lieu : Porte de Vanves – Place Simard (Paris, F-75)
Lien TC Infos : tc-infos.fr/vehicule/37209
Exploitant : Keolis Argenteuil Boucles de Seine
Réseau : IDF Mobilités – Argenteuil – Boucles de Seine
Lieu : Centre Opérationnel Bus d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/vehicule/22074
Exploitant : Keolis Versailles
Réseau : Phébus
Ligne : 3
Lieu : Ponts et Chaussées (Versailles, F-78)
Lien TC Infos : tc-infos.fr/vehicule/32762
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2650 (BN-482-LT)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE STADE EURO 2016
Voiture : 1806
Destination : Mise en Ligne
À l'occasion de l'UEFA EURO 2016 (coupe d'Europe de football), une ligne spéciale a été créée pour délester le Tram C de l'afflux de supporters, malgré les renforts mis en place. Cette "Navette Stade" porte le numéro 18, et fait la liaison entre le Parc des Expositions (et Nouveau Stade) et la station Tram B "La Cité du Vin" (anciennement "Bassins à Flot"), pour une correspondance depuis/vers le Centre-Ville. Cette Navette est mise en place avant et après le match, pour répartir les mouvements sur 2 axes. Pour l'occasion, un large périmètre avait été bloqué à la circulation autour du Stade Matmut Atlantique pour faciliter la circulation des supporters et des bus, et un arrêt spécial a été aménagé parallèlement à la station de Tram. Une zone de stationnement était mise en place pendant le match pour les bus assurant la Navette sur les "Rue du Vergne" et "Avenue de la Jallère". Cette Navette a été pérennisée au sein de l'offre TBM pour les événements au Stade Matmut Atlantique.
14/06/2016 18:53
Rue du Vergne ; F-33 BORDEAUX
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2665 (BL-235-JA)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE STADE EURO 2016
Voiture : 1808
Destination : Mise en Ligne
À l'occasion de l'UEFA EURO 2016 (coupe d'Europe de football), une ligne spéciale a été créée pour délester le Tram C de l'afflux de supporters, malgré les renforts mis en place. Cette "Navette Stade" porte le numéro 18, et fait la liaison entre le Parc des Expositions (et Nouveau Stade) et la station Tram B "La Cité du Vin" (anciennement "Bassins à Flot"), pour une correspondance depuis/vers le Centre-Ville. Cette Navette est mise en place avant et après le match, pour répartir les mouvements sur 2 axes. Pour l'occasion, un large périmètre avait été bloqué à la circulation autour du Stade Matmut Atlantique pour faciliter la circulation des supporters et des bus, et un arrêt spécial a été aménagé parallèlement à la station de Tram. Une zone de stationnement était mise en place pendant le match pour les bus assurant la Navette sur les "Rue du Vergne" et "Avenue de la Jallère". Cette Navette a été pérennisée au sein de l'offre TBM pour les événements au Stade Matmut Atlantique.
18/06/2016 16:01
Rue du Vergne ; F-33 BORDEAUX
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2628 (BD-995-KS)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE STADE EURO 2016
Voiture : 1812
Destination : Mise en Ligne
À l'occasion de l'UEFA EURO 2016 (coupe d'Europe de football), une ligne spéciale a été créée pour délester le Tram C de l'afflux de supporters, malgré les renforts mis en place. Cette "Navette Stade" porte le numéro 18, et fait la liaison entre le Parc des Expositions (et Nouveau Stade) et la station Tram B "La Cité du Vin" (anciennement "Bassins à Flot"), pour une correspondance depuis/vers le Centre-Ville. Cette Navette est mise en place avant et après le match, pour répartir les mouvements sur 2 axes. Pour l'occasion, un large périmètre avait été bloqué à la circulation autour du Stade Matmut Atlantique pour faciliter la circulation des supporters et des bus, et un arrêt spécial a été aménagé parallèlement à la station de Tram. Une zone de stationnement était mise en place pendant le match pour les bus assurant la Navette sur les "Rue du Vergne" et "Avenue de la Jallère". Cette Navette a été pérennisée au sein de l'offre TBM pour les événements au Stade Matmut Atlantique.
14/06/2016 18:55
Rue du Vergne ; F-33 BORDEAUX
Exploitant : Transdev Montesson les Rabaux
Réseau : Résalys
Ligne : R2N
Ligne : Gaudines (Saint-Germain-en-Laye, F-78)
Lien TC Infos : tc-infos.fr/vehicule/27041
Despite my best attempts to block every single attack thrown my way, the assailant gets lucky and manages to kick me in the chest. Cheap move. But that doesn’t mean that it isn’t smart. Given my current situation you’d be foolish to not try and exploit it. I just really wish he hadn’t done it like that. The kick to the chest knocks the breath out of me causing me to fall backwards. It’s only thanks to some sort of miracle that I manage to spin around and catch myself before I slam into the ground. Damn it. Come on Grayson, you’re better than this.
As I turn to face the assailant again, I can’t help but notice something yellow in the corner of my eye racing towards him. Has Barbra already dealt with her guy? How come she gets the easy one and I don’t?
————————————————-
No doubt Dick probably think I lucked out and somehow got the easier opponent to go up against. Oh who am I kidding? That thought is absolutely what’s racing through his head right this second. Whilst he does everything possible to reject the comparisons, in many ways he’s more like Bruce than he truly cares to admit. Although, I doubt Bruce has such concerns racing through his head. As far as he’s concerned, if you can’t best an opponent then the fault is your own.
It feels weird to agree with him so strongly on something.
As I quickly close the distance between myself and the two of them, I notice Dick briefly glance in my direction. Good. He knows I’m coming hopefully he can….
Before I have a chance to try and signal him to distract his opponent, the assailant notices Dick’s actions and turns to see me racing towards him. With reflexes as fast as Bruce’s, he raises turns his upper torso around to face me directly and quickly moves his blade to stop my staff before I have a chance to swing. Very clever.
The action prompts me to grind to a halt so as to not be unbalanced and thus expose myself to a counter attack. Unfortunately, his move was more than merely instinctive self-protection as the rest of his body turns so that he’s facing me head on. Now that really doesn’t sound like a serious problem, but what it achieves is giving him a firm footing to dig in and strike back. Definitely not something you want when you’re the one who launched the first attack.
I briefly glance behind me to see if I can successfully disengage and avoid the inevitable attempt to disarm me. My options aren’t very good. To my left is Dick on the ground, who I notice reaching for both of his escrima sticks, and to my right is the unconscious body of the guy I just knocked unconscious. Very poor choices.
