Taiwanese 臺灣人
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IS/IT ©2018r hahs all rights reserved ( Information systems/Information technology ) Abstract = software\hardware
Ein Stockwerkschaltapprat (auch unter anderen Namen wie Kopierapparat bekannt) war früher Teil einer Aufzugsanlage. Er bildete die Position und Bewegung der Aufzugkabine in Relation zu wichtigen Merkmalen des Aufzugsschachts, insbesondere der Haltepunkte an den Stockwerken, elektromechanisch ab. Seine Schaltkontakte waren mit einer relaisbasierten Aufzugssteuerung verbunden. Heute üblich sind Schachtinformationssysteme, welche auf einer Echtzeit-Messung der Kabinenposition im Aufzugsschacht basieren.
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A floor switch apparatus (also known under different names such as copying apparatus) used to be part of an elevator system. It mapped the position and movement of the elevator car in relation to important features of the hoistway, in particular the landings at the floors in an electro mechanical manner. Its switching contacts were coupled to a relay-based elevator controller. The state-of the art solution is a hoistway information system that is based on real-time measurement of the car position in the hoistway.
EB 3240 of DSB is the 1000th Vectron. Tonight it was out for the very first time with a rake of double-deck cars. Note the passenger information system saying "Do not board this train", as these are only test drives.
🇩🇰 To learn more about Siemens' Vectron 1000, check out this article on Railcolor News: railcolornews.com/2021/11/02/eu-1000-tak-1000-vectrons-si...
According to the Geographic Names Information System, Wills Creek has also been known historically as "Cou-wach-en-ink" and as "Will's Creek.
Explore Nov 20, 2008#390
The closure of the 42nd Regiment in 2011
The 42nd Regiment of transmission of Laval, in Mayenne, will be closed in 2011. They are currently 939 people working on this site. This regiment is responsible for the operation, support and development of information systems and communication of defense in the 20 departments that the region north-west land.
It is a terrific economical miss for the town from 2011 because 939 people are there and will disappear.
On a frosty early winter (technically still fall) morning an Anchorage Yard crew pulls into the old Fort Richardson rail yard with a cut of 189-series 89 ft flat cars loaded with assorted military vehicles that came down overnight from Fort Wainwright in Fairbanks. GP38u came to the Alaska Railroad in 1986 after being rebuilt from an ex Conrail straight GP38 originally blt. Sep. 1969 as PC 7773. The geep will run around in the yard then couple to the south end and pull back out to the lead to shove the cars into the new railhead located behind where I'm standing.
This $15 million dollar facility opened the prior year. The following information comes from the US Air Force's Military Construction Program Fiscal Year 2011 Budget Estimates justification data submitted to congress February 2010.
Description of Proposed Construction: Construct a railhead complex to include
loading/unloading rail spurs, loading/unloading ramps and staging area for
marshaling tactical vehicles, a container transfer pad, shipping and receiving
building, security fencing, connection to energy monitoring and control systems
(EMCS), and building information systems.
Supporting facilities will include:
utilities, gates, storm drainage, information systems, lighting, site improvements
and information systems. Heating will be provided by a self contained unit.
Mechanical ventilation will be provided for in all areas. This project will comply
with DoD antiterrorism force protection requirements per unified facilities
criteria.
Requirement: This project will support Airborne Brigade Combat Team (ABCT) and
Stryker Brigade Combat Team (SBCT) air and surface deployments, as a rail receiving
and shipping hub for all of Alaska Army Units. The SBCT stationed at Ft Wainwright,
and the Airborne Combat Team require a rail facility to allow equipment to be
shipped by rail to and from the Port of Anchorage. Fort Richardson supports Fort
Wainwright during surface deployment operations and re-deployments. The new rail operations facility will increase the installation's railcar handling capability by
300 percent. Existing capability is about 30 railcars per day; after completion Fort Richardson will have the loading tracks and supporting infrastructure to handle the required 80-100 railcars per day. The need is due to both transformation of the Army forces structure and also changes in the nature of the mission.
Current Situation: The existing facilities consist of lightweight rail and two inadequate end ramps in the warehouse loop area. Current infrastructure will not support required throughput for surface movement required by US Army Alaska. The Stryker vehicle loading and increased movements of both brigades in Alaska is such that rapid rail bed deterioration will occur if the rail system is not upgraded and the facilities augmented with new more substantial facilities and equipment.
Impact if not provided: The existing facilities are not able to meet US Army Alaska's requirement to deploy the Army Units in Alaska within the specified timelines. Rail capability must be provided, at a minimum, which can handle trainsof 80-100 railcar units to/from Fort Wainwright, and other locations throughout
Alaska.
Joint Base Elmendorf-Richardson
Anchorage, Alaska
Friday November 30, 2012
Lots of containers, presumably need quite good information systems to find a particular one. 66197 at the headhunt, has bought in 4M35 from Mossend.
The Grade I Listed Bodleian Library, in Oxford, Oxfordshire.
The Bodleian Library is the main research library of the University of Oxford, is one of the oldest libraries in Europe. With over 12 million items, it is the second biggest library in Britain after the British Library. Under the Legal Deposit Libraries Act 2003 it is one of six legal deposit libraries for works published in the United Kingdom and under Irish Law it is entitled to request a copy of each book published in the Republic of Ireland. Known to Oxford scholars as "Bodley" or "the Bod", it operates principally as a reference library and in general, documents may not be removed from the reading rooms.
In 2000, several libraries within the University of Oxford were brought together for administrative purposes under the aegis of what was initially known as Oxford University Library Services (OULS), and since 2010 as the Bodleian Libraries, of which the Bodleian Library is the largest component.
All colleges of the University of Oxford have their own libraries, which in several cases were established well before the foundation of the Bodleian, and all of which remain entirely independent of the Bodleian. They do, however, participate in OLIS (Oxford Libraries Information System), the Bodleian Libraries' online union catalogue.
In November 2015 its collections topped 12 million items with the acquisition of Shelley's "POETICAL ESSAY on the EXISTING STATE OF THINGS". Thought lost from shortly after its publication in 1811 until a copy was rediscovered in a private collection in 2006.
Information Source:
Coyotes are members of the Canidae family and share a lot of the same traits of their relatives: wolves, dogs, foxes and jackals. There are 19 subspecies of coyote, according to the Integrated Taxonomic Information System. They have narrow, elongated snouts, lean bodies covered in thick fur, yellow or amber eyes and long, bushy tails. Coyotes have gray, white, tan and brown fur. Their fur color depends on where they live. Coyotes that live in the mountains have darker coats and ones that live in the desert have lighter coats.
The Mendocino Complex fire is now entering its 19th day as the complex grows in size. Today the fire is 354,410 acres and 68% contained. The River fire is wholly contained, and there has been no further movement, but the Ranch fire portion of the complex continues to grow northward. On Monday, tragically, a firefighter who had come from Utah to help fight the blaze died from injuries he sustained on the job. That is the sixth firefighter who has lost his life this fire season in California.
Smoke continues to billow from the active fire area within the Ranch portion of the complex. The dark red-brown area below the smoke in the satellite image contrasts starkly with the lighter tan and green areas. That red-brown area is the scorched earth left behind after the fire has burned out and moved on. In this satellite image, the fire complex has nearly ringed Clear Lake and continues to move northward.
Once again high temperatures, low humidity, and winds are all causes for ongoing concern with this fire. These are the three areas of weather concern that continue to plague all current California fires.
This Aqua satellite image was captured on August 13, 2018. Actively burning areas (hot spots) are outlined in red. Each hot spot is an area where the thermal detectors recognized temperatures higher than the background temperatures. When accompanied by plumes of smoke, as in this image, such hot spots are diagnostic for fire.
NASA image courtesy of the NASA/Goddard Space Flight Center Earth Science Data and Information System (ESDIS) project. Caption by Lynn Jenner with information from CAL fire and Inciweb.
NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.
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The InciWeb Incident Information System is following 18 fires in Alaska that are contributing, along with 49 uncontrolled fires under surveillance by the Canadian Wildland Fire Information System, to vast areas of visible smoke throughout Canadian provinces and stretching into northern U.S. states. This image from the Suomi NPP satellite's VIIRS instrument was taken from NOAA View on June 28, 2015. The smoke from these fires can also be seen in NOAA View as Aerosol Optical Thickness, a measure of how aerosols, such as smoke from wildfires, scatter and absorb sunlight.
Credit: NOAA/NASA GOES Project
NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.
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I recently met Ezra in Birmingham. He has such a sunny personality and recently graduated in Information Systems Management and Cyber Security.
BOHOL SEA (Sept. 27, 2020) Information Systems Technician 1st Class Brandon Baker and Information Systems Technician 2nd Class Luis Contreras lay a commemorative wreath in the water during a Battle of Leyte Gulf Commemoration on the flight deck of the Arleigh Burke-class guided-missile destroyer USS Paul Hamilton (DDG 60). Paul Hamilton is underway conducting operations in support of security and stability in the Indo-Pacific while assigned to Destroyer Squadron (DESRON) 15, the Navy’s largest forward-deployed DESRON and the U.S. 7th Fleet’s principal surface force. (U.S. Navy photo by Mass Communication Specialist 3rd Class Matthew F. Jackson)
A blue phone box in Leeds, a city in West Yorkshire.
AQL have converted 24 old British Telecom red phone boxes into mini WiFi hubs, they repainted them blue, as a partial tribute to Doctor Who's Tardis.
They broadcast a free WiFi signal powered by solar energy, and through a series of touch screens on the outside, are available for phone calls, video messaging and emergency phone calls too.
The old English name for the city of Leeds is Leodis, so these boxes have been given a suitably full acronym: Leeds Electronic Ordnance and Digital Information System, or LEODIS.
Dr Adam Beaumont, CEO of AQL commented: “The boxes will also allow members of the public to leave video blogs and soundbites of their memories of the area in past times. We won’t be putting the blue boxes in any other cities, as we want them to be a symbol of Leeds, we want them to become iconic.”
Information Source:
www.bbcamerica.com/anglophenia/2013/07/leeds-is-invaded-b...
HAPPY FENCED FRIDAY !!
Entropy? Unfortunately, scientists still think of scientific things even when they are skiing. This fence next to a ski piste has fallen into disrepair or, in scientific terms, become disordered over time. Its entropy has increased.
Becoming disordered over time is what everything does, including you and me. Sure, at least some order can be restored, but it takes a lot of work (energy). Toothpaste in a tube is in a nice orderly state. It does not take much work to squeeze it all out of the tube into a basin full of water. But imagine how much work (energy) it would take to gather it up and put it back in the tube. All of that effort, just to restore lost order.
Entropy is a both a scientific concept and a measurable property. IMO, it is perhaps the most important fundamental scientific concept of all. Why?
From: en.wikipedia.org/wiki/Entropy
"It has found far-ranging applications in chemistry and physics, in biological systems and their relation to life, in cosmology, economics, sociology, weather science, climate change, and information systems including the transmission of information in telecommunication."
Location: Near the top of the Rinderberg Ski Lift, above Zwiesimmen, Kanton Bern, Schweiz.
In my album: Dan's Landscapes: Swiss Snow.
A wonderfully obscure & rare ca. 1968 North American Rockwell (NAR/NR) photo of their version of a one-man lunar flying vehicle during testing/demonstration at the NAR/NR facility in Downey, CA.
Unfortunately, there’s minimal clear & definitive documentation pertaining to NAR’s/NR’s contribution - let alone this particular vehicle – with regard to any proposed flying lunar vehicle. Visually (although with no substantive context) there is, purportedly from 1964, a delightful artist’s concept of MAJ Matt Mason flying one of these above the moon…that I’ve linked to below. And, if its 1964 date is accurate, along with that of my photograph, does that mean this vehicle was under continuous consideration/development over/during that ~four-year period? Or was it revisited at some point(s) during that period? If continuous, despite being abandoned, I would’ve expected more evidence of it to have survived. With so little to go on, who knows.
There is the following, which is very interesting & informative, albeit convoluted (at least to me). And I’m not convinced it’s applicable, although several sites cite identification nomenclature from it, specifically “F1B”, and apply it to this particular vehicle. While it may be correct, there’s only passing reference to NAA within the study, and it’s peripheral, as part of a bubble functional chart…under “related/associated studies” pertaining to LM studies, CM/SM Studies, Science/Scientific Missions, Multipurpose Mission Module and LESA Studies:
ntrs.nasa.gov/api/citations/19680006032/downloads/1968000...
Disparate & disjointed, but pertinent links follow:
Basically, the same “version” of the vehicle, bearing the NAA logo, purportedly, from ca. August, 1963. BTW, note that the vehicle in my photo has NAA’s “Space and Information Systems Division” logo:
x.com/ChasingMoonBk/status/1291698138047225858
Credit: Chasing The Moon: The Book/X
Google’s “AI Overview” pertaining to it:
“The August 1963 issues of Life magazine covered various topics, with the August 6, 1963 issue being particularly notable for its coverage of space exploration. This issue featured a photo showing a prototype of a "lunar pogo-stick" or "moon stick". This gadget was being developed by North American Aviation to help transport astronauts short distances on the lunar surface. The text "It's a handy gadget for moon-hopping" in the image context likely refers to this device.”
Problem is…there wasn’t an August 6, 1963 issue of Life magazine.
The artist’s concept I reference at the start of my pointless “analysis”:
www.facebook.com/TheVaultOfTheAtomicSpaceAge/posts/lunar-...
Credit The Vault of the Atomic Space Age/FB
Further…most fortunately, excellent motion picture footage! The first link having been posted by a knowledgeable entity, identifying astronauts Al Worden & Stu Roosa:
www.youtube.com/watch?v=FILvMDSgbZI
Credit: lunarmodule5/YouTube
Actually, what's most important, thanks to my keen eye and the fact that I'm all about obscure shit, is to note the decal affixed to the inside of the vehicle's front panel, visible between runtime 2:17 - 2:21. It’s the “IT’S FUN TO FLY” logo for Champion Aviation Spark Plugs!
www.google.com/search?sa=N&sca_esv=43c0733073c9c04f&a...
Surely applied in jest, right? Also, note that there’s no logo on the front panel of it.
Also, although incorrectly identified as being a Bell Aerosystems prototype, it does have some additional footage of yet another unidentified "virtual" flyer at the end. Who the hell knows who’s that one is. NAA/NR as well? Or is it just a cool remnant film clip someone found and spliced onto the end? ¯\_(ツ)_/¯:
www.youtube.com/watch?v=X5g8pXigHUg
Credit: The Space Archive/YouTube
SUCCESS: the NAA/NAR gentleman "instructing" Worden & Roosa - who BTW demonstrates it wearing the orange coveralls - is George W. Jeffs, assistant program manager and chief program engineer. The same Mr. Jeffs that would go on to become the future president of Rockwell International's North American Aerospace Operations…amongst another half-dozen heady Rockwell titles/positions. Not to mention all the awards & honors.
DANG…Mr. Jeffs = THE REAL DEAL+>:
youtu.be/FILvMDSgbZI?si=a4SNxjqenoTLY6C5
Credit: Stephen Isherwood/Apollo Spacecraft History FB group
Wait one...last but NOT least: I've pinpointed where on the sprawling facility this took place...for the two of you that maybe passingly care...that's Building 1 in the far background. And, it was a short walk from the impact test facility. See my linked to photos below for context..
No, wait, one more...one of the map views at the following website has the conglomerate of dark, obvious older buildings, and the tent(?) labeled as “1950s Ordnance Bunkers and [Building] No. 123 Also for Apollo Explosive”. Additionally, the largest of those buildings, which I refer to as the A-Frame building, appears to be labeled as Building no. 124. At:
resight-ai.com/wp-content/uploads/2024/02/IRAD_NIP2.jpg
Credit: "RESIGHT" website
Some architecture with my new 43 years old Carl Zeiss 4/50 Distagon
Hasselblad 500 C/M
Carl Zeiss C 4/50 Distagon
CFV-50c
Haida 150mm GND
In the early 2020s, the United States Department of Defense began studies to determine where the future of American security lies. Part of this undertaking involved studying rising technologies and addressing the threats and opportunities they would purportedly generate. One of the key players therein was automation, both of information systems and actual physical platforms. To extrapolate--and if the experts are to be believed--automation would offer the ability to streamline logistics, keep C4ISR assets synchronized in real time, keep warfighters further removed from danger and tedium, and generally make the audacious undertaking of war less taxing on humans themselves. Running with this idea, the Army published the Army Evolved 2040 initiative which signaled the branch's intention to integrate cutting edge technologies of all sorts: Robotics, AI, railguns, energy weapons, etc. To say defense firms were over the moon at this announcement would be an understatement and a half.
Indeed, many firms began producing private ventures in an attempt to cultivate the sustained attention of the Army until the golden date of 2040. An example of this is the Oshkosh Corporation's Future (Autonomous) Cargo Truck [or F(A)CT], an optionally-manned cargo vehicle capable of taxiing supplies to and fro of its own accord. To achieve this, Oshkosh partnered with the growing self-driving technology company, Waymo, to integrate off-the-shelf sensors and software capable of following designated routes and/or mapping terrain when obstacles arise. Typically, when the F(A)CT is operating in autonomous mode, the cab is folded down and the sensor suite comes to life. As an added bonus, the collapsible cab allows the F(A)CT to be easily transported by aircraft or tucked away aboard ships.
Furthermore, when given a mission, an unmanned F(A)CT is often fed a pre-designed route to follow. This route can be updated at any point via datalink and the truck will naturally set down its new path. Alternatively, the F(A)CT can use a designated database to create and map its own route as the crow flies. The terrain-mapping sensors atop the cab are key to this task. Additionally, they can also supplement allied ISR operations as the F(A)CT continues about its business. When manned, the truck's cab is naturally unpacked. What's more, any unmanned vehicles remaining in the caravan can slave themselves to a designated (often manned vehicle), thereby reducing the manpower necessary to keep landborne supply chains operational. This latter bit is consistent with the aims of the Army Evolved 2040 initiative as the US Army seeks to counterbalance demographic and manpower concerns by pulling able-bodied persons from the rear and closer to the frontlines. Why waste tactical brainpower fiddling with trucks when you can let bots do the work? Additionally, as the USR expands its martial zone of exclusivity in the Pacific, allied outposts are likely to be isolated. Thus, maintaining as many hands on deck is a dire necessity. And this is exactly what Oshkosh aims to achieve with the F(A)CT.
The brand new fleet of service 26 vehicles have been installed with a new stop information system with the top screen displaying stop and connection information and the lower screen displaying twitter updates and special events. 28th July 2017.
(further pictures and information you can see if you go to the end of page and by clicking on the link...)
Belvedere
Belvedere Castle. Garden Front of the Lower Belvedere.
Belvedere Palace stands supposedly on the foundations of a Roman camp that had been erected here for strategic reasons. In 1693 Prince Eugene of Savoy acquired field and vineyard grounds between today's Rennweg and today's Gürtel. In 1700 Johann Lukas von Hildebrandt began with the construction of a palace garden (Lower Belvedere), whose in French-style layed out park was equipped with large water basins, an orangery with precious foreign plants and a menagerie. Prince Eugene was a great animal lover, and some animals in his collection could be fed exclusively by himself.
1720 the Prince conceived the plan the summer palace to supplement by a another palace building on the hill of the garden.
The 1721 by Johann Lukas von Hildebrandt begun works had been completed in 1724. The Upper Belvedere served in contrast to the Lower only representative purposes and was never meant to live.
The Prince and his architect managed a perfect symbiosis between architecture and garden. After the death of the Savoy (1736) inherited his niece Victoria of Savoy-Soisson, nee Princess Hildburghausen, all his possessions. From her the Habsburgs beginning of 1752 acquired the Belvedere. From 1755 Empress Maria Theresa moved the Arcierenleibgarde (Royal Company of the Archers) and the Galician Guard in the annex of the Belvedere. Besides, the castle stood almost empty.
Belvedere Castle. Engraving by Salomon Kleiner 1731/40 (left).
Vienna from the Belvedere. Coloured copper engraving by Carl Schütz, 1784 (right).
1770 Belvedere Palace was venue of brilliant festivities:
In castle and park the marriage of Archduchess Maria Antonia (Marie Antoinette) with the Dauphin of France by proxy (per procura) was celebrated. About 2,000 people were invited, more than 1,500 bottles of champagne, which was far from home in Vienna at that time,
were emptied. For hospitality of the guests, there were round tables, which were covered with silver. However, the Court of Vienna had a large part of the silver service to rent of nobles, because the stocks of the silver chamber were not sufficient. Finished was the festival by a magnificent fireworks.
1776, the imperial picture gallery from the Stallburg (home of the famous Lipizzan stallions) was transferred to the Upper Belvedere, the animals of the menagerie came to Schönbrunn. Shortly before the Congress of Vienna in 1814 in the Lower Belvedere the Ambras Collection was exposed. During the war against Napoleon (1805-1809), much of the collection of paintings had to be outsourced. The Corsican claimed 400 masterpieces for himself, but which after his defeat at Waterloo to the Habsburgs have been restituted. The after the French wars completely neglected building has been restored 1850-1866.
Castle Park with Upper Belvedere. Photograph, around 1890.
1819 Emperor Franz II (I) the Institute of Botany, University of Vienna, had given spacious grounds for enlargement of the Botanical Garden at Rennweg. Franz was very interested in botany and in accordance with a Habsburg House bill - every Archduke must learn a civilian job - has been educated for gardener. In an adjoining garden of Schloß Belvedere he had from his private funds laid out a botanical garden ("Flora Austriaca") which was left to the Institute of Botany for use.
During the cholera epidemic of 1831, the Belvedere served as well as Schönbrunn Palace the imperial family as a refuge; supposedly one was there protected from the bad air, which was attributed to the onset of the disease. Both castles lay in the "countryside", the air was much better here than in the densely populated city. During wartime, a hospital was set up in the castle.
As the space for the imperial collections became too small, it was thought to expand the Upper Belvedere by wing buildings. This plan was dropped for aesthetic reasons, however. After the expansion of the city (razing of the bastions and glacis) arose on the ring road the newly created Court Museums; moved there in 1891 the major part of the paintings.
Archduke-Heir to the Throne Franz Ferdinand of Austria-Este at folk and children's party in the park of the Belvedere Palace. Photograph, 1905.
To 1893/94 it is likely that Archduke Franz Ferdinand has chosen the Upper Belvedere to his residence in Vienna. Other sources say that it had been assigned to him by the Emperor Franz Joseph as a place to stay in Vienna. The rooms have been restored, adapted for residential purposes and supplemented with neo-Baroque furniture. The heir of the Este collections furnished his residence with numerous works of art. He had envisaged the castle for the accommodation of his collections; in 1893 were numerous boxes from India and Singapore in Belvedere stored. 1894 Emperor Franz Joseph could see the collection: "Yesterday I went to the Belvedere, where Franzi showed me his now quite and very nicely prepared collections. The same are as imposing as interesting by the incredible amount of objects and by the rarity and beauty of them. I believe that this exhibition would be interesting for you", wrote the monarch to his wife, Empress Elisabeth. That same year, Archduke Franz Ferdinand showed his collections his future wife, Sophie Chotková,
"Where I unaware of your fatigue with particular brutality you dragged from box to box" as he apologetically from Budweis wrote to the Countess.
Then the collections moved one the one hand to the Palais Modena in the Beatrixgasse, on the other hand to Konopischt. Only in 1898, Franz Ferdinand was granted by Emperor Franz Joseph to move into the Belvedere as Vienna Residence. More revitalization works were carried out and were also necessary. Technical modernization and preservation of the original building condition had priority - as always with the projects of Archduke Franz Ferdinand. As furnishings served still preserved furnitures from Schloss Hof, which were supplemented by new ones in old style. The private rooms in addition to electric lighting were equipped with central heating.
Belvedere Castle. Staircase in the Upper Belvedere (left).
Marble plastic "Apotheosis of Prince Eugene" by Balthasar Permoser in Gold Cabinet of the Lower Belvedere (right).
If his presence was needed in Vienna, Franz Ferdinand here could lead a normal family life and escape the pressures of court ceremonial, in which the to him in morganatic marriage affiliated wife was exposed to the evils of the courtiers. When the heir to the throne invited guests to the Belvedere, he was sitting opposite his wife as a hostess while she was ranked in the Hofburg always after the latest unmarried Archduchess. About the cozy family life at Belvedere reported Prince von Clary-Aldringens:
"Aunt Sophie invited us ... to snack into a Belvedere, unexpectedly, suddenly appeared the Archduke - we literally froze in our Hab-Acht-position (stand at attention). He greeted us warmly ... [I got to know] the Archduke as a friendly landlord, who was playing and laughing with his Children..."
Between 1899 and 1914 in the Lower Belvedere the military bureau of the heir to the throne was housed. Other well-known Residents - but of outbuildings - were Anton Bruckner, who in 1896 died in the Kustodenwohnung (guardian house), and Richard Strauss, who lived here from 1925 to 1944.
After the assassination of the Archduke and his wife in Sarajevo, the Belvedere should serve as the residence of the new heir to the throne, Archduke Karl and his family. This, however, preferred living in Schönbrunn and especially in the villa Wartholz. In 1917, Charles' brother Archduke Maximilian moved with his family into the Belvedere.
During World War II the castle was badly damaged by bombs, but rebuilt after the war ended immediately. On 15 May 1955 was the Marble Hall venue of the signing of the Austrian State Treaty. Today, the Upper Belvedere houses important art collections.
Excerpts from
Thus lived the Habsburgs - Imperial and Royal Palaces in the
Austro-Hungarian Monarchy
Ingrid Haslinger, Gerhard Trumler
Christian Brandstätter Verlag mbH
The publishing service for museums, businesses and
public bodies
www.brandstaetter - verlag.at
Denomination of the summer residence which Prince Eugene of Savoy himself had erected btw Rennweg and Swiss Garden. The term which refers to the unique view over Vienna dates from the time of Maria Theresa. Prinz Eugen bought in 1697 a plot of land at the Rennweg, which he extended to 1721 in four stages to the current area. Between 1714 and 1716 emerged the Lower Belvedere It is an elongated ground floor building, designed of a 7-axes central projection, two wings and two corner pavilions. The 3-axis central pavilion houses the Marble Hall. The castle the only rarely in Vienna sojourning builder served during the summer months as a pleasure palace.
Only in 1720 commenced construction works for the Upper Belvedere, first drawings for this existed already in 1717. The in it extent and form language compared to the Lower Belvedere especially magnificent Upper Belvedere served primarily as a representative setting for grand receptions and festivities. The architectural history of the example due to the loss of the Eugenianischen Bauarchivs (construction archiv of Prince Eugene) cannot be explored in detail without any gaps. 1723 (according to Rizzi 1721/22) the Upper Belvedere s is considered complete. The architect Johann Lukas von Hildebrandt, who repeatedly worked for Prince Eugen, with the construction of the Belvedere has created his main work. It counts in its multiform architectonic as well as sculptural structure to the most important baroque buildings of the 18th century. The to the ensemble belonging, btw Upper and Lower Belvedere laying garden has been created by the Bavarian horticultural engineer D. Girard and today only in broad terms is original. The designs for the interior of the castle stem from C. le Fort du Plessy.
After the death of the prince the belvedere went into the possession of his sole heiress, Victoria Duchess of Saxe-Hildburghausen. She sold it in 1752 to Maria Theresa. At the behest of Joseph II from 1775 the imperial picture gallery was transferred here, which in 1781 for the first time was open to the public. had. Since 1806 was located in the Lower Belvedere the Ambras Collection. Both collections were in 1890 in the Museum of Art History transferred. In 1894, the palace became residence for the heir to the throne Archduke Franz Ferdinand.
After the first World War I the Republic of Austria in Belvedere installed the Austrian Gallery. 1945 suffered the Belvedere severe war damage. In 1950, the "Gold Cabinet" in the north-eastern corner pavilion of the Upper Belvedere was destroyed by fire and replaced by a copy. The since 1988 ongoing general renovation should have been completed in 1996.
aeiou - the cultural information system of the bm: bwk
14,000 key words and 2000 pictures from history, geography, politics and business in Austria
Austrian Gallery Belvedere
The in the center of Vienna situated Belvedere palaces with their extensive parks form an impressive baroque Gesamtkunstwerk. The Museum in the Upper and Lower Castle
provides an excellent overview of the Austrian Art from the Middle Ages to the present. the collections of the 19th and 20th Century also include an exquisite inventory of international art. World Famous works by Klimt, Schiele, Kokoschka, Renoir and Monet you can see in the upper
Belvedere, from where you can enjoy a spectacular view to the center of Vienna. In the historic rooms of the Lower Belvedere are shown works of art from the Middle Ages and Baroque.
Austrian Gallery Belvedere
Prinz Eugen -Strasse 27 , A - 1037 Wien
Phone +43 / ( 0) 1 / 79557-0
Fax +43 / (0) 1/79 84 337
Upper Belvedere
Collections of the 19th and 20th century
Prinz Eugen -Strasse 27 , A - 1037 Wien
Lower Belvedere
Baroque Museum, and Museum of Medieval Art
Rennweg 6a, A - 1030 Vienna
In life, we tended to resist change. SJMC had just gone through one with the implementation of the computerised Hospital Management and Information System - dubbed the HMIS. I was on call on the moment of implementation - midnight on 1st October 2016 - but the system remained off line until I finished my shift. The moment it became online, the mayhem started.
The management decided to close all outpatient clinic - although some did not have the choice but to remain opened. I did not bother since it was my post-call morning and I have got the photo walk lined up. I came to join the party later on that afternoon after the fun subsided.
There were plenty of kinks over the weekend, but it was helped by the Monday off for Awal Muharram. It is the first day of full day since the implementation today. I still had my clinic closed since I would be in Hospital Ampang examining, away from it all …..
Since I was using the same system at Park City and Ara Damansara, I understood the problems, but my worry was not on my side, but on the network itself. Would it be able to handle the stress and the workload? We could only wait and pray …..
Blogged here.
SEA OF JAPAN (Feb. 4, 2020) Information Systems Technician 2nd Class Nate Beck, from Altoona, Pennsylvania, and Hull Technician 3rd Class Seth Gonzalez, from Lawton, Oklahoma, participate in search and rescue swimmer (SAR) training off the starboard quarter of U.S. 7th Fleet flag ship, USS Blue Ridge (LCC 19). SAR swimmers routinely perform training exercises in order to maintain proficiency in life-saving techniques. (U.S. Navy photo by Mass Communication Specialist Seaman Matt Hall)
(further information and pictures you can get by clicking on the link at the end of page!)