With no clear direction that I can take to avoid the attack, all I can do is take it head on and hope that I’m able to resist it. Before I have a chance to brace, the follow up move comes and I manage to just block the strike. A second later and that would have probably damaged my suit’s’ armour plating. Whether or not it would have been enough to pierce is a different matter. After all, a key function of all our suits is that the chest area is the most armoured part of the suit. No doubt intended to protect most of the major organs from serious damage.
Whilst I’m able to successfully block the next two strikes this guy throws my way, the lack of options from which to step back make me a sitting target. Though I’m more than capable of blocking every move he makes against me, this fight won’t end if I’m forced to stay solely on defence. It’s then that I notice Dick steadily getting back on to his feet with both sticks in hand ready to make a move.
———————————
Barbra closes the gap between herself and the assailant in a matter of seconds. Somehow, just before she manages to launch her attack, he spots her and manages to narrowly block her strike. Did he see her because I was looking at her?
The pair quickly begin to clash weapons against one another as the assailant’s attention turns towards Barbra instead. Charming. Clearly I’m not good enough for him. But thankfully, Barbra’s distraction is just what I needed. I reach forward and grab hold of both my sticks, pausing only to make certain they weren’t damaged.
Nothing beyond a few extra scratch marks courtesy of this guy’s sword, thankfully.
As I climb back onto my feet, the sound of the guard’s sword colliding with Barbra’s staff echoes throughout the room as each strike follows the other in quick succession. It’s only then that I realise that just as he did with me, the assailant has forced Barbra onto the defensive with his continuous rapid attacks against her.
Why hasn’t she simply tried to disengage and readjust?
Her injury isn’t stopping her is it?
No wait. There’s nowhere for her to go. Her opponent lies unconscious behind her, and I was blocking her from dodging in the opposite direction. Damn it. I’ve put her in danger again. That means I have to be the one to get her out of it.
Without saying a word, I lunge forward with both sticks at the ready and charge the guard. Keep him distracted Barb, I’ve got him.
Lagos de Covadonga, Asturias, España.
El conjunto de los lagos de Covadonga está formado por dos pequeños lagos, el Enol y el Ercina de origen glaciar situados en la parte asturiana del Parque Nacional de los Picos de Europa, en el macizo occidental de dicha cadena montañosa. Existe un tercer lago, el Bricial, que solo tiene agua durante el deshielo, pero también pertenece al conjunto. En Asturias son conocidos simplemente como los lagos.
Se sitúan en el concejo de Cangas de Onís y se accede a ellos a través de una carretera de 14,5 km que nace en el Real Sitio de Covadonga para llegar en primer lugar al lago Enol, incluyendo también una pequeña carretera que les llevaría hasta el Lago Ercina. Su frecuente uso desde 1983 como final de etapa en la Vuelta ciclista a España ha popularizado internacionalmente el paraje.
La afluencia masiva de turistas, sobre todo aficionados al ciclismo, ha obligado a limitar el desarrollo de pruebas ciclistas en el entorno de Los Lagos. No obstante, la zona cuenta con una infraestructura turística.
La excesiva afluencia de visitas, en especial en temporada alta, también ha supuesto que el acceso en coche a los Lagos esté restringido, pudiendo acceder únicamente utilizando el transporte público habilitado para ello. Los vehículos particulares solo pueden circular a primera hora de la mañana (antes de las 8:30 a.m) y a última de la tarde ( a partir de las 20:00p.m). En temporada baja, no hay rectricciones de acceso con vehículo particular.
En las proximidades del lago Ercina, en Buferrera, hasta 1979 se explotaron minas de hierro, manganeso y mercurio. Las personas que visitan dicho paraje tienen a su disposición un aparcamiento "aparcamiento de Buferrera", un centro de visitantes , un refugio y dos bares restaurante para su disfrute.
The set of Covadonga lakes is made up of two small lakes, the Enol and the Ercina, of glacial origin, located in the Asturian part of the Picos de Europa National Park, in the western massif of said mountain range. There is a third lake, the Bricial, which only has water during the thaw, but it also belongs to the whole.In Asturias they are known simply as the lakes.
They are located in the council of Cangas de Onís and are accessed through a 14.5 km road that starts at the Real Sitio de Covadonga to reach Lake Enol first, including also a small road that would take them to Lake Ercina. Its frequent use since 1983 as the end of the stage in the Cycling Tour of Spain has made the place internationally popular.
The massive influx of tourists, especially cycling fans, has forced to limit the development of cycling events in the surroundings of Los Lagos. However, the area has a tourist infrastructure.
The excessive influx of visitors, especially in high season, has also meant that access by car to the Lakes is restricted, and can only be accessed using public transport enabled for this. Private vehicles can only circulate first thing in the morning (before 8:30 a.m.) and late in the afternoon (after 20:00 p.m.). In low season, there are no access restrictions with a private vehicle.
In the vicinity of Lake Ercina, in Buferrera, iron, manganese and mercury mines were exploited until 1979. People who visit this place have at their disposal a "Buferrera parking" car park, a visitor center, a shelter and two restaurant bars for their enjoyment.
© Copyright: The reproduction, publication, modification, transmission or exploitation of any work contained herein for any use, personal or commercial, without my prior written permission is strictly prohibited.
I couldn't let this guy get lost and forgotten in my archives, so I had some sliding fun with him. He's one of the entertainers that performed at the AMG Miami Beach Polo 2011 event.
HSS!
More images from under the tent below.
German postcard by Ross Verlag, no. 44301/1, 1929-1930. Photo: United Artists.
Lupe Velez (1908-1944), was one of the first Mexican actresses to succeed in Hollywood. Her nicknames were 'The Mexican Spitfire' and 'Hot Pepper'. She was the leading lady in such silent films as The Gaucho (1927), Lady of the Pavements (1928), and Wolf Song (1929). During the 1930s, her well-known explosive screen persona was exploited in a series of successful films like Hot Pepper (1933), Strictly Dynamite (1934), and Hollywood Party (1934). In the 1940s, Vélez's popularity peaked after appearing in the Mexican Spitfire films, a series created to capitalise on Vélez's well-documented fiery personality. She had several highly publicised romances and a stormy marriage. In 1944, Vélez died of an intentional overdose of the barbiturate drug Seconal. Her death and the circumstances surrounding it have been the subject of speculation and controversy.