Mariahilferstraße
Mariahilferstraße, 6th, 7th, 14th and 15th, since 1897 (in the 6th and 7th district originally Kremser Sraße, then Bavarian highway, Laimgrubner main road, Mariahilfer main street, Fünfhauserstraße, Schönbrunnerstraße and Penzinger Poststraße, then Schönbrunner Straße), in memory of the old suburb name; Mariahilf was an independent municipality from 1660 to 1850, since then with Gumpendorf, Magdalenengrund, Windmühle and Laimgrube 6th District.
From
aeiou - the cultural information system of the bm: bwk
14,000 key words and 2000 pictures from history, geography, politics and business in Austria
Mariahilferstraße, 1908 - Wien Museum
Mariahilferstraße, 1908
Picture taken from "August Stauda - A documentarian of old Vienna"
published by Christian Brandstätter - to Book Description
History
Pottery and wine
The first ones who demonstrably populated the area of today's Mariahilferstraße (after the mammoth) were the Illyrians. They took advantage of the rich clay deposits for making simple vessels. The Celts planted on the sunny hills the first grape vines and understood the wine-making process very well. When the Romans occupied at the beginning of our Era Vienna for several centuries, they left behind many traces. The wine culture of the Celts they refined. On the hill of today's Mariahilferstraße run a Roman ridge trail, whose origins lay in the camp of Vindobona. After the rule of the Romans, the migration of peoples temporarily led many cultures here until after the expulsion of the Avars Bavarian colonists came from the West.
The peasant Middle Ages - From the vineyard to the village
Thanks to the loamy soil formed the winery, which has been pushed back only until the development of the suburbs, until the mid-17th Century the livelihood of the rural population. "Im Schöff" but also "Schöpf - scoop" and "Schiff - ship" (from "draw of") the area at the time was called. The erroneous use of a ship in the seal of the district is reminiscent of the old name, which was then replaced by the picture of grace "Mariahilf". The Weinberg (vineyard) law imposed at that time that the ground rent in the form of mash on the spot had to be paid. This was referred to as a "draw".
1495 the Mariahilfer wine was added to the wine disciplinary regulations for Herrenweine (racy, hearty, fruity, pithy wine with pleasant acidity) because of its special quality and achieved high prices.
1529 The first Turkish siege
Mariahilferstraße, already than an important route to the West, was repeatedly the scene of historical encounters. When the Turks besieged Vienna for the first time, was at the lower end of today Mariahilferstrasse, just outside the city walls of Vienna, a small settlement of houses and cottages, gardens and fields. Even the St. Theobald Monastery was there. This so-called "gap" was burned at the approach of the Turks, for them not to offer hiding places at the siege. Despite a prohibition, the area was rebuilt after departure of the Turks.
1558, a provision was adopted so that the glacis, a broad, unobstructed strip between the city wall and the outer settlements, should be left free. The Glacis existed until the demolition of the city walls in 1858. Here the ring road was later built.
1663 The new Post Road
With the new purpose of the Mariahilferstrasse as post road the first three roadside inn houses were built. At the same time the travel increased, since the carriages were finally more comfortable and the roads safer. Two well-known expressions date from this period. The "tip" and "kickbacks". In the old travel handbooks of that time we encounter them as guards beside the route, the travel and baggage tariff. The tip should the driver at the rest stop pay for the drink, while the bribe was calculated in proportion to the axle grease. Who was in a hurry, just paid a higher lubricant (Schmiergeld) or tip to motivate the coachman.
1683 The second Turkish siege
The second Turkish siege brought Mariahilferstraße the same fate. Meanwhile, a considerable settlement was formed, a real suburb, which, however, still had a lot of fields and brick pits. Again, the suburb along the Mariahilferstraße was razed to the ground, the population sought refuge behind the walls or in the Vienna Woods. The reconstruction progressed slowly since there was a lack of funds and manpower. Only at the beginning of the 18th Century took place a targeted reconstruction.
1686 Palais Esterhazy
On several "Brandstetten", by the second Turkish siege destroyed houses, the Hungarian aristocratic family Esterhazy had built herself a simple palace, which also had a passage on the Mariahilferstrasse. 1764 bought the innkeeper Paul Winkelmayr from Spittelberg the building, demolished it and built two new buildings that have been named in accordance with the Esterhazy "to the Hungarian crown."
17th Century to 19th Century. Fom the village to suburb
With the development of the settlements on the Mariahilferstraße from village to suburbs, changed not only the appearance but also the population. More and more agricultural land fell victim to the development, craftsmen and tradesmen settled there. There was an incredible variety of professions and trades, most of which were organized into guilds or crafts. Those cared for vocational training, quality and price of the goods, and in cases of unemployment, sickness and death.
The farms were replaced by churches and palaces, houses and shops. Mariahilf changed into a major industrial district, Mariahilferstrasse was an important trading center. Countless street traders sold the goods, which they carried either with them, or put in a street stall on display. The dealers made themselves noticeable by a significant Kaufruf (purchase call). So there was the ink man who went about with his bottles, the Wasserbauer (hydraulic engineering) who sold Danube water on his horse-drawn vehicle as industrial water, or the lavender woman. This lovely Viennese figures disappeared with the emergence of fixed premises and the improvement of urban transport.
Private carriages, horse-drawn carriages and buggies populated the streets, who used this route also for trips. At Mariahilferplatz Linientor (gate) was the main stand of the cheapest and most popular means of transport, the Zeiselwagen, which the Wiener used for their excursions into nature, which gradually became fashionable. In the 19th Century then yet arrived the Stellwagen (carriage) and bus traffic which had to accomplish the connection between Vienna and the suburbs. As a Viennese joke has it, suggests the Stellwagen that it has been so called because it did not come from the spot.
1719 - 1723 Royal and Imperial Court Stables
Emperor Charles VI. gave the order for the construction of the stables to Johann Bernhard Fischer von Erlach. 1772 the building was extended by two houses on the Mariahilferstrasse. The size of the stables still shows, as it serves as the Museum Quarter - its former importance. The Mariahilferstraße since the building of Schönbrunn Palace by the Imperial court very strongly was frequented. Today in the historic buildings the Museum Quarter is housed.
The church and monastery of Maria Hülff
Coloured engraving by J. Ziegler, 1783
1730 Mariahilferkirche
1711 began the renovation works at the Mariahilferkirche, giving the church building today's appearance and importance as a baroque monument. The plans stem from Franziskus Jänkl, the foreman of Lukas von Hildebrandt. Originally stood on the site of the Mariahilferkirche in the medieval vineyard "In Schoeff" a cemetery with wooden chapel built by the Barnabites. Already in those days, the miraculous image Mariahilf was located therein. During the Ottoman siege the chapel was destroyed, the miraculous image could be saved behind the protective walls. After the provisional reconstruction the miraculous image in a triumphal procession was returned, accompanied by 30,000 Viennese.
1790 - 1836 Ferdinand Raimund
Although in the district Mariahilf many artists and historical figures of Vienna lived , it is noticeable that as a residence they rather shunned the Mariahilferstraße, because as early as in the 18th Century there was a very lively and loud bustle on the street. The most famous person who was born on the Mariahilferstrasse is the folk actor and dramatist Ferdinand Raimund. He came in the house No. 45, "To the Golden deer (Zum Goldenen Hirschen)", which still exists today, as son of a turner into the world. As confectioners apprentice, he also had to visit the theaters, where he was a so-called "Numero", who sold his wares to the visitors. This encounter with the theater was fateful. He took flight from his training masters and joined a traveling troupe as an actor. After his return to Vienna, he soon became the most popular comedian. In his plays all those figures appeared then bustling the streets of Vienna. His most famous role was that of the "ash man" in "Farmer as Millionaire", a genuine Viennese guy who brings the wood ash in Butte from the houses, and from the proceeds leading a modest existence.
1805 - 1809 French occupation
The two-time occupation of Vienna by the French hit the suburbs hard. But the buildings were not destroyed fortunately.
19th century Industrialization
Here, where a higher concentration of artisans had developed as in other districts, you could feel the competition of the factories particularly hard. A craftsman after another became factory worker, women and child labor was part of the day-to-day business. With the sharp rise of the population grew apartment misery and flourished bed lodgers and roomers business.
1826
The Mariahilferstraße is paved up to the present belt (Gürtel).
1848 years of the revolution
The Mariahilferstraße this year was in turmoil. At the outbreak of the revolution, the hatred of the people was directed against the Verzehrungssteuerämter (some kind of tax authority) at the lines that have been blamed for the rise of food prices, and against the machines in the factories that had made the small craftsmen out of work or dependent workers. In October, students, workers and citizens tore up paving stones and barricaded themselves in the Mariahilfer Linientor (the so-called Linienwall was the tax frontier) in the area of today's belt.
1858 The Ring Road
The city walls fell and on the glacis arose the ring-road, the now 6th District more closely linking to the city center.
1862 Official naming
The Mariahilferstraße received its to the present day valid name, after it previously was bearing the following unofficial names: "Bavarian country road", "Mariahilfer Grund Straße", "Penzinger Street", "Laimgrube main street" and "Schönbrunner Linienstraße".
The turn of the century: development to commercial street
After the revolution of 1848, the industry displaced the dominant small business rapidly. At the same time the Mariahilferstraße developed into the first major shopping street of Vienna. The rising supply had to be passed on to the customer, and so more and more new shops sprang up. Around the turn of the century broke out a real building boom. The low suburban houses with Baroque and Biedermeier facade gave way to multi-storey houses with flashy and ostentatious facades in that historic style mixture, which was so characteristic of the late Ringstrasse period. From the former historic buildings almost nothing remained. The business portals were bigger and more pompous, the first department stores in the modern style were Gerngross and Herzmansky. Especially the clothing industry took root here.
1863 Herzmansky opened
On 3 March opened August Herzmansky a small general store in the Church Lane (Kirchengasse) 4. 1897 the great establishment in the pin alley (Stiftgasse) was opened, the largest textile company of the monarchy. August Herzmansky died a year before the opening, two nephews take over the business. In 1928, Mariahilferstraße 28 is additionally acquired. 1938, the then owner Max Delfiner had to flee, the company Rhonberg and Hämmerle took over the house. The building in Mariahilferstrasse 30 additionally was purchased. In the last days of the war in 1945 it fell victim to the flames, however. 1948, the company was returned to Max Delfiner, whose son sold in 1957 to the German Hertie group, a new building in Mariahilferstrasse 26 - 30 constructing. Other ownership changes followed.
1869 The Pferdetramway
The Pferdetramway made it first trip through the Mariahilferstraße to Neubaugasse.
Opened in 1879 Gerngroß
Mariahilferstraße about 1905
Alfred Gerngross, a merchant from Bavaria and co-worker August
Herzmanskys, founded on Mariahilferstrasse 48/corner Church alley (Kirchengasse) an own fabric store. He became the fiercest competitor of his former boss.
1901 The k.k. Imperial Furniture Collection
The k.k. Hofmobilien and material depot is established in Mariahilferstrasse 88. The collection quickly grew because each new ruler got new furniture. Today, it serves as a museum. Among other things, there is the office of Emperor Franz Joseph, the equipment of Emperor Maximilian of Mexico from Miramare Castle, the splendid table of Charles VI. and the furniture from the Oriental Cabinet of Crown Prince Rudolf.
1911 The House Stafa
On 18 August 1911, on the birthday of Emperor Franz Joseph, corner Mariahilferstraße/imperial road (Kaiserstraße) the "central palace" was opened. The construction by its architecture created a sensation. Nine large double figure-relief panels of Anton Hanak decorated it. In this building the "1st Vienna Commercial sample collective department store (Warenmuster-Kollektivkaufhaus)", a eight-storey circular building was located, which was to serve primarily the craft. The greatest adversity in the construction were underground springs. Two dug wells had to be built to pump out the water. 970 liters per minute, however, must be pumped out until today.
1945 bombing of Vienna
On 21 February 1945 bombs fell on the Mariahilferstrasse, many buildings were badly damaged. On 10th April Wiener looted the store Herzmansky. Ella Fasser, the owner of the café "Goethe" in Mariahilferstrasse, preserved the Monastery barracks (Stiftskaserne) from destruction, with the help other resistance fighters cutting the fire-conducting cords that had laid the retreating German troops. Meanwhile, she invited the officers to the cafe, and befuddled them with plenty of alcohol.
Notholithocarpus densiflorus var. echinoides—dwarf tanoak. "Tanoak is more susceptible to damage and death from Phytophthora ramorum, the fungus-like water mold causing sudden oak death disease, than any other known North American plant. Moist, mixed-evergreen and redwood/tanoak forests are the water mold's primary habitat in North America. Phytophthora ramorum infection is nearly always fatal to tanoaks, although mature trees may take several years to die."—USDA Forest Service Fire Effects Information System (FEIS). The picture shows new leaf growth on this evergreen species plus nascent infloresences. Photographed at the Regional Parks Botanic Garden in Tilden Regional Park near Berkeley, CA.
(further pictures and information you can see if you go to the end of page and by clicking on the link...)
Belvedere
Belvedere Castle. Garden Front of the Lower Belvedere.
Belvedere Palace stands supposedly on the foundations of a Roman camp that had been erected here for strategic reasons. In 1693 Prince Eugene of Savoy acquired field and vineyard grounds between today's Rennweg and today's Gürtel. In 1700 Johann Lukas von Hildebrandt began with the construction of a palace garden (Lower Belvedere), whose in French-style layed out park was equipped with large water basins, an orangery with precious foreign plants and a menagerie. Prince Eugene was a great animal lover, and some animals in his collection could be fed exclusively by himself.
1720 the Prince conceived the plan the summer palace to supplement by a another palace building on the hill of the garden.
The 1721 by Johann Lukas von Hildebrandt begun works had been completed in 1724. The Upper Belvedere served in contrast to the Lower only representative purposes and was never meant to live.
The Prince and his architect managed a perfect symbiosis between architecture and garden. After the death of the Savoy (1736) inherited his niece Victoria of Savoy-Soisson, nee Princess Hildburghausen, all his possessions. From her the Habsburgs beginning of 1752 acquired the Belvedere. From 1755 Empress Maria Theresa moved the Arcierenleibgarde (Royal Company of the Archers) and the Galician Guard in the annex of the Belvedere. Besides, the castle stood almost empty.
Belvedere Castle. Engraving by Salomon Kleiner 1731/40 (left).
Vienna from the Belvedere. Coloured copper engraving by Carl Schütz, 1784 (right).
1770 Belvedere Palace was venue of brilliant festivities:
In castle and park the marriage of Archduchess Maria Antonia (Marie Antoinette) with the Dauphin of France by proxy (per procura) was celebrated. About 2,000 people were invited, more than 1,500 bottles of champagne, which was far from home in Vienna at that time,
were emptied. For hospitality of the guests, there were round tables, which were covered with silver. However, the Court of Vienna had a large part of the silver service to rent of nobles, because the stocks of the silver chamber were not sufficient. Finished was the festival by a magnificent fireworks.
1776, the imperial picture gallery from the Stallburg (home of the famous Lipizzan stallions) was transferred to the Upper Belvedere, the animals of the menagerie came to Schönbrunn. Shortly before the Congress of Vienna in 1814 in the Lower Belvedere the Ambras Collection was exposed. During the war against Napoleon (1805-1809), much of the collection of paintings had to be outsourced. The Corsican claimed 400 masterpieces for himself, but which after his defeat at Waterloo to the Habsburgs have been restituted. The after the French wars completely neglected building has been restored 1850-1866.
Castle Park with Upper Belvedere. Photograph, around 1890.
1819 Emperor Franz II (I) the Institute of Botany, University of Vienna, had given spacious grounds for enlargement of the Botanical Garden at Rennweg. Franz was very interested in botany and in accordance with a Habsburg House bill - every Archduke must learn a civilian job - has been educated for gardener. In an adjoining garden of Schloß Belvedere he had from his private funds laid out a botanical garden ("Flora Austriaca") which was left to the Institute of Botany for use.
During the cholera epidemic of 1831, the Belvedere served as well as Schönbrunn Palace the imperial family as a refuge; supposedly one was there protected from the bad air, which was attributed to the onset of the disease. Both castles lay in the "countryside", the air was much better here than in the densely populated city. During wartime, a hospital was set up in the castle.
As the space for the imperial collections became too small, it was thought to expand the Upper Belvedere by wing buildings. This plan was dropped for aesthetic reasons, however. After the expansion of the city (razing of the bastions and glacis) arose on the ring road the newly created Court Museums; moved there in 1891 the major part of the paintings.
Archduke-Heir to the Throne Franz Ferdinand of Austria-Este at folk and children's party in the park of the Belvedere Palace. Photograph, 1905.
To 1893/94 it is likely that Archduke Franz Ferdinand has chosen the Upper Belvedere to his residence in Vienna. Other sources say that it had been assigned to him by the Emperor Franz Joseph as a place to stay in Vienna. The rooms have been restored, adapted for residential purposes and supplemented with neo-Baroque furniture. The heir of the Este collections furnished his residence with numerous works of art. He had envisaged the castle for the accommodation of his collections; in 1893 were numerous boxes from India and Singapore in Belvedere stored. 1894 Emperor Franz Joseph could see the collection: "Yesterday I went to the Belvedere, where Franzi showed me his now quite and very nicely prepared collections. The same are as imposing as interesting by the incredible amount of objects and by the rarity and beauty of them. I believe that this exhibition would be interesting for you", wrote the monarch to his wife, Empress Elisabeth. That same year, Archduke Franz Ferdinand showed his collections his future wife, Sophie Chotková,
"Where I unaware of your fatigue with particular brutality you dragged from box to box" as he apologetically from Budweis wrote to the Countess.
Then the collections moved one the one hand to the Palais Modena in the Beatrixgasse, on the other hand to Konopischt. Only in 1898, Franz Ferdinand was granted by Emperor Franz Joseph to move into the Belvedere as Vienna Residence. More revitalization works were carried out and were also necessary. Technical modernization and preservation of the original building condition had priority - as always with the projects of Archduke Franz Ferdinand. As furnishings served still preserved furnitures from Schloss Hof, which were supplemented by new ones in old style. The private rooms in addition to electric lighting were equipped with central heating.
Belvedere Castle. Staircase in the Upper Belvedere (left).
Marble plastic "Apotheosis of Prince Eugene" by Balthasar Permoser in Gold Cabinet of the Lower Belvedere (right).
If his presence was needed in Vienna, Franz Ferdinand here could lead a normal family life and escape the pressures of court ceremonial, in which the to him in morganatic marriage affiliated wife was exposed to the evils of the courtiers. When the heir to the throne invited guests to the Belvedere, he was sitting opposite his wife as a hostess while she was ranked in the Hofburg always after the latest unmarried Archduchess. About the cozy family life at Belvedere reported Prince von Clary-Aldringens:
"Aunt Sophie invited us ... to snack into a Belvedere, unexpectedly, suddenly appeared the Archduke - we literally froze in our Hab-Acht-position (stand at attention). He greeted us warmly ... [I got to know] the Archduke as a friendly landlord, who was playing and laughing with his Children..."
Between 1899 and 1914 in the Lower Belvedere the military bureau of the heir to the throne was housed. Other well-known Residents - but of outbuildings - were Anton Bruckner, who in 1896 died in the Kustodenwohnung (guardian house), and Richard Strauss, who lived here from 1925 to 1944.
After the assassination of the Archduke and his wife in Sarajevo, the Belvedere should serve as the residence of the new heir to the throne, Archduke Karl and his family. This, however, preferred living in Schönbrunn and especially in the villa Wartholz. In 1917, Charles' brother Archduke Maximilian moved with his family into the Belvedere.
During World War II the castle was badly damaged by bombs, but rebuilt after the war ended immediately. On 15 May 1955 was the Marble Hall venue of the signing of the Austrian State Treaty. Today, the Upper Belvedere houses important art collections.
Excerpts from
Thus lived the Habsburgs - Imperial and Royal Palaces in the
Austro-Hungarian Monarchy
Ingrid Haslinger, Gerhard Trumler
Christian Brandstätter Verlag mbH
The publishing service for museums, businesses and
public bodies
www.brandstaetter - verlag.at
Denomination of the summer residence which Prince Eugene of Savoy himself had erected btw Rennweg and Swiss Garden. The term which refers to the unique view over Vienna dates from the time of Maria Theresa. Prinz Eugen bought in 1697 a plot of land at the Rennweg, which he extended to 1721 in four stages to the current area. Between 1714 and 1716 emerged the Lower Belvedere It is an elongated ground floor building, designed of a 7-axes central projection, two wings and two corner pavilions. The 3-axis central pavilion houses the Marble Hall. The castle the only rarely in Vienna sojourning builder served during the summer months as a pleasure palace.
Only in 1720 commenced construction works for the Upper Belvedere, first drawings for this existed already in 1717. The in it extent and form language compared to the Lower Belvedere especially magnificent Upper Belvedere served primarily as a representative setting for grand receptions and festivities. The architectural history of the example due to the loss of the Eugenianischen Bauarchivs (construction archiv of Prince Eugene) cannot be explored in detail without any gaps. 1723 (according to Rizzi 1721/22) the Upper Belvedere s is considered complete. The architect Johann Lukas von Hildebrandt, who repeatedly worked for Prince Eugen, with the construction of the Belvedere has created his main work. It counts in its multiform architectonic as well as sculptural structure to the most important baroque buildings of the 18th century. The to the ensemble belonging, btw Upper and Lower Belvedere laying garden has been created by the Bavarian horticultural engineer D. Girard and today only in broad terms is original. The designs for the interior of the castle stem from C. le Fort du Plessy.
After the death of the prince the belvedere went into the possession of his sole heiress, Victoria Duchess of Saxe-Hildburghausen. She sold it in 1752 to Maria Theresa. At the behest of Joseph II from 1775 the imperial picture gallery was transferred here, which in 1781 for the first time was open to the public. had. Since 1806 was located in the Lower Belvedere the Ambras Collection. Both collections were in 1890 in the Museum of Art History transferred. In 1894, the palace became residence for the heir to the throne Archduke Franz Ferdinand.
After the first World War I the Republic of Austria in Belvedere installed the Austrian Gallery. 1945 suffered the Belvedere severe war damage. In 1950, the "Gold Cabinet" in the north-eastern corner pavilion of the Upper Belvedere was destroyed by fire and replaced by a copy. The since 1988 ongoing general renovation should have been completed in 1996.
aeiou - the cultural information system of the bm: bwk
14,000 key words and 2000 pictures from history, geography, politics and business in Austria
Austrian Gallery Belvedere
The in the center of Vienna situated Belvedere palaces with their extensive parks form an impressive baroque Gesamtkunstwerk. The Museum in the Upper and Lower Castle provides an excellent overview of the Austrian Art from the Middle Ages to the present. the collections of the 19th and 20th Century also include an exquisite inventory of international art. World Famous works by Klimt, Schiele, Kokoschka, Renoir and Monet you can see in the upper
Belvedere, from where you can enjoy a spectacular view to the center of Vienna. In the historic rooms of the Lower Belvedere are shown works of art from the Middle Ages and Baroque.
Austrian Gallery Belvedere
Prinz Eugen -Strasse 27 , A - 1037 Wien
Phone +43 / ( 0) 1 / 79557-0
Fax +43 / (0) 1/79 84 337
Upper Belvedere
Collections of the 19th and 20th century
Prinz Eugen -Strasse 27 , A - 1037 Wien
Lower Belvedere
Baroque Museum, and Museum of Medieval Art
Rennweg 6a, A - 1030 Vienna
Pilots from the 388th and 419th Fighter Wings taxi F-35As on the runway in preparation for a combat power exercise Nov. 19, 2018, at Hill Air Force Base, Utah. During the exercise wings confirmed their ability to employ a large force of jets against air and ground targets, demonstrating the readiness and lethality of the Lockheed Martin F-35 Lightning II "Joint Strike Fighter". As the first combat-ready F-35 units in the Air Force, the 388th and 419th FWs are ready to deploy anywhere in the world at a moment’s notice.
From Wikipedia, the free encyclopedia
The Lockheed Martin F-35 Lightning II is a family of single-seat, single-engine, all-weather, stealth, fifth-generation, multirole combat aircraft, designed for ground-attack and air-superiority missions. It is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.
The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the Joint Strike Fighter (JSF) program over the competing Boeing X-32. The official Lightning II name has proven deeply unpopular and USAF pilots have nicknamed it Panther, instead.
The United States principally funds F-35 development, with additional funding from other NATO members and close U.S. allies, including the United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and formerly Turkey. These funders generally receive subcontracts to manufacture components for the aircraft; for example, Turkey was the sole supplier of several F-35 parts until its removal from the program in July 2019. Several other countries have ordered, or are considering ordering, the aircraft.
As the largest and most expensive military program ever, the F-35 became the subject of much scrutiny and criticism in the U.S. and in other countries. In 2013 and 2014, critics argued that the plane was "plagued with design flaws", with many blaming the procurement process in which Lockheed was allowed "to design, test, and produce the F-35 all at the same time," instead of identifying and fixing "defects before firing up its production line". By 2014, the program was "$163 billion over budget [and] seven years behind schedule". Critics also contend that the program's high sunk costs and political momentum make it "too big to kill".
The F-35 first flew on 15 December 2006. In July 2015, the United States Marines declared its first squadron of F-35B fighters ready for deployment. However, the DOD-based durability testing indicated the service life of early-production F-35B aircraft is well under the expected 8,000 flight hours, and may be as low as 2,100 flight hours. Lot 9 and later aircraft include design changes but service life testing has yet to occur. The U.S. Air Force declared its first squadron of F-35As ready for deployment in August 2016. The U.S. Navy declared its first F-35Cs ready in February 2019. In 2018, the F-35 made its combat debut with the Israeli Air Force.
The U.S. stated plan is to buy 2,663 F-35s, which will provide the bulk of the crewed tactical airpower of the U.S. Air Force, Navy, and Marine Corps in coming decades. Deliveries of the F-35 for the U.S. military are scheduled until 2037 with a projected service life up to 2070.
Development
F-35 development started in 1992 with the origins of the "Joint Strike Fighter" (JSF) program and was to culminate in full production by 2018. The X-35 first flew on 24 October 2000 and the F-35A on 15 December 2006.
The F-35 was developed to replace most US fighter jets with the variants of a single design that would be common to all branches of the military. It was developed in co-operation with a number of foreign partners, and, unlike the F-22 Raptor, intended to be available for export. Three variants were designed: the F-35A (CTOL), the F-35B (STOVL), and the F-35C (CATOBAR). Despite being intended to share most of their parts to reduce costs and improve maintenance logistics, by 2017, the effective commonality was only 20%. The program received considerable criticism for cost overruns during development and for the total projected cost of the program over the lifetime of the jets.
By 2017, the program was expected to cost $406.5 billion over its lifetime (i.e. until 2070) for acquisition of the jets, and an additional $1.1 trillion for operations and maintenance. A number of design deficiencies were alleged, such as: carrying a small internal payload; performance inferior to the aircraft being replaced, particularly the F-16; lack of safety in relying on a single engine; and flaws such as the vulnerability of the fuel tank to fire and the propensity for transonic roll-off (wing drop). The possible obsolescence of stealth technology was also criticized.
Design
Overview
Although several experimental designs have been developed since the 1960s, such as the unsuccessful Rockwell XFV-12, the F-35B is to be the first operational supersonic STOVL stealth fighter. The single-engine F-35 resembles the larger twin-engined Lockheed Martin F-22 Raptor, drawing design elements from it. The exhaust duct design was inspired by the General Dynamics Model 200, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.
Lockheed Martin has suggested that the F-35 could replace the USAF's F-15C/D fighters in the air-superiority role and the F-15E Strike Eagle in the ground-attack role. It has also stated the F-35 is intended to have close- and long-range air-to-air capability second only to that of the F-22 Raptor, and that the F-35 has an advantage over the F-22 in basing flexibility and possesses "advanced sensors and information fusion".
Testifying before the House Appropriations Committee on 25 March 2009, acquisition deputy to the assistant secretary of the Air Force, Lt. Gen. Mark D. "Shack" Shackelford, stated that the F-35 is designed to be America's "premier surface-to-air missile killer, and is uniquely equipped for this mission with cutting-edge processing power, synthetic aperture radar integration techniques, and advanced target recognition".
Improvements
Ostensible improvements over past-generation fighter aircraft include:
Durable, low-maintenance stealth technology, using structural fiber mat instead of the high-maintenance coatings of legacy stealth platforms.
Integrated avionics and sensor fusion that combine information from off- and on-board sensors to increase the pilot's situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes.
High-speed data networking including IEEE 1394b and Fibre Channel (Fibre Channel is also used on Boeing's Super Hornet.
The Autonomic Logistics Global Sustainment, Autonomic Logistics Information System (ALIS), and Computerized maintenance management system to help ensure the aircraft can remain operational with minimal maintenance manpower The Pentagon has moved to open up the competitive bidding by other companies. This was after Lockheed Martin stated that instead of costing 20% less than the F-16 per flight hour, the F-35 would actually cost 12% more. Though the ALGS is intended to reduce maintenance costs, the company disagrees with including the cost of this system in the aircraft ownership calculations. The USMC has implemented a workaround for a cyber vulnerability in the system. The ALIS system currently requires a shipping-container load of servers to run, but Lockheed is working on a more portable version to support the Marines' expeditionary operations.
Electro-hydrostatic actuators run by a power-by-wire flight-control system.
A modern and updated flight simulator, which may be used for a greater fraction of pilot training to reduce the costly flight hours of the actual aircraft.
Lightweight, powerful lithium-ion batteries to provide power to run the control surfaces in an emergency.
Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide and composite epoxy materials. The F-35 will be the first mass-produced aircraft to include structural nanocomposites, namely carbon nanotube-reinforced epoxy. Experience of the F-22's problems with corrosion led to the F-35 using a gap filler that causes less galvanic corrosion to the airframe's skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B's requirement to fit inside the Navy's current amphibious assault ship parking area and elevators; the F-35C's longer wing is considered to be more fuel efficient.
Costs
A U.S. Navy study found that the F-35 will cost 30 to 40% more to maintain than current jet fighters, not accounting for inflation over the F-35's operational lifetime. A Pentagon study concluded a $1 trillion maintenance cost for the entire fleet over its lifespan, not accounting for inflation. The F-35 program office found that as of January 2014, costs for the F-35 fleet over a 53-year lifecycle was $857 billion. Costs for the fighter have been dropping and accounted for the 22 percent life cycle drop since 2010. Lockheed stated that by 2019, pricing for the fifth-generation aircraft will be less than fourth-generation fighters. An F-35A in 2019 is expected to cost $85 million per unit complete with engines and full mission systems, inflation adjusted from $75 million in December 2013.