Lupe Vélez was born María Guadalupe Villalobos Vélez in 1908 in the city of San Luis Potosí in Mexico. She was the daughter of Jacobo Villalobos Reyes, a colonel in the army of the dictator Porfirio Diaz, and his wife Josefina Vélez, an opera singer according to some sources, or vaudeville singer according to others. She had three sisters: Mercedes, Reina and Josefina, and a brother, Emigdio. The family was financially comfortable and lived in a large home. At the age of 13, her parents sent her to study at Our Lady of the Lake (now Our Lady of the Lake University) in San Antonio, Texas. It was at Our Lady of the Lake that Vélez learned to speak English and began to dance. She later admitted that she liked dance class, but was otherwise a poor student. Denny Jackson at IMDb: "Life was hard for her family, and Lupe returned to Mexico to help them out financially. She worked as a salesgirl for a department store for the princely sum of $4 a week. Every week she would turn most of her salary over to her mother, but kept a little for herself so she could take dancing lessons. By now, she figured, with her mature shape and grand personality, she thought she could make a try at show business." She began her career as a performer in Mexican vaudeville in 1924. She initially performed under her paternal surname, but after her father returned home from the war, he was outraged that his daughter had decided to become a stage performer. She chose her maternal surname, "Vélez", as her stage name and her mother introduced Vélez and her sister Josefina to the popular Spanish Mexican vedette María Conesa, "La Gatita Blanca". Vélez debuted in a show led by Conesa, where she sang 'Oh Charley, My Boy' and danced the shimmy. Aurelio Campos, a young pianist, and friend of the Vélez sisters recommended Lupe to stage producers, Carlos Ortega and Manuel Castro. Ortega and Castro were preparing a season revue at the Regis Theatre and hired Vélez to join the company in March 1925. Later that year, Vélez starred in the revues 'Mexican Rataplan' and '¡No lo tapes!', both parodies of the Bataclan's shows in Paris. Her suggestive singing and provocative dancing was a hit with audiences, and she soon established herself as one of the main stars of vaudeville in Mexico. After a year and a half, Vélez left the revue after the manager refused to give her a raise. She then joined the Teatro Principal but was fired after three months due to her "feisty attitude". Vélez was quickly hired by the Teatro Lirico, where her salary rose to 100 pesos a day. In 1926, Frank A. Woodyard, an American who had seen Vélez perform, recommended her to stage director Richard Bennett, the father of actresses Joan and Constance Bennett. Bennett was looking for an actress to portray a Mexican cantina singer in his upcoming play 'The Dove'. He sent Vélez a telegram inviting her to Los Angeles to appear in the play. Vélez had been planning to go to Cuba to perform, but quickly changed her plans and traveled to Los Angeles. However, upon arrival, she discovered that she had been replaced by another actress.
While in Los Angeles, Lupe Vélez met the comedian Fanny Brice. Brice recommended her to Flo Ziegfeld, who hired her to perform in New York City. While Vélez was preparing to leave Los Angeles, she received a call from MGM producer Harry Rapf, who offered her a screen test. Producer and director Hal Roach saw Vélez's screen test and hired her for a small role in the comic Laurel and Hardy short Sailors, Beware! (Fred Guiol, Hal Yates, 1927). After her debut, Vélez appeared in another Hal Roach short, What Women Did for Me (James Parrott, 1927), opposite Charley Chase. Later that year, she did a screen test for the upcoming Douglas Fairbanks feature The Gaucho (F. Richard Jones, 1927). Fairbanks was impressed by Vélez and hired her to appear in the film with him. The Gaucho was a hit and critics were duly impressed with Vélez's ability to hold her own alongside Fairbanks, who was well known for his spirited acting and impressive stunts. Her second major film was Stand and Deliver (Donald Crisp, 1928), produced by Cecil B. DeMille. That same year, she was named one of the WAMPAS Baby Stars. Then she appeared in Lady of the Pavements (1929), directed by D. W. Griffith, and Where East Is East (Tod Browning, 1929), starring Lon Chaney as an animal trapper in Laos. In the Western The Wolf Song (Victor Fleming, 1929), she appeared alongside Gary Cooper. As she was regularly cast as 'exotic' or 'ethnic' women that were volatile and hot-tempered, gossip columnists took to referring to Vélez as "Mexican Hurricane", "The Mexican Wildcat", "The Mexican Madcap", "Whoopee Lupe" and "The Hot Tamale". Lupe Vélez made the transition to sound films without difficulty. Studio executives had predicted that her accent would likely hamper her ability to make the transition. That idea was dispelled after she appeared in the all-talking Rin Tin Tin vehicle, Tiger Rose (George Fitzmaurice, 1929). The film was a hit and Vélez's sound career was established. Vélez appeared in a series of Pre-Code films like Hell Harbor (Henry King, 1930), The Storm (William Wyler, 1930), and the crime drama East Is West (Monta Bell, 1930) opposite Edward G. Robinson. The next year, she appeared in her second film for Cecil B. DeMille, Squaw Man (Cecil B. DeMille, 1931), opposite Warner Baxter, in Resurrection (Edwin Carewe, 1931), and The Cuban Love Song (W.S. Van Dyke, 1931), with the popular singer Lawrence Tibbett. She had a supporting role in Kongo (William J. Cowen, 1932) with Walter Huston, a sound remake of West of Zanzibar (Tod Browning, 1928) which tries to outdo the Lon Chaney original in morbidity. She also starred in Spanish-language versions of Universal films like Resurrección (Eduardo Arozamena, David Selman, 1931), the Spanish version of Resurrection (1931), and Hombres en mi vida (Eduardo Arozamena, David Selman, 1932), the Spanish version of Men in Her Life (William Beaudine, 1931) in which Lois Moran had starred.