"1st stage flight of Saturn C-5 launch vehicle."
What an uninspired caption for a spectacular work of art by Mr. Gary Meyer, a recognized, remarkably talented, versatile and prolific artist.
Fascinating (to me) history/background and confirmation of both the artist, and amongst the others in this 'series' of 1963 illustrations, this timeless perspective being one of them. And, it being on the cover of Charles Coombs’ wonderful book, “Project Apollo: Mission to the Moon”.
A cropped version was featured on the cover of "ROCKETDYNE: The First 25 Years….”, 1970, by Franklin L. Thistle, North American Rockwell Corp.
In a direct quote from his website, listing his work experience:
"Extensive paintings of Apollo moon missions including a film called “The Apollo Mission” made before the hardware existed."
Absolutely fantastic:
Credit: Jeff Quitney/Vimeo
And...I'm pretty sure the narrator is none other than Vic Perrin, the "Control Voice" of "The Outer Limits". AWESOME:
www.youtube.com/watch?v=FCcdr4O-3gE
Credit: Florín MC/YouTube
And:
www.youtube.com/watch?v=IMwv3PtdWcU
Credit: Dan Beaumont/Dan Beaumont Space Museum
I also HIGHLY recommend checking out Mr. Beaumont's amazing collection of images on this photo hosting site.
Last, but NOT least:
www.youtube.com/watch?v=IAadUrfacuk
Credit: WaCow VIDEO 美國好吃好玩生活/YouTube
Okay, actual 'last':
Credit: ArtCenter Archives website
“APOLLO SERVICE MODULE MOCKUP - This model shows a portion of the Apollo spacecraft that will contain the main rocket engine and the propellant supply for maneuvers to and from the moon. Standing by the flaring skirt of the engine are North American Aviation and Aerojet-General Corporation rocket engineers. North American’s Space & Information Systems Division is the principal industrial contractor for the Apollo Command and Service Modules for NASA’s Manned Spacecraft Center. Aerojet is producing the main rocket engine for North American. The start-stop engine will produce 21,900 pounds of thrust to keep Apollo on course to and from the moon and to perform many other missions."
Image also at:
www.spacerockethistory.com/2015/05/space-rocket-history-1...
Specifically:
i0.wp.com/www.spacerockethistory.com/wp-content/uploads/2...
Credit: "Space Rocket History Podcast" website
Last & Least. Same mockup:
secure.boeingimages.com/CS.aspx?VP3=DamView&VBID=2JRS...
"Credit": Greedy Boeing $&*%#!?!!
This bus stop at the foot of the Canongate in Edinburgh has been equipped with an updated Real Time Passenger Information system which is being tested. The city and Lothian Buses introduced the city’s original RTPI system - branded BusTracker circa 2004 - but is well overdue for replacement.
To make this upload more interesting, I have added some Edinburgh transport chronology:-
Sedan chair makes first appearance in Edinburgh 1687
First Graving Dock at Leith 1720
Edinburgh to Queen’s Ferry Road designated as turnpike road 1751
London to Edinburgh mail coach journey advertised as “10 days in summer, 12 days in winter.” 1754
Ferry Road constructed on its present line 1758
The first North Bridge completed 1772
South Bridge built 1785-1788
First wet dock (East Dock) at Leith opened 1806
John Rennie’s Musselburgh New Bridge opened 1808
First steamboat, “Lady of the Lake”, on the Forth 1812
West Dock completed 1817
Junction Bridge in Leith built 1818
Regent or Regent’s Bridge carrying Waterloo Place over Calton Road completed 1819
Trinity Chain Pier opened 1821
First regular steamship service between Leith and London 1821
Union Canal opened 1822
Second Cramond Brig opened 1824
Leith Dock Commission established 1826
Telford’s Pathhead (or Lothian) Bridge over Tyne Water built 1827-1831
George IV Bridge built 1827-1836
The Mound completed 1830
Glenesk Viaduct over River N. Esk on Edinburgh & Dalkeith Railway completed 1831
Telford’s Dean Bridge completed 1832
Mail coach from London to Edinburgh took 42 hrs 23 minutes 1832
Horse drawn passenger service inaugurated on E&DR from St Leonards 1832
Edinburgh to Glasgow ‘swift’ passenger boats on Union and Forth & Clyde canals took 7 1/2 hrs between cities changing at Falkirk 1835
New Western Approach (later Johnston Terrace) opened 1836
Granton Pier, originally Victoria Jetty, opened 1838
Edinburgh & Glasgow Rly opened from Haymarket to Glasgow via Falkirk 1842
EL&NR opened from Scotland Street to Trinity 1842
Granton to Burntisland ferry service opens 1844
Rival schemes put forward for atmospheric railways between Edinburgh and Leith 1845
EL&GR opened from Warriston Jn to North Leith 1846
North British Railway opens to Berwick-upon-Tweed 1846
E&GR extended from Haymarket to Waverley 1847
Scotland Street tunnel and Canal Street station opened 1847
Musselburgh (town centre) station opened 1847
Last mail coach run from Edinburgh to London 1847
Caledonian Railway opened from Carlisle to Lothian Road station via Carstairs 1848
Passenger services on Union Canal abandoned 1848
Edinburgh & Glasgow Railway purchase the Union Canal 1849
Lothianbridge or Newbattle viaduct built 1849
First trains between Edinburgh and Hawick 1849
Edinburgh and Bathgate Railway opened 1849
Edinburgh and Northern Railway introduce train ferry service for freight wagons between Granton and Burntisland 1851
Victoria Dock at Leith opened 1852
West Pier at Leith opened 1852
Peebles Railway opened 1855
Melville Drive opened 1859
Cockburn Street built to improve access to Waverley from the Old Town 1859-1864
GNR, NER and NBR introduce common pool of passenger carriages (East Coast Joint Stock) on East Coast route 1861
NBR complete Waverley Route to Carlisle 1862
Winchburgh railway accident, 17 killed, 1862
East Coast companies introduce Special Scotch Express Edinburgh to London King’s Cross (later the Flying Scotsman) 1862
First John Menzies bookstall at Waverley 1862
The Prince of Wales Graving Dock opened 1863
Edinburgh & Glasgow Railway taken over by NBR 1865
NBR divert Granton trains via Abbeyhill Jcn and Leith Walk 1868
Ratho/Dalmeny branch railway (1866) extended to South Queensferry 1868
CR open Cleland and Midcalder cut off 1869
NBR open Abbeyhill and Junction Road stations 1869
Albert Dock opened 1869
Tramways Act 1870
CR replace Lothian Road station with new terminus slightly further north and rename it Princes Street 1870
Portobello Pier opened 1871
NBR start through trains to Glasgow via Bathgate 1871
First horse trams (Haymarket to Bernard Street (Leith) started by Edinburgh Street Tramways Co 1871
Penicuik Railway opened 1872
NBR introduce first sleeping car service in GB between Glasgow, Edinburgh and London 1873
Colinton New Bridge opened c.1874
Balerno branch railway opened 1874
Victoria Swing Bridge opened at Leith 1874
Tramway opened from Waterloo Place to Portobello 1875
Through trains to St Pancras via Waverley Route and Midland Railway’s new Settle and Carlisle Line 1876
NBR extend railway from South Queensferry to Port Edgar 1878
CR start passenger service Princes Street to Leith 1879
Edinburgh Dock opened 1881
Forth Bridge Railway Company formed by NBR/NER/GNR/MR 1881
Edinburgh Street Tramways Co trial steam tramway engines on Portobello route 1881/2
Forth Bridge construction begins 1883
Roads and Bridges Act ends turnpike roads system and tolls 1883
South Suburban railway opened 1884
Galloway Saloon Steam Packet company formed 1886
Galloway steamers build wooden pier at South Queensferry town harbour 1886
First issues of Murray’s monthly Edinburgh timetable diaries 1886
NBR open new and improved station at Portobello 1887
Belford Bridge opened 1887
NBR open Craiglockhart station 1887
First cable tram route (Edinburgh Northern Tramways Co, Hanover St to Goldenacre) 1888
Forth Bridge and connecting railways opened, also Aberdour station, 1890
Inverkeithing and North Queensferry stations relocated 1890
Fire at the (first) Princes Street station 1890
ENTCo open Stockbridge cable route from Frederick Street to Comely Bank 1890
CR propose railway under Princes Street and Calton Hill to Leith 1890
CR and NBR both open temporary Exhibition stations to serve Edinburgh Exhibition of the Arts, Sciences and Industries 1890
NBR open Easter Road and Piershill stations 1891
Waverley expansion 1892-1902
Lessee of Edinburgh tramways (exc Leith) changes to Edinburgh & District Tramways Co in 1894
Second Princes Street Station opened by CR 1894
CR open their Barnton branch from Craigleith to Cramond Brig 1894
NBR open resited Haymarket MPD west of Russell Road 1894/5
The new Haymarket (South) tunnel completed 1895
NBR open Powderhall station 1895
First motor car driven through Edinburgh 1896
The Alexandra Dry Dock completed 1896
Burgh of Portobello absorbed by Edinburgh 1896
Second (the present) North Bridge opened 1897
Edinburgh & District Tramways takeover the two Edinburgh Northern Tramways cable routes 1897
Booking Hall opened at Waverley 1897
NBR open second Calton Tunnel 1897
Turnhouse station opened 1897
New swing bridge opened at Bernard Street replacing the earlier bridge 1898
NBR open new “suburban station” at Waverley 1898
Norman MacDonald’s Edinburgh Autocar Company introduced motor wagonette service GPO to Haymarket 1899
Edinburgh & District Tramways start their first cable trams 1899
E&DT open Tollcross cable car depot and power station 1899
NBR acquires former Waterloo Hotel as head office 1899
Dalry Road station opened by CR 1900
Jeffrey Street footbridge over east end of Waverley opened 1900
First Sunday trams 1901
First trains to Gifford 1901
NBR open branch line to Corstorphine 1902
NBR open North British Station Hotel on Princes Street 1902
First pedestrian fatality as a result of being knocked down by motor vehicle in Edinburgh 1902
Bonnington Bridge built replacing 1812 structure 1902/3
NBR open Leith Central station 1903
Driving licences introduced 1903
CR open Princes Street Station Hotel 1903
Barntongate station renamed Davidson’s Mains 1903
Cramond Brig station renamed Barnton 1903
Musselburgh & District Electric Light & Traction Co. Ltd open tramway from Joppa to Levenhall 1904
Imperial Dock opened 1904
Bangour (Private) Railway opened 1905
First Leith Corporation electric trams 1905
Scottish Motor Traction Co Ltd starts first motor bus service Mound to Corstorphine 1906
Last horse tram (Tollcross to Colinton Rd) 1907
John Croall and Sons introduce first motor taxis in Edinburgh 1907
Last extension of cable tramway network in Edinburgh - the Broughton St to Canonmills line 1908
NBR open Newtongrange station 1908
NBR open temporary station at Balgreen to serve Scottish National Exhibition at Saughton Park 1908
Hailes Platform on CR Balerno branch opened 1908
Musselburgh tramway extended from Levenhall to Port Seton 1909
Leith Corporation Tramways extended to Granton 1909
EDT open electric tramway Ardmillan Tce to Slateford 1910
NBR introduce summer Lothian Coast Express from Glasgow Queen Street to Gullane/North Berwick/Dunbar 1912
NBR open Scotland’s first Control Centre, 1913
NBR open carriage sidings at Craigentinny 1914
Seton Mains Halt on ECML opened by NBR 1914
Ratho train crash kills 12, 1917
NBR temporarily close some suburban stations 1917
Powderhall station closed 1917
NBR open Rosyth Halt 1917
South Queensferry Halt opened 1919
Edinburgh Corporation start running trams directly 1919
Edinburgh Corporation Tramways establish HQ at 2 St. James Square 1919
Corporation starts first bus tours 1919
NBR take over working of the Queensferry Passage 1920
Edinburgh absorbs Cramond, Corstorphine, Colinton, Leith and Liberton, 1920
Corporation start first regular bus services 1920
SMT starts first services to Musselburgh and Tranent 1920
Saughton station closed 1921
SMT start pleasure cruises from Queensferry with two new motor yachts 1921
First ECT electric trams 1922
Tramway on Princes Street electrified 1922
ECT introduce first double deck buses (open top) 1922
Railway grouping 1923
Last cable trams (the Portobello route) withdrawn 1923
Edinburgh Corporation open Portobello Power Station 1923
ECT tracks at Joppa linked up with those of the Musselburgh company 1923
Marchmont Circle electric tram service starts 1924
Tramway extended from Seafield to King’s Road 1924
Five killed when two trains collide at Haymarket 1924
Murrayfield Stadium opened 1925
ECT open Gorgie tram depot 1925
LNER withdraw train service to Trinity and Granton 1925
George Street tramway opened 1925
First night bus services introduced by ECT 1925
Edinburgh Licensed Hackney Carriage Association 1925
Tramway extension opened to Colinton 1926
ECT open Central Garage in former Industrial Hall at Annandale Street 1926
SMT open booking and enquiry office at 45 Princes Street 1926
SMT commence through bus service to Glasgow 1926
Maybury Road opened 1927
LMS relaunch their premier Euston- Glasgow/Edinburgh service as the “Royal Scot” 1927
Edinburgh-Glasgow New Road built 1927-32
Edinburgh Corporation Tramways becomes Edinburgh Corporation Transport 1928
First traffic lights in city at Broughton St/York Pl junction 1928
Levenhall to Port Seton tramway abandoned 1928
LNER introduce third class sleeping cars 1928
LNER loco 4472 “Flying Scotsman” hauls first non stop King’s Cross to Edinburgh train service 1928
Tramway extended from Corstorphine to Drum Brae 1928
Thomson’s Tours start coach services to London 1928
SMT open New Street bus garage 1929
Railway companies invest in SMT 1929
Telford Road opened 1929
Last trains to South Queensferry Halt 1929
Tram accident at Liberton Brae 1929
LNER close Turnhouse, Winchburgh, Gogar, Kirkliston and Leith Walk stations 1930
ECT open tramway extension to Stenhouse 1930
Road Traffic Act 1930
SMT starts extended tours of several days 1931
Bowens of Musselburgh sell their bus services to SMT 1931
First edition of The Highway Code published 1931
Last trains to Aberlady and Gullane 1932
LNER withdraw passenger services from Glencorse branch 1933
ECT introduce first closed top double decker 1933
Moderne style Southern Motors garage at Causewayside c.1933
Two custom built car ferries introduced at Queensferry 1934
LNER open Balgreen Halt 1934
LMS open East Pilton Halt 1934
Driving tests introduced 1935
Tramway extended from Braids to Fairmilehead 1936
SMT concentrate departures at Saint Andrew Square 1936
Corporation tours stance opened at Waverley Bridge 1936
The Maybury Roadhouse opened 1936
Final tram extension to Maybury 1937
Veteran 58 yr old ferry, PS “William Muir” withdrawn from LNER Granton/Burntisland passage 1937
LNER Edinburgh to Glasgow train collides with another stationary train at Castlecary killing 35, 1937
LMS open House O’ Hill Halt on Barnton branch 1937
LNER introduce The Coronation streamlined express passenger train between King’s Cross and Edinburgh and vv 1937
LNER withdraw Granton/Burntisland ferry 1940
SMT bus inbound from Port Seton crashes head on into tramcar on Portobello Road, killing five bus passengers 1941
Dalkeith branch passenger service withdrawn 1942
Western breakwater at Leith completed 1942
Last trains to Colinton and Balerno 1943
ECT restarts city tours after the war 1946
First BEA flights to London (using Northolt) 1947
Last trains to ex-NBR North Leith station 1947
Forth Road Bridge Order approves construction of bridge 1947
ECT start Airport bus service (initially under contract to BEA) 1947
First International Festival of Music and Drama 1947
Peak year for tram passenger numbers (nearly 193m) 1947
Railways nationalised 1948
Washout of East Coast Main Line in Berwickshire 1948
SMT nationalised 1949
Last trains to Haddington 1949
Town planner Patrick Abercrombie publishes his vision for Edinburgh 1949
BEA move booking office and town terminal to 133 George Street 1950
Third car ferry introduced on Queensferry Passage 1950
New Hailes station closed 1950
BR open Easter Road Park Halt for arriving football specials 1950
Last trains to Barnton and Penicuik 1951
Last trains call at Drumshoreland, Curriehill, Ratho and Philpstoun 1951
SMT start hourly express coach service to Glasgow 1951
Northern Roadways start overnight service to London 1951
Forth Ferries run short lived car ferry service between Granton and Burntisland 1951/2
Corporation resolves to abandon tramways completely within three years 1952
Corporation permits external adverts on trams and buses 1952
Last passenger trains to Leith Central 1952
First international flights from Turnhouse Airport (to Dublin) 1952
Last trams to Stenhouse and Slateford 1953
ECT close Gorgie tram depot 1953
BR introduce summer weekly “Starlight Special” overnight trains Waverley to London Marylebone @ 70/- return 1953
BEA Edinburgh to London flights move from Northolt to Heathrow 1954
Last trams to Corstorphine, Portobello, Musselburgh and Levenhall 1954
Longstone bus garage opened by ECT 1955
Leith Dock Commission close Bernard Street swing bridge to navigation 1955
Millerhill station closed 1955
Withdrawal of Colinton trams 1955
British Transport Historical Records open office in Edinburgh 1955
Remaining Glasgow trains via Bathgate withdrawn 1956
Fourth car ferry joins Queensferry Passage 1956
New passenger terminal opened at Turnhouse Airport 1956
Last first generation electric trams 1956
First diesel trains to Glasgow 1957
ECT relocate head office from St. James Square to 14 Queen Street 1957
SOL open Saint Andrew Square Bus Station 1957
Many local rail services converted to diesel operations 1958
Jeffrey Street footbridge over east end of Waverley closed 1958
Construction of Forth Road Bridge begins 1958
Underground roadway heating system installed on The Mound 1959
BR introduce summer daytime car carrier service Waverley to London (Holloway) 1960
British Railways introduce diesel services Edinburgh to Fife 1960
East Fortune becomes temporary Edinburgh Airport for 4 months (96000 pax )owing to runway strengthening at Turnhouse 1961
SMT start The Transatlantic Express service to Prestwick 1961
The new Bernard Street concrete bridge opened 1961
Last trains to Bonnyrigg and Peebles 1962
Last trains to Leith North 1962
SOL rebuild and extend Musselburgh depot 1962
First parking meters introduced on George Street and Queen Street 1962
ECT open their new Marine Garage 1962
South Sub trains withdrawn 1962
BEA move sales office to 135 Princes Street 1962
Beeching Report published 1963
Loganair start first scheduled service Dundee to Edinburgh 1963
ECT open information bureau at top of Waverley Bridge 1964
Eastern Scottish fleetname introduced by SOL 1964/5
New A90 dual carriageway Cramond Brig to Queensferry 1964
Queensferry Passage closed 1964
Forth Road Bridge (cost £19.5m) opened, first direct buses to Fife 1964
Scotland’s first motorway - M90 Admiralty to Duloch in south Fife plus M823 spur bypassing Rosyth 1964
Castle Terrace multi-storey car park opened 1964
Abbeyhill, Piershill, Portobello and Joppa stations closed 1964
Musselburgh and Inveresk stations closed 1964
Kingsknowe station closed 1964
First modern rear engined bus bought by ECT 1965
British Rail brand name and double arrow logo launched 1965
Princes Street Station closed along with Merchiston 1965
BEA Vickers Vanguard on flight from Edinburgh crashes at Heathrow killing 36, 1965
BUA start InterJet service to Gatwick 1966
BR publish closure proposal for Waverley Route 1966
Driver-only double deck buses legalised 1966
SOL open combined depot/bus station in Dalkeith 1966
Motorail brand launched by BRB 1966
Edinburgh Corporation publish plans for six lane Inner Relief Road 1966
ECT close parcels service 1966
Chairlift opened at Hillend ski centre 1966
Half hourly train service Edinburgh to Glasgow QS via Falkirk 1966.
BR close St. Margaret’s MPD 1967
Last trains to Corstorphine 1967
Forth Ports Authority replaces Leith Dock Commission 1968
Taxi cooperative, Central Radio Taxis, founded 1968
Waverley Route to Carlisle closed 1969
BR close Divisional Manager’s office at Waterloo Place 1969
ECT introduce first double decker one man operated services 1969
Scottish Transport Group HQ set up at Carron House on George Street, Edinburgh 1969
Closure of North Berwick branch refused by MoT 1969
ECT close Tollcross garage 1969
M8 opened between Whitburn and Dechmont 1969
Direct railway route to Perth closed between Cowdenbeath and Bridge of Earn via Kinross Jcn 1970
ECT employ first female driver 1970
M8 eastern section opened between Dechmont and Newbridge 1970
M9 (later M90) Kirkliston spur opened 1970
Travel Centre opened at Waverley 1970
BAA take over Edinburgh Airport 1971
Scotland’s first motorway service area opened at Harthill on M8 at cost of £650,000, 1971
Push/Pull trains to Glasgow 1971
Kingsknowe Station reopened 1971
ECT expand info bureau at Waverley Bridge to become airport bus terminal 1971
Last passenger sailings from Leith to Orkney/Shetland 1971
Traffic lights installed on Princes Street 1972
First Open Day at ECT Shrubhill 1972
Last sailings Leith to Reykjavik and Copenhagen 1972
The old A9 between Turnhouse and Boathouse Bridge closed to allow construction of the airport’s new runway 1973
Rose Street (between Castle St and Frederick St) becomes first in city to be pedestrianised 1973
First section of Water of Leith Walkway opened between Slateford and Juniper Green using solum of ex-CR Balerno branch 1973
Civil Aviation Act 1971 merges BEA and BOAC as British Airways 1974
First bus lane in city (Earl Grey Street, northbound) 1974
West Approach Road opened 1974
Edinburgh boundary extended to take in Queensferry, Kirkliston, Newbridge, Ratho, Currie and Balerno 1975
Edinburgh City Transport becomes Lothian Regional Transport 1975
Air Anglia launch first Edinburgh to Amsterdam flights 1975
First Leith Street footbridge erected 1975
New runway opened at Edinburgh Airport 1976
British Airways introduce the Shuttle to Heathrow 1976
LRT introduces the Ridacard season ticket 1976
New power signal box opened at Waverley 1976
Lothian introduce Airlink brand for airport bus service 1976
First phase of Almondvale shopping centre opened at Livingston 1976
Solari split flap departure board installed at Waverley 1976
SBG launch blue and white livery and “Scottish” brand on London coaches 1976
New passenger terminal at Edinburgh Airport opened 1977
SPOKES (the Lothian cycle campaign) launched 1977
BR opens Craigentinny Train Maintenance Depot 1977
HST train services from King’s Cross to Edinburgh introduced 1978/9
Townsend Thoresen run shortlived experimental sailings between Leith and Kristiansand (Norway), autumn 1978
Penmanshiel Tunnel collapse on ECML between Berwick and Dunbar 1979
Transport museum at Shrubhill closed 1979
SOL open combined depot/bus station at Livingston 1979
LRT last use bus conductors 1980
Leith Walk ex-CR rail bridge removed 1980
Deregulation of express coach services 1980
Eastern Scottish introduce X14 Motorway Express to Glasgow 1981
Colinton bypass (3.5 miles) opened from Baberton to Fairmilehead 1981
Cotter Coachline service to London 1981
Lothian Regional Council buys disused railway routes in north Edinburgh 1981
British Rail launch low cost Nightrider train service King’s Cross to Edinburgh and Aberdeen 1982
Eastern Scottish end use of bus conductors 1982
“Maid of the Forth” cruises established at Queensferry 1982
“Innocent Railway” walkway/cycleway - first section opened from Duddingston Rd West to southern tunnel portal 1982
Midcalder station renamed Kirknewton 1982
Newton’s Travel launch “Fast Class” coach service to/from Inverness 1982
British Midland start Heathrow to Edinburgh service 1983
British Airways upgrade Heathrow services to “Super Shuttle” 1983
British Rail Scotland adopt Scotrail brand (22 Sept) 1983
Stagecoach start an Edinburgh-Glasgow service 1983
ECT tram 35 moved to Blackpool 1983
Henry Robb shipyard at Leith completes two IoW ferries for Sealink (the yard’s last orders) 1983
InterCity launch Highland Chieftain between King’s Cross and Inverness via Edinburgh (581 miles) 1984
Edinburgh-Glasgow train derails W of Polmont, 13 killed, 1984
Livingston South station opened 1984
South Gyle Station opened 1985
“Royal Scotsman” luxury tour train inaugurated 1985
Scottish Citylink Coaches Ltd formed 1985
Borders/East Lothian routes of Eastern Scottish pass to Lowland Scottish 1985
Edinburgh to Bathgate train service reopened 1986
ScotRail Operations Depot opened at Waverley 1986
ScotRail operate dmu shuttles between Waverley and Meadowbank Stadium during Commonwealth Games 1986
Bus services deregulated 1986
Lothian Regional Transport becomes Lothian Region Transport plc 1986
A1 Tranent and Musselburgh bypasses opened 1986
A199 Portobello bypass (Sir Harry Lauder Road) opened 1986
Eastern Scottish introduce City Sprinter minibuses 1986
Sighthill Bypass (3 miles) opened from Glasgow Road to Baberton 1986
SPOKES publish first edition of their Edinburgh cycle map 1987
Scott Russell Aqueduct built to carry Union Canal over the Edinburgh city bypass 1987
Wester Hailes and Curriehill stations opened /reopened 1987
Air UK replace BCal on Gatwick/Edinburgh route 1988
InterCity Sleepers concentrated on WCML and Euston 1988
Preserved Edinburgh tram 35 operates at the Glasgow Garden Festival 1988
New station opened at Musselburgh 1988
Burdiehouse Bypass from Fairmilehead to Straiton opened 1988
Millerhill Bypass from Sheriffhall to Old Craighall opened 1988
Innocent railway tunnel on E&DR opened to cyclists/pedestrians 1989
Guide Friday starts Edinburgh open top bus tour followed by LRT later same year with Edinburgh Classic Tour 1989
ScotRail start Fife Circle train services 1989
Guide Friday start their AirBus Express to airport 1989
Stagecoach sells express operations to National Express, initially rebranded Caledonian Express, 1989
Craig Park retail park opened on former Newcraighall Colliery site 1989
Gilmerton Bypass opened from Straiton to Sheriffhall 1989
Eastern Scottish privatised, revives SMT fleetname 1990
Lowland Scottish privatised 1990
Class 158 DMUs introduced by ScotRail on Edinburgh-Glasgow QS service 1990
Carstairs/Edinburgh link from WCML electrified 1991
Busway proposed from Edinburgh Airport to city centre 1991
East Coast Main Line electrification completed 1991
North Berwick train service electrified 1991
SBG sell Fife Scottish to Stagecoach 1991
Stagecoach Rail launched 1992
Class 158 DMU (158708/710) sets world speed record for BR for underfloor engine DMU, Glasgow QS-Edinburgh, 107mph/171 km/h 1992
Scottish Citylink purchased by National Express 1993
Underpass opened at Gogar roundabout 1993
Guide Friday start Deep Sea World Express to North Queensferry 1993
Gyle Centre opened 1993
CERT (City of Edinburgh Rapid Transit) bus rapid transit scheme proposed c.1993
GRT buys Eastern Scottish Omnibuses (SMT) 1994
ScotRail TOC created (still BRB owned) 1994
New station opened at Wallyford 1994
M8 extended from Newbridge to City Bypass 1995
BR withdraw Sleeper/Motorail to Plymouth 1995
LRT moves Head Office from Queen Street to Shrubhill 1995
Anglo-Scottish Sleeper train operation passes to ScotRail 1995
Scottish Vintage Bus Museum moves to Lathalmond 1995
Mock up of section of a light weight tram displayed at Leith and Parliament Square 1995
First EasyJet services from London Luton to Edinburgh 1995
GNER train operating company takes over ECML train services 1996
ScotRail introduce Caledonian Sleeper brand 1996
Pedicabs first operate in Edinburgh 1996
Eastbound traffic exc buses, taxis, cycles etc removed from Princes Street 1996
First carve up Eastern Scottish between Midland Bluebird and Lowland 1996
Virgin Trains start running CrossCountry and West Coast trains 1997
Underpass opened at Newbridge roundabout 1997
First merge Midland Bluebird and Lowland as First Edinburgh 1997
Last BR operations (2355 Glasgow/Edinburgh - Euston Sleeper 31 March) 1997
ScotRail privatised 1997
Priority bus lanes (“Greenways”) introduced on five arterial roads 1997
Dalgety Bay station opened 1998
The New Edinburgh Tramways Company formed to promote a Haymarket to Newhaven light weight tramway 1998
9 local authorities form voluntary South East Scotland Transport Partnership 1998
Low cost carrier Go starts Stansted/Edinburgh route 1998
Dunfermline Queen Margaret station opened 2000
GNER propose Parkway station at Musselburgh 2000
LRT becomes Lothian Buses 2000
LB becomes a City Sightseeing franchisee 2000
LB replace last Circle service 32 (Outer Circle) with 18 and 32 routes, 2000
First Edinburgh launch The Overground network in city 2000
Motorvator coach service Edinburgh to Glasgow started by Bruce Coaches and Long’s of Salsburgh 2000
St. Andrew Square bus station closed for redevelopment 2000
Ferrytoll P+R opened in Fife 2000
Cramond Ferry closed at time of foot and mouth restrictions 2000
National Rail website launched 2000
ConCERT consortium pull out of the CEC guided busway project 2001
Ocean Terminal Shopping Centre opened 2001
Forth Estuary Transport Authority replaces FRBJB 2001
Union Canal reopened through Wester Hailes 2001
Integrated multi-modal ticket launched by SESTRAN Traveltickets 2001
Ryanair launch first scheduled service from EDI (to Dublin) 2001
Brunstane and Newcraighall stations opened 2002
Transport Initiatives Edinburgh formed 2002
Rosyth/Zeebrugge ferry service started by Superfast Ferries 2002
LB acquire Mac Tours and Edinburgh ops of Guide Friday 2002
Lothian revamps night bus network 2002
1.6km of ECML realigned near Prestonpans owing to subsidence 2002
Royal Infirmary of Edinburgh relocates to Little France 2003
Edinburgh Bus Station opened 2003
Stagecoach start Yellow Taxibus service Dunfermline to Edinburgh 2003
Megabus started by Stagecoach 2003
Second Leith Street footbridge (the “bendy bridge”) erected 2003
Concorde’s last visit to EDI (G-BOAE) 2003
Edinburgh Park station opened 2003
First Group takeover ScotRail franchise 2004
Edinburgh Bus Tours introduce Majestic Tour 2004
West Edinburgh 1.5k guided busway opens 2004
‘Queen Mary 2’ makes first visit to Firth of Forth 2004
Continental start first daily transatlantic scheduled flight to New York/Newark 2004
Stagecoach buy the Motorvator Edinburgh Glasgow coach service 2004
Stagecoach gain 35% stake in Scottish Citylink and become managing partner 2005
Hermiston P+R opened 2005
NATS build new 57 metre high control tower at EDI 2005
Edinburgh congestion charge referendum 2005
Central Edinburgh Traffic Management Scheme 2005
SEStran becomes a statutory Regional Transport Partnership 2005
Transport Scotland (agency of Scottish Executive) begins operation 2006
Ingliston P+R opened 2006
Stagecoach launch Airdirect (later Jet 747) bus Inverkeithing to Edinburgh Airport in 2006
Forth Boat Tours founded 2006
Megabus start an Edinburgh to London service 2006
Former SMT depot/Head Office at New Street demolished 2006
Stagecoach run two week hovercraft trial between Portobello and KIrkcaldy 2007
Edinburgh Airport Rail Link cancelled by Scottish Govt 2007
First TransPennine Express replace Virgin CrossCountry on Manchester services 2007
Edinburgh Bus Tours start Bus and Boat Tour 2007
Lothian start taxibus service to/from Edinburgh Airport 2007
M9 spur (later M90) opened from Kirkliston to Queensferry 2007
Stagecoach East Scotland launch Express CityConnect brand for coach network 2007
National Express East Coast takes over InterCity East Coast franchise 2007
Tolls removed from Forth Road Bridge 2008
First Edinburgh renamed First Scotland East 2008
P&R sites opened at Sheriffhall and Straiton 2008
Wallyford P&R opened 2008
The Cunard liner QE2 makes last visit to Firth of Forth 2008
Norfolkline restart Rosyth/Zeebrugge ferry service 2009
Tramway construction begins on Princes Street 2009
The state owned East Coast train operating company replaced National Express East Coast 2009
Removal of last step entrance bus from Lothian fleet 2009
Airdrie/Bathgate railway reopened/ electrified 2010
ScotRail reintroduce local Edinburgh-Dunbar service supplementing Dunbar calls by long distance operators 2010
First trams delivered to their new home at Gogar Depot 2011
Waverley Steps rebuilt with canopy and escalators added 2012
British Airways takeover bmi British Midland 2012
Global Investment Partners buy Edinburgh Airport 2012
M90 intelligent transport system inc bus lane 2012
Citylinkair coach service Glasgow to Edinburgh Airport launched 2013
Haymarket Station modernised 2013
Virgin Little Red launch LHR/Edinburgh service 2013
Luxury Megabus Gold sleeper coach services introduced between London and Edinburgh/Aberdeen 2013
Edinburgh Trams Ltd and Transport for Edinburgh Ltd formed 2013
Modern tramway opened Airport to York Place 2014
Taxis and other motor vehicles banned from Edinburgh Waverley 2014
Virgin Trains East Coast replaces state owned East Coast on the ECML 2015
Abellio takeover ScotRail franchise 2015
Amey take over management of Forth Road Bri for Transport Scotland 2015
Bruce’s Coaches launch M8 CityXpress to/from Glasgow 2015
Serco now operating the new Caledonian Sleeper franchise 2015
Borders Railway to Tweedbank opened 2015
Four new stations in Midlothian on reopened Borders Railway at Shawfair, Eskbank, Newtongrange and Gorebridge 2015
UNESCO inscribes Forth Bridge on World Heritage Sites list 2015
Emergency closure of Forth Road Bridge, December 2015
City of Edinburgh Council starts rollout of 20mph speed limits on 80% of city streets. From 2016.