In 1932, Lupe Vélez took a break from her film career and traveled to New York City where she was signed by Broadway impresario Florenz Ziegfeld, Jr. to take over the role of "Conchita" in the musical revue 'Hot-Cha!'. The show also starred Bert Lahr, Eleanor Powell, and Buddy Rogers. Back in Hollywood, Lupe switched to comedy after playing dramatic roles for five years. Denny Jackson at IMDb: "In 1933 she played the lead role of Pepper in Hot Pepper (1933). This film showcased her comedic talents and helped her to show the world her vital personality. She was delightful." After Hot Pepper (John G. Blystone, 1933) with Edmund Lowe and Victor McLaglen, Lupe played beautiful but volatile, characters in a series of successful films like Strictly Dynamite (Elliott Nugent, 1934), Palooka (Benjamin Stoloff, 1934) both opposite Jimmy Durante, and Hollywood Party (Allan Dwan, a.o., 1934) with Laurel and Hardy. Although Vélez was a popular actress, RKO Pictures did not renew her contract in 1934. Over the next few years, Vélez worked for various studios as a freelance actress; she also spent two years in England where she filmed The Morals of Marcus (Miles Mander, 1935) and Gypsy Melody (Edmond T. Gréville, 1936). She returned to Los Angeles the following year where she appeared in the final part of the Wheeler & Woolsey comedy High Flyers (Edward F. Cline, 1937). In 1938, Vélez made her final appearance on Broadway in the musical You Never Know, by Cole Porter. The show received poor reviews from critics but received a large amount of publicity due to the feud between Vélez and fellow cast member Libby Holman. Holman was irritated by the attention Vélez garnered from the show with her impersonations of several actresses including Gloria Swanson, Katharine Hepburn, and Shirley Temple. The feud came to a head during a performance in New Haven, Connecticut after Vélez punched Holman in between curtain calls and gave her a black eye. The feud effectively ended the show. Upon her return to Mexico City in 1938 to star in her first Mexican film, Vélez was greeted by ten thousand fans. The film La Zandunga (Fernando de Fuentes, 1938) co-starring Arturo de Córdova, was a critical and financial success. Vélez was slated to appear in four more Mexican films, but instead, she returned to Los Angeles and went back to work for RKO Pictures. In 1939, Lupe Vélez was cast opposite Leon Errol and Donald Woods in the B-comedy, The Girl from Mexico (Leslie Goodwins, 1939). Despite being a B film, it was a hit with audiences and RKO re-teamed her with Errol and Wood for a sequel, Mexican Spitfire (Leslie Goodwins, 1940). That film was also a success and led to a series of eight Spitfire films. Wikipedia: "In the series, Vélez portrays Carmelita Lindsay, a temperamental yet friendly Mexican singer married to Dennis 'Denny' Lindsay (Woods), an elegant American gentleman. The Spitfire films rejuvenated Vélez's career. Moreover, they were films in which a Latina headlined for eight films straight –a true rarity." In addition to the Spitfire series, she was cast in such films as Six Lessons from Madame La Zonga (John Rawlins, 1941), Playmates (David Butler, 1941) opposite John Barrymore, and Redhead from Manhattan (Lew Landers, 1943). In 1943, the final film in the Spitfire series, Mexican Spitfire's Blessed Event (Leslie Goodwins, 1943), was released. By that time, the novelty of the series had begun to wane. Velez co-starred with Eddie Albert in the romantic comedy, Ladies' Day (Leslie Goodwins, 1943), about an actress and a baseball player. In 1944, Vélez returned to Mexico to star in an adaptation of Émile Zola's novel Nana (Roberto Gavaldón, Celestino Gorostiza, 1944), which was well-received. It would be her final film. After filming wrapped, Vélez returned to Los Angeles and began preparing for another stage role in New York.
Lupe Vélez's temper and jealousy in her often tempestuous romantic relationships were well documented and became tabloid fodder, often overshadowing her career. Vélez was straightforward with the press and was regularly contacted by gossip columnists for stories about her romantic exploits. Her first long-term relationship was with actor Gary Cooper. Vélez met Cooper while filming The Wolf Song in 1929 and began a two-year affair with him. The relationship was passionate but often stormy. Reportedly Vélez chased Cooper around with a knife during an argument and cut him severely enough to require stitches. By that time, the rocky relationship had taken its toll on Cooper who had lost 45 pounds and was suffering from nervous exhaustion. Paramount Pictures ordered him to take a vacation to recuperate. While he was boarding the train, Vélez showed up at the train station and fired a pistol at him. During her marriage to actor Johnny Weissmuller, stories of their frequent physical fights were regularly reported in the press. Vélez reportedly inflicted scratches, bruises, and love-bites on Weissmuller during their fights and "passionate love-making". In July 1934, after ten months of marriage, Vélez filed for divorce citing cruelty. She withdrew the petition a week later after reconciling with Weissmuller. In January 1935, she filed for divorce a second time and was granted an interlocutory decree that was dismissed when the couple reconciled a month later. In August 1938, Vélez filed for divorce for a third time, again charging Weissmuller with cruelty. Their divorce was finalised in August 1939. After the divorce became final, Vélez began dating actor Guinn "Big Boy" Williams in late 1940. They were reportedly engaged but never married. Vélez was also linked to author Erich Maria Remarque and the boxers Jack Johnson and Jack Dempsey. In 1943, Vélez began an affair with her La Zandunga co-star Arturo de Córdova. De Córdova had recently moved to Hollywood after signing with Paramount Pictures. Despite the fact that de Córdova was married to Mexican actress Enna Arana with whom he had four children, Vélez granted an interview to gossip columnist Louella Parsons in September 1943 and announced that the two were engaged. Vélez ended the engagement in early 1944, reportedly after de Córdova's wife refused to give him a divorce. Vélez then met and began dating a struggling young Austrian actor named Harald Maresch (who went by the stage name Harald Ramond). In September 1944, she discovered she was pregnant with Ramond's child. She announced their engagement in late November 1944. On 10 December, four days before her death, Vélez announced she had ended the engagement and kicked Ramond out of her home. On the evening of 13 December 1944, Vélez dined with her two friends, the silent film star Estelle Taylor and Venita Oakie. In the early morning hours of 14 December, Vélez retired to her bedroom, where she consumed 75 Seconal pills and a glass of brandy. Her secretary, Beulah Kinder, found the actress's body on her bed later that morning. A suicide note addressed to Harald Ramond was found nearby. Lupe Vélez was only 36 years old. More than four-thousand people filed past her casket during her funeral. Her body was interred in Mexico City, at Panteón Civil de Dolores Cemetery. Velez' estate, valued at $125,000 and consisting mostly of her Rodeo House home, two cars, jewelry, and personal effects were left to her secretary Beulah Kinder with the remainder in trust for her mother, Mrs. Josephine Velez. Together with Dolores del Rio, Ramon Novarro, and José Mojica, she was one of the few Mexican people who had made history in the early years of Hollywood.
Sources: Denny Jackson (IMDb), Wikipedia, and IMDb.
And, please check out our blog European Film Star Postcards.
Built for the rick and Morty Exploit the Fans for Art DVD Contest.
He finally found his purpose.
Available to view on twitter.
Click here for the reference images, and here for the existential crisis.
Rick and Morty and all related names, images etc. are property of Justin Roiland, Dan Harmon and Adultswim. All rights reserved.
A lot of my wife's epiphyllum flowers are in bloom right now so I'm exploiting them while the exploitation is good.
I placed the flower on a mirror because I life the different view point that the reflection provides. Lighting came from a Yongnuo flash in a 24 inch soft box on either side of the flower pointed at the center. The strobes and my tripod mounted camera were triggered with a Yongnuo RF-603N.
Over the years, I've taken quite a few "Epi" pictures, and they're in my Epiphyllum Flowers album, if you like that sort of thing.
www.flickr.com/photos/9422878@N08/albums/72157680754580643
I've photographed a lot of plants and flowers, because they're all around us, work cheap, and never complain. I have an album of these images with over 1100 pictures, and for each one, I have described how I lit them, in case you're interested in that kind of thing.
Photo André Knoerr, Genève. Reproduction autorisée avec mention de la source.
Utilisation commerciale soumise à autorisation spéciale préalable.
Les rideaux sont tombés sur l'exploitation par les CJ de la ligne Porrentruy - Bonfol le 14 décembre 2025.