Edinburgh Gateway rail/tram interchange opened 2016
Lothian introduces new fleet for Edinburgh Bus Tours 2016
EastCoastbuses launched by Lothian 2016
Lothian launch Skylink service Leith to Edinburgh Airport 2017
Queensferry Crossing opened 2017
Forth Road Bridge becomes the public transport corridor 2017
Edinburgh to Glasgow train services via Falkirk High electrified 2017
Borders Buses launched 2017
Lothiancountry brand starts with route 43 to Queensferry 2017
44 week closure of Leith Street in connection with St. James redevelopment, from September 2017
ScotRail open Millerhill EMU depot 2018
Lothian launch Cruiselink X99 to/from Queensferry Hawes Pier 2018
DfT Operator of Last Resort (using LNER brand) replaces VTEC on ECML 2018
Transport for Edinburgh cycle hire scheme in association with Serco launched 2018
North Bridge refurbishment works 2018-2026
Lothiancountry start renewed expansion into West Lothian 2018
First start Bright Bus Tours 2019
Lothian introduce 100 seater ADL Enviro 400XLB tri - axle double deckers 2019
Lothian launch capped contactless payment system 2019
Edinburgh to Glasgow train services via Shotts electrified 2019
Lothian open TravelHub inc cafe at Shandwick Place 2019
LNER introduce “Azuma” service to Edinburgh 2019
Avanti West Coast take over InterCity West Coast franchise 2019
Covid-19 pandemic and lockdown. Only critical services provided 2020
Waverley Bridge largely pedestrianised 2020
Stagecoach introduce new livery schemes 2020
Ember Core start electric coach service to Dundee 2020
Plaxton Panorama double deck coaches introduced on Citylink 900 Edinburgh to Glasgow service 2020
Flixbus start overnight coach service to London 2021
First Group launch low cost rail subsidiary, Lumo, operating between Edinburgh and London King’s Cross 2021
York Place tramstop closed 2022
ScotRail nationalised 2022
McGill’s Buses take over First Scotland East and West Lothian services rebranded Eastern Scottish, 2022
Open top bus tours move to new base at Waterloo Place 2023
New east corridor at Waverley 2023
Flixbus start Edinburgh to Aberdeen service 2023
CAVForth autonomous bus service (operated by Stagecoach) launched between Ferrytoll P+R and Edinburgh Park station 2023
TransPennine Express nationalised 2023
Dumfries to Edinburgh bus service passes to Houston, Lockerbie 2023
The former Granton Gasworks station restored 2023
Trams extended from city centre to Leith and Newhaven 2023
Caledonian Sleeper nationalised 2023.
Edinburgh Tram Inquiry report published 2023
Low Emission Zone (LEZ) established in central Edinburgh 2023
McGill’s Scotland East pull out of West Lothian 2023
New station opened at East Linton 2023
McGill’s launch Bright Bus Airport Express 2024
Lothian Buses purchase Dunbar based Eve Coaches 2024
Regal Tour replaces Majestic Tour 2024
Flixbus launch Edinburgh- Glasgow service 2024
VINCI Airports acquire 50.01% of Edinburgh Airport, GIP retain remaining shareholding 2024
Bright Bus launch Bus and Boat Tour 2024
Airport buses move to Waverley Bridge 2024
Airport handles 15m passengers in year for first time 2024
Transport for Edinburgh reduced to shareholding shell company 2024
Roseburn to Union Canal footpath/cycleway opened 2024
Lothian drop Skylink brand 2025
McGill’s Bright Bus Tours adopt BigBus franchise 2025
Travel Centre relocates at Waverley 2025
ScotRail abolish peak fares 2025
Tram-Trains proposed for South Sub railway 2025
Transport Scotland confirm discontinuous electrification going ahead for Fife and Borders routes 2025
City council launches new bike share scheme with Voi 2025
Straiton P+R closed
Transport for Edinburgh Ltd changes name to Edinburgh Transport Holdings Ltd 2025
Megabus cease cross-Border operations 2025
16.98m pax use Edinburgh Airport in 2025
Citylink 900 Edinburgh-Glasgow peak frequency now up to every 12 minutes 2026
This is the second time that I see such an information system on board of SBB train. The other train I know is the RABE503, which is the commonly known Cisalpino Due.
One of the fleet of 17 buses specially bought for the Millennium Dome under-road guided busway.
This bus is seen in passenger service at the bus / rail interchange at Charlton railway station.
These 12-metre East Lancs Myllennium bodied DAF Bus SB220LF low floor buses were very luxuriously appointed featuring very comfortable seating, full air-conditioning, audio-visual passenger information systems and double-glazed Flyte bodies. In an attempt to enhance their environmental credentials three of them were LGP powered whilst the rest used ultra-low sulphur diesel. They were operated by Go-Ahead subsidiary London Central under contract to London Transport Buses.
Apparently the 'Myllennium' buses were specially designed for the two Millennium Dome bus routes, although subsequently they were made generally available.
Despite being used successfully in the third (service) bore of the Chunnel Tunnel, the guidance system failed to receive safety certification for passenger services and was never used in commercial service,
The basement of the Tallinn City Museum houses a vast collection of crockery.
Called the Open Depository, it contains the two thousand porcelain and ceramic objects that make up the collection of the Tallinn City Museum. It also contains the same number of stove tiles and about 600 wall tiles.
The bulk of the collection consists of tableware used in Tallinn homes over the centuries.
The display of the Open Depository is based on the countries the items come from, focusing on china and faience items made or decorated in Estonia.
It contains products of Russian, Nordic, Western and Central European countries bigger manufactories and factories, and, as an additional small collection, items from China and Japan.
The majority of the collection has been displayed, whereas the reproductions have been stored in cupboards and drawers.
Every item bears a receipt number and has been stored in the museum's electronic information system, MuLS.
Source: Museum label.
(further information and pictures you can get by clicking on the link at the end of page!)
Mariahilferstraße
Mariahilferstraße, 6th, 7th, 14th and 15th, since 1897 (in the 6th and 7th district originally Kremser Sraße, then Bavarian highway, Laimgrubner main road, Mariahilfer main street, Fünfhauserstraße, Schönbrunnerstraße and Penzinger Poststraße, then Schönbrunner Straße), in memory of the old suburb name; Mariahilf was an independent municipality from 1660 to 1850, since then with Gumpendorf, Magdalenengrund, Windmühle and Laimgrube 6th District.
From
aeiou - the cultural information system of the bm: bwk
14,000 key words and 2000 pictures from history, geography, politics and business in Austria
Mariahilferstraße, 1908 - Wien Museum
Mariahilferstraße, 1908
Picture taken from "August Stauda - A documentarian of old Vienna"
published by Christian Brandstätter - to Book Description
History
Pottery and wine
The first ones who demonstrably populated the area of today's Mariahilferstraße (after the mammoth) were the Illyrians. They took advantage of the rich clay deposits for making simple vessels. The Celts planted on the sunny hills the first grape vines and understood the wine-making process very well. When the Romans occupied at the beginning of our Era Vienna for several centuries, they left behind many traces. The wine culture of the Celts they refined. On the hill of today's Mariahilferstraße run a Roman ridge trail, whose origins lay in the camp of Vindobona. After the rule of the Romans, the migration of peoples temporarily led many cultures here until after the expulsion of the Avars Bavarian colonists came from the West.
The peasant Middle Ages - From the vineyard to the village
Thanks to the loamy soil formed the winery, which has been pushed back only until the development of the suburbs, until the mid-17th Century the livelihood of the rural population. "Im Schöff" but also "Schöpf - scoop" and "Schiff - ship" (from "draw of") the area at the time was called. The erroneous use of a ship in the seal of the district is reminiscent of the old name, which was then replaced by the picture of grace "Mariahilf". The Weinberg (vineyard) law imposed at that time that the ground rent in the form of mash on the spot had to be paid. This was referred to as a "draw".
1495 the Mariahilfer wine was added to the wine disciplinary regulations for Herrenweine (racy, hearty, fruity, pithy wine with pleasant acidity) because of its special quality and achieved high prices.
1529 The first Turkish siege
Mariahilferstraße, already than an important route to the West, was repeatedly the scene of historical encounters. When the Turks besieged Vienna for the first time, was at the lower end of today Mariahilferstrasse, just outside the city walls of Vienna, a small settlement of houses and cottages, gardens and fields. Even the St. Theobald Monastery was there. This so-called "gap" was burned at the approach of the Turks, for them not to offer hiding places at the siege. Despite a prohibition, the area was rebuilt after departure of the Turks.
1558, a provision was adopted so that the glacis, a broad, unobstructed strip between the city wall and the outer settlements, should be left free. The Glacis existed until the demolition of the city walls in 1858. Here the ring road was later built.
1663 The new Post Road
With the new purpose of the Mariahilferstrasse as post road the first three roadside inn houses were built. At the same time the travel increased, since the carriages were finally more comfortable and the roads safer. Two well-known expressions date from this period. The "tip" and "kickbacks". In the old travel handbooks of that time we encounter them as guards beside the route, the travel and baggage tariff. The tip should the driver at the rest stop pay for the drink, while the bribe was calculated in proportion to the axle grease. Who was in a hurry, just paid a higher lubricant (Schmiergeld) or tip to motivate the coachman.
1683 The second Turkish siege
The second Turkish siege brought Mariahilferstraße the same fate. Meanwhile, a considerable settlement was formed, a real suburb, which, however, still had a lot of fields and brick pits. Again, the suburb along the Mariahilferstraße was razed to the ground, the population sought refuge behind the walls or in the Vienna Woods. The reconstruction progressed slowly since there was a lack of funds and manpower. Only at the beginning of the 18th Century took place a targeted reconstruction.
1686 Palais Esterhazy
On several "Brandstetten", by the second Turkish siege destroyed houses, the Hungarian aristocratic family Esterhazy had built herself a simple palace, which also had a passage on the Mariahilferstrasse. 1764 bought the innkeeper Paul Winkelmayr from Spittelberg the building, demolished it and built two new buildings that have been named in accordance with the Esterhazy "to the Hungarian crown."
17th Century to 19th Century. Fom the village to suburb
With the development of the settlements on the Mariahilferstraße from village to suburbs, changed not only the appearance but also the population. More and more agricultural land fell victim to the development, craftsmen and tradesmen settled there. There was an incredible variety of professions and trades, most of which were organized into guilds or crafts. Those cared for vocational training, quality and price of the goods, and in cases of unemployment, sickness and death.
The farms were replaced by churches and palaces, houses and shops. Mariahilf changed into a major industrial district, Mariahilferstrasse was an important trading center. Countless street traders sold the goods, which they carried either with them, or put in a street stall on display. The dealers made themselves noticeable by a significant Kaufruf (purchase call). So there was the ink man who went about with his bottles, the Wasserbauer (hydraulic engineering) who sold Danube water on his horse-drawn vehicle as industrial water, or the lavender woman. This lovely Viennese figures disappeared with the emergence of fixed premises and the improvement of urban transport.
Private carriages, horse-drawn carriages and buggies populated the streets, who used this route also for trips. At Mariahilferplatz Linientor (gate) was the main stand of the cheapest and most popular means of transport, the Zeiselwagen, which the Wiener used for their excursions into nature, which gradually became fashionable. In the 19th Century then yet arrived the Stellwagen (carriage) and bus traffic which had to accomplish the connection between Vienna and the suburbs. As a Viennese joke has it, suggests the Stellwagen that it has been so called because it did not come from the spot.