La composition RBDe 567 182 + B 369 + ABt 382 ex-TPF stationne en gare de Bonfol.
La ligne est désormais exploitée par les CFF et des autobus Mobiju (Car Postal) aux heures de pointe (!!!).
"Grâce" à la mise en place du RER Jura, Porrentruy perd ainsi (presque) toutes ses relations directes vers Biel/Bienne ou Basel SBB!
Quand un communiqué de presse parlait des améliorations en Suisse romande, on ne peut que confirmer que la population et la direction des CFF ne donnent pas la même définition au mot "amélioration"!
La relation directe de et vers Biel/Bienne n'est pas motivée par la qualité du service à offrir mais par des transferts nécessaires pour l'entretien des véhicules.
34946
Véhicule : IVECO BUS Crossway LE Line (m.) €6
Identification : 5001 (FK-370-GW)
Exploitant : Citram Aquitaine (Groupe Transdev)
Dépôt : Libourne
Réseau : CALIBUS Interurbain (Communauté d'Agglo. du Libournais)
Ligne : 5
Service : n.c.
Destination : ST-SULPICE-ET-CAMEYRAC Gare St-Sulpice Izon
15/05/2020 17:55
Place des Martyrs de la Résistance ; F-33 LIBOURNE
AKA Dr. Hunter Thompson, "Duke" has appeared in Gary Trudeau's Pulitzer prize-winning, seven-day-a-week, cartoon Doonesbury since the '60s.
"Duke's" best-remembered comment was: "When the going gets weird, the weird turn pro."
Before he crashed and burned, Hunter Thompson was considered one of the best U.S. writers ever. He committed suicide in his 60s, and according to his wishes, had his ashes fired from a cannon, an event promoted and paid for by actor Johnny Depp, who portrayed Thompson in the movie Fear and Loathing in Las Vegas.
As he just discovers, "Duke" appears many times in Trudeau's "40: A Doonesbury Retrospective."
A special thanks to Edwina, who provided the inspiration for this photo. For those who want more information on Thompson, check this out: en.wikipedia.org/wiki/Hunter_S._Thompson#Accolades_and_tr...
The exploitation rights for this text are the property of the Vienna Tourist Board. This text may be reprinted free of charge until further notice, even partially and in edited form. Forward sample copy to: Vienna Tourist Board, Media Management, Invalidenstraße 6, 1030 Vienna; media.rel@wien.info. All information in this text without guarantee.
Author: Andreas Nierhaus, Curator of Architecture/Wien Museum
Last updated January 2014
Architecture in Vienna
Vienna's 2,000-year history is present in a unique density in the cityscape. The layout of the center dates back to the Roman city and medieval road network. Romanesque and Gothic churches characterize the streets and squares as well as palaces and mansions of the baroque city of residence. The ring road is an expression of the modern city of the 19th century, in the 20th century extensive housing developments set accents in the outer districts. Currently, large-scale urban development measures are implemented; distinctive buildings of international star architects complement the silhouette of the city.
Due to its function as residence of the emperor and European power center, Vienna for centuries stood in the focus of international attention, but it was well aware of that too. As a result, developed an outstanding building culture, and still today on a worldwide scale only a few cities can come up with a comparable density of high-quality architecture. For several years now, Vienna has increased its efforts to connect with its historical highlights and is drawing attention to itself with some spectacular new buildings. The fastest growing city in the German-speaking world today most of all in residential construction is setting standards. Constants of the Viennese architecture are respect for existing structures, the palpability of historical layers and the dialogue between old and new.
Culmination of medieval architecture: the Stephansdom
The oldest architectural landmark of the city is St. Stephen's Cathedral. Under the rule of the Habsburgs, defining the face of the city from the late 13th century until 1918 in a decisive way, the cathedral was upgraded into the sacral monument of the political ambitions of the ruling house. The 1433 completed, 137 meters high southern tower, by the Viennese people affectionately named "Steffl", is a masterpiece of late Gothic architecture in Europe. For decades he was the tallest stone structure in Europe, until today he is the undisputed center of the city.
The baroque residence
Vienna's ascension into the ranks of the great European capitals began in Baroque. Among the most important architects are Johann Bernhard Fischer von Erlach and Johann Lucas von Hildebrandt. Outside the city walls arose a chain of summer palaces, including the garden Palais Schwarzenberg (1697-1704) as well as the Upper and Lower Belvedere of Prince Eugene of Savoy (1714-22). Among the most important city palaces are the Winter Palace of Prince Eugene (1695-1724, now a branch of the Belvedere) and the Palais Daun-Kinsky (auction house in Kinsky 1713-19). The emperor himself the Hofburg had complemented by buildings such as the Imperial Library (1722-26) and the Winter Riding School (1729-34). More important, however, for the Habsburgs was the foundation of churches and monasteries. Thus arose before the city walls Fischer von Erlach's Karlskirche (1714-39), which with its formal and thematic complex show façade belongs to the major works of European Baroque. In colored interior rooms like that of St. Peter's Church (1701-22), the contemporary efforts for the synthesis of architecture, painting and sculpture becomes visible.
Upgrading into metropolis: the ring road time (Ringstraßenzeit)
Since the Baroque, reflections on extension of the hopelessly overcrowed city were made, but only Emperor Franz Joseph ordered in 1857 the demolition of the fortifications and the connection of the inner city with the suburbs. 1865, the Ring Road was opened. It is as the most important boulevard of Europe an architectural and in terms of urban development achievement of the highest rank. The original building structure is almost completely preserved and thus conveys the authentic image of a metropolis of the 19th century. The public representational buildings speak, reflecting accurately the historicism, by their style: The Greek Antique forms of Theophil Hansen's Parliament (1871-83) stood for democracy, the Renaissance of the by Heinrich Ferstel built University (1873-84) for the flourishing of humanism, the Gothic of the Town Hall (1872-83) by Friedrich Schmidt for the medieval civic pride.
Dominating remained the buildings of the imperial family: Eduard van der Nüll's and August Sicardsburg's Opera House (1863-69), Gottfried Semper's and Carl Hasenauer's Burgtheater (1874-88), their Museum of Art History and Museum of Natural History (1871-91) and the Neue (New) Hofburg (1881-1918 ). At the same time the ring road was the preferred residential area of mostly Jewish haute bourgeoisie. With luxurious palaces the families Ephrussi, Epstein or Todesco made it clear that they had taken over the cultural leadership role in Viennese society. In the framework of the World Exhibition of 1873, the new Vienna presented itself an international audience. At the ring road many hotels were opened, among them the Hotel Imperial and today's Palais Hansen Kempinski.
Laboratory of modernity: Vienna around 1900
Otto Wagner's Postal Savings Bank (1903-06) was one of the last buildings in the Ring road area Otto Wagner's Postal Savings Bank (1903-06), which with it façade, liberated of ornament, and only decorated with "functional" aluminum buttons and the glass banking hall now is one of the icons of modern architecture. Like no other stood Otto Wagner for the dawn into the 20th century: His Metropolitan Railway buildings made the public transport of the city a topic of architecture, the church of the Psychiatric hospital at Steinhofgründe (1904-07) is considered the first modern church.
With his consistent focus on the function of a building ("Something impractical can not be beautiful"), Wagner marked a whole generation of architects and made Vienna the laboratory of modernity: in addition to Joseph Maria Olbrich, the builder of the Secession (1897-98) and Josef Hoffmann, the architect of the at the western outskirts located Purkersdorf Sanatorium (1904) and founder of the Vienna Workshop (Wiener Werkstätte, 1903) is mainly to mention Adolf Loos, with the Loos House at the square Michaelerplatz (1909-11) making architectural history. The extravagant marble cladding of the business zone stands in maximal contrast, derived from the building function, to the unadorned facade above, whereby its "nudity" became even more obvious - a provocation, as well as his culture-critical texts ("Ornament and Crime"), with which he had greatest impact on the architecture of the 20th century. Public contracts Loos remained denied. His major works therefore include villas, apartment facilities and premises as the still in original state preserved Tailor salon Knize at Graben (1910-13) and the restored Loos Bar (1908-09) near the Kärntner Straße (passageway Kärntner Durchgang).
Between the Wars: International Modern Age and social housing
After the collapse of the monarchy in 1918, Vienna became capital of the newly formed small country of Austria. In the heart of the city, the architects Theiss & Jaksch built 1931-32 the first skyscraper in Vienna as an exclusive residential address (Herrengasse - alley 6-8). To combat the housing shortage for the general population, the social democratic city government in a globally unique building program within a few years 60,000 apartments in hundreds of apartment buildings throughout the city area had built, including the famous Karl Marx-Hof by Karl Ehn (1925-30). An alternative to the multi-storey buildings with the 1932 opened International Werkbundsiedlung was presented, which was attended by 31 architects from Austria, Germany, France, Holland and the USA and showed models for affordable housing in greenfield areas. With buildings of Adolf Loos, André Lurçat, Richard Neutra, Gerrit Rietveld, the Werkbundsiedlung, which currently is being restored at great expense, is one of the most important documents of modern architecture in Austria.
Modernism was also expressed in significant Villa buildings: The House Beer (1929-31) by Josef Frank exemplifies the refined Wiener living culture of the interwar period, while the house Stonborough-Wittgenstein (1926-28, today Bulgarian Cultural Institute), built by the philosopher Ludwig Wittgenstein together with the architect Paul Engelmann for his sister Margarete, by its aesthetic radicalism and mathematical rigor represents a special case within contemporary architecture.
Expulsion, war and reconstruction
After the "Anschluss (Annexation)" to the German Reich in 1938, numerous Jewish builders, architects (female and male ones), who had been largely responsible for the high level of Viennese architecture, have been expelled from Austria. During the Nazi era, Vienna remained largely unaffected by structural transformations, apart from the six flak towers built for air defense of Friedrich Tamms (1942-45), made of solid reinforced concrete which today are present as memorials in the cityscape.
The years after the end of World War II were characterized by the reconstruction of the by bombs heavily damaged city. The architecture of those times was marked by aesthetic pragmatism, but also by the attempt to connect with the period before 1938 and pick up on current international trends. Among the most important buildings of the 1950s are Roland Rainer's City Hall (1952-58), the by Oswald Haerdtl erected Wien Museum at Karlsplatz (1954-59) and the 21er Haus of Karl Schwanzer (1958-62).
The youngsters come
Since the 1960s, a young generation was looking for alternatives to the moderate modernism of the reconstruction years. With visionary designs, conceptual, experimental and above all temporary architectures, interventions and installations, Raimund Abraham, Günther Domenig, Eilfried Huth, Hans Hollein, Walter Pichler and the groups Coop Himmelb(l)au, Haus-Rucker-Co and Missing Link rapidly got international attention. Although for the time being it was more designed than built, was the influence on the postmodern and deconstructivist trends of the 1970s and 1980s also outside Austria great. Hollein's futuristic "Retti" candle shop at Charcoal Market/Kohlmarkt (1964-65) and Domenig's biomorphic building of the Central Savings Bank in Favoriten (10th district of Vienna - 1975-79) are among the earliest examples, later Hollein's Haas-Haus (1985-90), the loft conversion Falkestraße (1987/88) by Coop Himmelb(l)au or Domenig's T Center (2002-04) were added. Especially Domenig, Hollein, Coop Himmelb(l)au and the architects Ortner & Ortner (ancient members of Haus-Rucker-Co) by orders from abroad the new Austrian and Viennese architecture made a fixed international concept.
MuseumQuarter and Gasometer
Since the 1980s, the focus of building in Vienna lies on the compaction of the historic urban fabric that now as urban habitat of high quality no longer is put in question. Among the internationally best known projects is the by Ortner & Ortner planned MuseumsQuartier in the former imperial stables (competition 1987, 1998-2001), which with institutions such as the MUMOK - Museum of Modern Art Foundation Ludwig, the Leopold Museum, the Kunsthalle Wien, the Architecture Center Vienna and the Zoom Children's Museum on a wordwide scale is under the largest cultural complexes. After controversies in the planning phase, here an architectural compromise between old and new has been achieved at the end, whose success as an urban stage with four million visitors (2012) is overwhelming.
The dialogue between old and new, which has to stand on the agenda of building culture of a city that is so strongly influenced by history, also features the reconstruction of the Gasometer in Simmering by Coop Himmelb(l)au, Wilhelm Holzbauer, Jean Nouvel and Manfred Wehdorn (1999-2001). Here was not only created new housing, but also a historical industrial monument reinterpreted into a signal in the urban development area.
New Neighborhood
In recent years, the major railway stations and their surroundings moved into the focus of planning. Here not only necessary infrastructural measures were taken, but at the same time opened up spacious inner-city residential areas and business districts. Among the prestigious projects are included the construction of the new Vienna Central Station, started in 2010 with the surrounding office towers of the Quartier Belvedere and the residential and school buildings of the Midsummer quarter (Sonnwendviertel). Europe's largest wooden tower invites here for a spectacular view to the construction site and the entire city. On the site of the former North Station are currently being built 10,000 homes and 20,000 jobs, on that of the Aspangbahn station is being built at Europe's greatest Passive House settlement "Euro Gate", the area of the North Western Railway Station is expected to be developed from 2020 for living and working. The largest currently under construction residential project but can be found in the north-eastern outskirts, where in Seaside Town Aspern till 2028 living and working space for 40,000 people will be created.
In one of the "green lungs" of Vienna, the Prater, 2013, the WU campus was opened for the largest University of Economics of Europe. Around the central square spectacular buildings of an international architect team from Great Britain, Japan, Spain and Austria are gathered that seem to lead a sometimes very loud conversation about the status quo of contemporary architecture (Hitoshi Abe, BUSarchitektur, Peter Cook, Zaha Hadid, NO MAD Arquitectos, Carme Pinós).
Flying high
International is also the number of architects who have inscribed themselves in the last few years with high-rise buildings in the skyline of Vienna and make St. Stephen's a not always unproblematic competition. Visible from afar is Massimiliano Fuksas' 138 and 127 meters high elegant Twin Tower at Wienerberg (1999-2001). The monolithic, 75-meter-high tower of the Hotel Sofitel at the Danube Canal by Jean Nouvel (2007-10), on the other hand, reacts to the particular urban situation and stages in its top floor new perspectives to the historical center on the other side.
Also at the water stands Dominique Perrault's DC Tower (2010-13) in the Danube City - those high-rise city, in which since the start of construction in 1996, the expansion of the city north of the Danube is condensed symbolically. Even in this environment, the slim and at the same time striking vertically folded tower of Perrault is beyond all known dimensions; from its Sky Bar, from spring 2014 on you are able to enjoy the highest view of Vienna. With 250 meters, the tower is the tallest building of Austria and almost twice as high as the St. Stephen's Cathedral. Vienna, thus, has acquired a new architectural landmark which cannot be overlooked - whether it also has the potential to become a landmark of the new Vienna, only time will tell. The architectural history of Vienna, where European history is presence and new buildings enter into an exciting and not always conflict-free dialogue with a great and outstanding architectural heritage, in any case has yet to offer exciting chapters.
Info: The folder "Architecture: From Art Nouveau to the Presence" is available at the Vienna Tourist Board and can be downloaded on www.wien.info/media/files/guide-architecture-in-wien.pdf.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Korean People's Army Air and Anti-Air Force began as the "Korean Aviation Society" in 1945. It was organized along the lines of flying clubs in the Soviet Union. In 1946, the society became a military organization and became an aviation division of the Korean People's Army (KPA). It became a branch of the army in its own right in November 1948. The KPAF incorporated much of the original Soviet air tactics, as well as North Korean experience from the UN bombings during the Korean War.
North Korea’s first indigenous jet fighter aircraft, the Wonsan Aircraft Works 여-1 (known as “W-1” outside of the country), started its existence in China as the Shenyang J-3 (Jianjiji = fighter). The J-3 was a project to exploit the knowledge and hardware gained through the license production of the Soviet MiG-15UTI trainer, locally designated JJ-2 (Jianjiji Jiaolianji – fighter trainer), a study that was primarily intended to improve China’s aircraft industry and the country’s respective engineering know how after the Korean War. The Soviet VVS and PVO had been the primary users of the MiG-15 during the Korean war, but not the only ones; it was also used by the PLAAF and KPAF (known as the United Air Army).
The J-3 was designed during the Korean War between 1952 and 1953 and two prototypes were built with Soviet help and tested in 1953, but the aircraft came too late – and it was not regarded as a successor or even an alternative to the Soviet MiG-15, because it lacked modern features like swept wings. The J-3’s design drew more on American rather than British inspiration, having elected to use features such as a very thin (but almost straight) wing akin to the Lockheed P-80 Shooting Star and a basic configuration comparable to the North American F-86 Sabre. Due to its conceptual interceptor role, an emphasis had been placed on a fast rate of climb. Power came from a Klimov VK-1 centrifugal-flow turbojet, a derivative of the British Rolls-Royce Nene Mk.104B that also powered the MiG-15. Armament consisted of four 23 mm (0.906 in) Nudelman-Suranov NS-23 autocannon under the nose.
The J-3’s rate of progress on the project was such that, within 15 months of design work having formally started, the first prototype had been fully constructed. On 28 October 1953, the first J-3 fighter prototype conducted its first flight, even though it still lacked pressurization, armament, and other military equipment. Gradually, new hardware was integrated and tested, and a second aircraft joined the tests in January 1954. Flight tests followed quickly and showed that the J-3 was easy to fly and had exceptional performance and maneuverability for a straight-wing aircraft. Unfortunately, it soon became clear that the laminar flow section used for the original tail unit was totally unsuitable, with extremely severe buffeting setting in at 500 km/h (310 mph). The buffeting was so bad that the test pilots were thrown about in the cockpit, banging their head on the canopy, and the needles fell off all the flight instruments. Fortunately, accidents could be avoided, and the tailplane section was changed with much improved results.
The gun armament caused troubles, too. Firing all four NS-23 at once made the robust engine surge – a problem that did not occur on the MiG-15, but it only carried two of these weapons. A remedy was eventually found through the introduction of a slightly elongated nose that kept the air intake further away from the gun blast shock waves. The flight and test program lasted until 1955, and a total of five J-3 prototypes were built, but with no serious plan to put this aircraft into series production, even more so after China had been offered to produce the even more modern and capable Soviet MiG-17 fighter under license as the J-5. In the People's Republic of China (PRC), an initial MiG-17F was assembled from parts in 1956, with license production following in 1957 at Shenyang. The Chinese-built version was/is known as the Shenyang J-5 (for local use) or F-5 (for export). After this decision, the J-3 program was stopped, but the machines were retained in flightworthy condition as testbeds and chase planes by the PLAAF until the late Sixties
However, this was not the end of the J-3. After fighting had ended on 27 July 1953 when the Korean Armistice Agreement was signed, the Korean People's Army Air and Anti-Air Force (KPAAF) was keen to boost its capabilities and build a domestic aircraft industry, beyond the option to produce existing designs in license. Turning to its main sponsor China, North Korea was offered the plans for the J-3 and its tools, together with a supply of Chinese-built VK-1 engines. Even though the J-3 did not represent the state-of-the-art in jet fighters anymore, it was the best option for an industrial quickstart and until 1956 a dedicated production site for the J-3 was built at Wonsan, leading to the Wonsan Aircraft Works (Wonsan hang-gong-gi jag-eob , 원산 항공기 작업) and its first military product, the 여-1 (Yeo-1 = W-1). When NATO became aware of the aircraft it received the reporting code name “Freshman”.
However, despite the J-3’s plans and tools at hand, the W-1’s production was hampered by the lack of experience, sub-optimal materials, and poor logistics (esp. concerning vital imported components like the Chinese WP-5 engine, a license-built VK-1). Consequently, it took almost three years to roll out the first pre-serial production aircraft in 1959, and even then, the W-1 was plagued with material and reliability problems. Furthermore, once the W-1 became operational in 1961, the aircraft had become outdated. The W-1 had been designed to intercept straight-and-level-flying enemy bombers, not for air-to-air combat (dogfighting) with other fighters. The subsonic (Mach .76) fighter was effective against slower (Mach .6-.8), heavily loaded U.S. fighter-bombers from the Fifties, as well as the mainstay American strategic bombers during the aircraft's development cycle (such as the Boeing B-50 Superfortress or Convair B-36 Peacemaker, which were both still powered by piston engines). It was not however able to intercept the new generation of British jet bombers such as the Avro Vulcan and Handley Page Victor, which could both fly higher. Most W-1s were initially used as night fighters – even though they lacked any on-board radar and the pilot had to rely on visual contact and/or radio guidance from ground stations to make out and close in on a potential target. The USAF's introduction of strategic bombers capable of supersonic dash speeds such as the B-58 Hustler and General Dynamics FB-111 rendered the W-1 totally obsolete in front-line KPAAF service, and they were quickly supplanted by supersonic interceptors such as the MiG-21 and MiG-23.
The rugged aircraft was not retired, though, and found use as ground attack aircraft (despite its limited payload of around 2 tons) and as an advanced fighter trainer. Total production numbers are uncertain, but less than 100 W-1s were produced until 1969, with no further variants becoming known. In 1990, probably forty were still operational, and even after 2000 some KPAAF W-1s were still flying.
General characteristics:
Crew: 1
Length: 10.73 m (35 ft 2 in)
Wingspan: 12.16 m (39 ft 10½ in)
Height: 4.46 m (14 ft 7½ in)
Wing area: 23.8 m² (256 sq ft)
Aspect ratio: 7.3
Empty weight: 4,142 kg (9,132 lb)
Gross weight: 7,404 kg (16,323 lb)
Max takeoff weight: 7,900 kg (17,417 lb)
Powerplant:
1× Wopen WP-5 (Rolls-Royce Nene Mk.104B) centrifugal-flow turbojet
with 26.5 kN (5,950 lbf) thrust
Performance:
Maximum speed: 940 km/h (580 mph, 510 kn) at sea level
Maximum speed: Mach 0.76
Cruise speed: 750 km/h (470 mph, 400 kn)
Maximum Mach number: M0.83
Combat range: 450 km (280 mi, 240 nmi)
Ferry range: 920 km (570 mi, 500 nmi)
Service ceiling: 13,000 m (43,000 ft)
Rate of climb: 38 m/s (7,500 ft/min)
Take-off run: 783 m (2,569 ft)
Landing run: 910 m (2,986 ft)
Armament:
4× 23 mm (0.906 in) Nudelman-Suranov NS-23 autocannon with 100 rounds per gun
2× underwing hardpoints for 2.000 kg of payload, including a variety of unguided iron bombs such
as 2× 250 kg (500 lb) bombs, napalm tanks, pods with unguided missiles, or 2× 350 l (92 US
gal; 77 imp gal) drop tanks for extended range.
The kit and its assembly:
I always thought that the tubby Dassault Ouragan had something “Soviet-ish” about it, looking much like one of the obscure early Yakowlew jet fighter prototypes (e .g. the straight-wing Yak-25 [first use of this designation in 1947] or the swept-wing Yak-30) around 1950. With this idea I had stashed away a Heller Ouragan for a while, and recently wondered about an indigenous North-Korean aircraft that could have emerged after the Korean War? The Ouragan looked like a good basis, and so this project started as a simple conversion of the Heller kit.
While most of the airframe was retained, I made some cosmetic changes to change the aircraft’s looks and add a Warsaw Pact flavor. The characteristic wing tip tanks disappeared, and the wings’ ends were rounded off. The fin tip was extended with a piece of 1.5 mm styrene sheet and a different fin shape was sculpted from it. The original stabilizers were replaced with what I think are stabilizers from a VEB Plasticart 1:100 An-24 – they better match the wing shape than the OOB parts!
The cockpit was taken OOB, I just replaced the ejection seat with a different piece from a KP 1:72 MiG-19. The air intake was modified with the opening from a Heller 1:72 F-84G, extending and narrowing it slightly, even though the internal splitter plate (which also bears the front wheel well) was retained. The landing gear was also basically taken OOB, but the main wheels were now mounted on the outside position (with an adaptation of the covers), and the front wheel was moved 3 mm further forward, to compensate for the slightly longer nose section, and its cover was modified accordingly. The flaps were lowered, primarily because this modification is easy to realize on this kit and it makes the simple aircraft look “livelier”, and the canopy was cut into three parts for open display.
Pylons were added under the wings, together with drop tanks from a Hobby Boss 1:72 MiG-15. The same source provided the swept antenna mast behind the cockpit and the small but characteristic altimeter sensors under the wings. As a final twist of “Sovietization” I added small fences to the wings, made from styrene profiles – they would not be necessary on the aircraft’s straight wings, but they help change the model’s overall look. 😉
Building the Heller Ouragan was a straightforward affair, even though the plastic of the recent re-boxing I used was pretty soft and took long to cure after gluing parts together. A real problem occurred when I tried to close the fuselage halves, though, because the parts did not align well behind the cockpit, as if they were warped? The walls were rather thin, too, and as a result a lot of PSR went into the spine and the ventral area behind the wings, which mismatched badly. The rather thin material in these areas did not help much, either. I have built the Ouragan before, and I do not remember these massive troubles?!
Painting and markings:
I initially considered a North-Korean night fighter camouflage from the Korea War, but since the aircraft would have been introduced into service after the open hostilities, I rather settled for a very dry NMF finish with minimal markings. Therefore, the model received an overall coat with “White Aluminum” from the rattle can and a light overall rubbing treatment with graphite to emphasize the raised panel lines and add a slightly irregular metallic shine to the paint. Since they had disappeared through PSR, I also added/recreated some panel lines with a soft pencil.
The cockpit interior was painted in medium grey and Soviet cockpit turquoise, the landing gear and its wells became metallic-grey (Humbrol 56). The areas around the exhaust and the guns were painted with Revell 91 (Iron), the only color contrasts are red trim tabs.
The large KPAAF roundels with a white background came from a Cutting Edge MiG-15 sheet, the large red tactical code was left over from an unidentifiable “Eastern Bloc” model’s decal sheet. After some more graphite treatment around the guns and the tail section the model was sealed with a coat of semi-gloss acrylic varnish (Italeri), resulting in a nice metallic shine that looks better than expected on this uniform aircraft.
Well, this converted Ouragan looks pretty dull at first sight, due to its simple livery. But this makes it pretty plausible, and the small cosmetic changes add a serious Soviet-esque touch to the aircraft.