1719 - 1723 Royal and Imperial Court Stables
Emperor Charles VI. gave the order for the construction of the stables to Johann Bernhard Fischer von Erlach. 1772 the building was extended by two houses on the Mariahilferstrasse. The size of the stables still shows, as it serves as the Museum Quarter - its former importance. The Mariahilferstraße since the building of Schönbrunn Palace by the Imperial court very strongly was frequented. Today in the historic buildings the Museum Quarter is housed.
The church and monastery of Maria Hülff
Coloured engraving by J. Ziegler, 1783
1730 Mariahilferkirche
1711 began the renovation works at the Mariahilferkirche, giving the church building today's appearance and importance as a baroque monument. The plans stem from Franziskus Jänkl, the foreman of Lukas von Hildebrandt. Originally stood on the site of the Mariahilferkirche in the medieval vineyard "In Schoeff" a cemetery with wooden chapel built by the Barnabites. Already in those days, the miraculous image Mariahilf was located therein. During the Ottoman siege the chapel was destroyed, the miraculous image could be saved behind the protective walls. After the provisional reconstruction the miraculous image in a triumphal procession was returned, accompanied by 30,000 Viennese.
1790 - 1836 Ferdinand Raimund
Although in the district Mariahilf many artists and historical figures of Vienna lived , it is noticeable that as a residence they rather shunned the Mariahilferstraße, because as early as in the 18th Century there was a very lively and loud bustle on the street. The most famous person who was born on the Mariahilferstrasse is the folk actor and dramatist Ferdinand Raimund. He came in the house No. 45, "To the Golden deer (Zum Goldenen Hirschen)", which still exists today, as son of a turner into the world. As confectioners apprentice, he also had to visit the theaters, where he was a so-called "Numero", who sold his wares to the visitors. This encounter with the theater was fateful. He took flight from his training masters and joined a traveling troupe as an actor. After his return to Vienna, he soon became the most popular comedian. In his plays all those figures appeared then bustling the streets of Vienna. His most famous role was that of the "ash man" in "Farmer as Millionaire", a genuine Viennese guy who brings the wood ash in Butte from the houses, and from the proceeds leading a modest existence.
1805 - 1809 French occupation
The two-time occupation of Vienna by the French hit the suburbs hard. But the buildings were not destroyed fortunately.
19th century Industrialization
Here, where a higher concentration of artisans had developed as in other districts, you could feel the competition of the factories particularly hard. A craftsman after another became factory worker, women and child labor was part of the day-to-day business. With the sharp rise of the population grew apartment misery and flourished bed lodgers and roomers business.
1826
The Mariahilferstraße is paved up to the present belt (Gürtel).
1848 years of the revolution
The Mariahilferstraße this year was in turmoil. At the outbreak of the revolution, the hatred of the people was directed against the Verzehrungssteuerämter (some kind of tax authority) at the lines that have been blamed for the rise of food prices, and against the machines in the factories that had made the small craftsmen out of work or dependent workers. In October, students, workers and citizens tore up paving stones and barricaded themselves in the Mariahilfer Linientor (the so-called Linienwall was the tax frontier) in the area of today's belt.
1858 The Ring Road
The city walls fell and on the glacis arose the ring-road, the now 6th District more closely linking to the city center.
1862 Official naming
The Mariahilferstraße received its to the present day valid name, after it previously was bearing the following unofficial names: "Bavarian country road", "Mariahilfer Grund Straße", "Penzinger Street", "Laimgrube main street" and "Schönbrunner Linienstraße".
The turn of the century: development to commercial street
After the revolution of 1848, the industry displaced the dominant small business rapidly. At the same time the Mariahilferstraße developed into the first major shopping street of Vienna. The rising supply had to be passed on to the customer, and so more and more new shops sprang up. Around the turn of the century broke out a real building boom. The low suburban houses with Baroque and Biedermeier facade gave way to multi-storey houses with flashy and ostentatious facades in that historic style mixture, which was so characteristic of the late Ringstrasse period. From the former historic buildings almost nothing remained. The business portals were bigger and more pompous, the first department stores in the modern style were Gerngross and Herzmansky. Especially the clothing industry took root here.
1863 Herzmansky opened
On 3 March opened August Herzmansky a small general store in the Church Lane (Kirchengasse) 4. 1897 the great establishment in the pin alley (Stiftgasse) was opened, the largest textile company of the monarchy. August Herzmansky died a year before the opening, two nephews take over the business. In 1928, Mariahilferstraße 28 is additionally acquired. 1938, the then owner Max Delfiner had to flee, the company Rhonberg and Hämmerle took over the house. The building in Mariahilferstrasse 30 additionally was purchased. In the last days of the war in 1945 it fell victim to the flames, however. 1948, the company was returned to Max Delfiner, whose son sold in 1957 to the German Hertie group, a new building in Mariahilferstrasse 26 - 30 constructing. Other ownership changes followed.
1869 The Pferdetramway
The Pferdetramway made it first trip through the Mariahilferstraße to Neubaugasse.
Opened in 1879 Gerngroß
Mariahilferstraße about 1905
Alfred Gerngross, a merchant from Bavaria and co-worker August
Herzmanskys, founded on Mariahilferstrasse 48/corner Church alley (Kirchengasse) an own fabric store. He became the fiercest competitor of his former boss.
1901 The k.k. Imperial Furniture Collection
The k.k. Hofmobilien and material depot is established in Mariahilferstrasse 88. The collection quickly grew because each new ruler got new furniture. Today, it serves as a museum. Among other things, there is the office of Emperor Franz Joseph, the equipment of Emperor Maximilian of Mexico from Miramare Castle, the splendid table of Charles VI. and the furniture from the Oriental Cabinet of Crown Prince Rudolf.
1911 The House Stafa
On 18 August 1911, on the birthday of Emperor Franz Joseph, corner Mariahilferstraße/imperial road (Kaiserstraße) the "central palace" was opened. The construction by its architecture created a sensation. Nine large double figure-relief panels of Anton Hanak decorated it. In this building the "1st Vienna Commercial sample collective department store (Warenmuster-Kollektivkaufhaus)", a eight-storey circular building was located, which was to serve primarily the craft. The greatest adversity in the construction were underground springs. Two dug wells had to be built to pump out the water. 970 liters per minute, however, must be pumped out until today.
1945 bombing of Vienna
On 21 February 1945 bombs fell on the Mariahilferstrasse, many buildings were badly damaged. On 10th April Wiener looted the store Herzmansky. Ella Fasser, the owner of the café "Goethe" in Mariahilferstrasse, preserved the Monastery barracks (Stiftskaserne) from destruction, with the help other resistance fighters cutting the fire-conducting cords that had laid the retreating German troops. Meanwhile, she invited the officers to the cafe, and befuddled them with plenty of alcohol.
Go North East's unallocated ADL Dart SLF 5/ADL Enviro 200MMC 5496 (NK69 FBJ), which carries a two-tone green base livery prior to receiving "Green Arrow" branding, is pictured here in the yard at Saltmeadows Road Depot, Gateshead, prior to entering service. 01/10/19
The region’s largest bus company, Go North East, has invested £1.8 million in 11 brand-new, state of the art, environmentally friendly buses for its popular Green Arrow services.
The buses build on the operator’s existing investment, which has already seen 170 low-emission buses join the fleet in recent years, and a total of £12 million set to be invested in further better buses over the next 12 months.
The new Green Arrow buses, which were built in the north at the Scarborough factory of Alexander Dennis, will be rolled out over the next fortnight onto the company’s 97 route which serves Newcastle, Gateshead, Bensham, Lobley Hill, Whickham, Swalwell and intu Metrocentre with buses running up to every 15 minutes.
With a striking green livery, the buses are packed full of creature comforts and the latest technology including comfortable luxury seating with mobile phone holders, free Wi-Fi, media tables featuring wireless charging pads and at-seat USB charging points. There is also no need to worry about missing your stop, as the buses are fitted with next stop audio and visual passenger information systems.
The seats and interior colourscheme have been re-designed by design agency Creating Desire.
The Salzach is a right tributary of the Inn and, at 225 km long, is its longest and richest in water. It flows in the state of Salzburg ( Austria ), in Bavaria ( Germany ) and in Upper Austria , is one of the large Alpine rivers and drains almost the entire Hohe Tauern to the north.
Etymology
The ancient Latin name of the Salzach was Iuvarus or Ivarus . The name came from the Celtic river deity Iuvavo , the divine personification of the Salzach. The Romans later adopted the name of this god, slightly Latinized, for the Roman city of Iuvavum .
However, only the lower reaches and the Saalach flowing into the Salzach were called Ivarus , as the upper reaches had their own name, Isonta .
The Salzach owes its current name to the salt shipping that operated on the river until the 19th century; The historical center of salt shipping was Laufen . Until after 1800 the river was generally called Salza (i.e. the same as a Lower Austrian-Styrian river ).
Course of the river
Sections of the Salzach Valley
Salzachtal describes the entire course of the Salzach river. The upper reaches characteristically stretch between the Hohe Tauern and the Salzburg Slate Alps as part of the northern longitudinal valley furrow in a west-east direction. Then it describes a knee, flows northwards in the middle reaches and breaks through the schist and northern Alps and in the lower reaches forms several valleys in the foothills of the Alps (breakthrough valleys through the hill ranges of the subalpine and foothill molasse ).
The sections are named as follows, whereby the more common terms used in the Salzburg districts can also refer to the secondary valleys more generally:
Salzachpinzgau , also Pinzgauer Salzachtal , the valley section of the upper reaches to Lend
Source valley of the Salzach, from the source at the Salzachgeier to Vorderkrimml
Oberpinzgau , the Trogtal from Gerlospass to the Niedernsill / Kaprun – Piesendorf area
Zeller Basin , a widening around Lake Zell , in which the valley opens completely to the north for a few kilometers (part of the Mitterpinzgau [8] or Saalfeldener–Zeller Basin )
Unterpinzgau from Bruck / Taxenbach to Lend
Salzachpongau , Pongau Salzach Valley , Bischofshofen–St.-Johanner Basin or Pongau Basin , up to the Limestone Alpine breakthrough at Pass Lueg (Berchtesgaden Alps/Tennen Mountains)
Salzburg–Hallein Basin , one of the most densely populated peripheral Alpine basins
Salzachtennengau , Tennengau Salzach Valley , [also Hallein Basin , Golling-Hallein Basin , Hallein Widening , or Tennengau Widening , the following valley of the lower reaches around Hallein
Salzburg Basin , , also Salzburg-Freilassing Basin , the peripheral Alpine basin landscape around the city of Salzburg
extra-Alpine valleys of the Alpine foothills until reaching the Lower Inn Valley (Salzach as the border river between Austria and Germany)
Laufener Salzachtal , near Laufen
Tittmoninger Salzachtal , Lower reaches section between the breakthroughs at Laufen and St. Radegund
Burghausener Salzachtal , narrow valley near Burghausen until you reach the Öttinger Inntal
Upper Austrian Salzach Valley , [20] the right-bank spatial unit in Upper Austria between the state border at Bürmoos / St. Pantaleon and reaching the Upper Austrian Inn Valley (part of the Upper Innviertel )
The southern side valleys of the upper Salzach, in the main Alpine ridge , are called Tauern valleys .
Upper reaches
The Salzach rises in the Kitzbühel Alps in the west of Salzburg. The spring streams drain several alpine pastures at around 2300 m above sea level. A. between Krimml and the Tyrolean border, 3 to 5 km north of the Gerlos Pass on the slopes of the Salzachgeier ( 2466 m above sea level ) and the Schwebenkopf (2354 m). Although some of these tributaries are longer, the Salzach is considered the main river due to its greater water abundance. The cirques or alpine pastures are named Salzachboden, -Ursprung and Schwebenalm , where one of the springs forms a small mountain lake (Schwebenlacke). About 5 km south at Vorderkrimml, the young Salzach unites with the Krimmler Ache , which is, however, more than half longer and, with almost three times the average water flow, is hydrologically the main source of the Salzach system.
In its approximately 90 km long upper reaches , whose catchment area almost coincides with the Pinzgau region , the Salzach follows a striking longitudinal valley furrow in a west-east direction to Schwarzach , where it gradually turns north. The longitudinal valley furrow, which is geologically related to the folding of the Alps , continues far to the east, where it forms the upper Ennstal .
The border between the Pinzgau (political district of Zell am See) and the Pongau (district of St. Johann) below the industrial town of Lend is considered the transition from the upper to the middle reaches . A little earlier, the Zeller / Saalfeldner Basin opens to the north , which separates Lake Zell and the catchment area of the Saalach , the largest tributary of the Salzach that flows into Salzburg, through a valley watershed . In early prehistoric times, its course was the lower reaches of the Salzach.
From Krimml to beyond the beginning of the middle reaches, the side valleys running south-north , which come from the main Alpine ridge (Venediger and Glockner group of the Hohe Tauern ), flow from the south in a regular, almost parallel sequence. Almost all of these 15 water-rich southern tributaries flow into the Salzach as hanging valleys because the Ice Age main glacier following the Salzach valley was able to deepen more than the less powerful side glaciers. Towards the east, the mouths become increasingly higher above the valley floor and end with almost vertical, deep gorges . The most famous are the Kitzlochklamm (Raurisertal), the Gasteiner Klamm (Gasteinertal) and the Liechtensteinklamm (Großarltal).
Middle and lower reaches
The Salzach nearwerfen with Hagengebirge , Hohenwerfen Fortress and Tennengebirge
Salzach ovens
At Schwarzach and St. Johann, the middle course turns north and widens into a valley basin, the Pongau Basin , in which Bischofshofen lies alongside St. Johann . The Salzach breaks through the northern Limestone Alps between the Hochkönig / Hagengebirge and the Tennengebirge at the Lueg Pass in the Salzachhöfen gorge .
In the lower reaches [3] the Salzach leaves the Alps into the Salzburg Basin , flows through the lower Tennengau with Golling , Kuchl and Hallein and the Flachgau with the city of Salzburg and Freilassing an der Saalach. It then breaks through the Laufener Enge near Oberndorf , flows through the Tittmoninger Basin and the Nonnreiter Enge and flows into the Überackern basin between Burghausen an der Salzach and Braunau am Inn at an altitude of 344 m above sea level. NN near Haiming into the Inn coming from the west .
It forms the border between Germany and Austria over a length of around 59 km and has a catchment area of 6,704 km². The average water discharge at the river mouth is 252 m³/s.
Tributaries
In the upper and middle reaches: Wenger Bach , Trattenbach and Dürnbach from the Kitzbühler Alps, Krimmler Ache , Obersulzbach , Untersulzbach , Habach , Hollersbach , Felberbach , Stubache , Kapruner Ache from the Hohe Tauern, Pinzga from Zeller See , Fuscher Ache , Rauriser Ache the Hohe Tauern, Dientener Bach from the Slate Alps, Gasteiner Ache , Großarlbach , Kleinarlbach from the Hohe Tauern, Fritzbach from the Dachstein massif, Mühlbach and Blühnbach from the Hochkönig.
In the lower reaches: Lammer from the east, Torrener Bach ( Bluntautal ) from the Berchtesgaden Alps, Tauglbach and Almbach from Hintersee , both from the Osterhorn group, Königsseeache from Königssee , Kehlbach , Fischach from Wallersee , Klausbach , Saalach as the largest tributary, Sur and Götzinger Achen Bavarian side, Oichten near Oberndorf and Moosach in the Salzburg-Upper Austrian border area.
Pinzgau: Nadernachbach Dürnbach near Neukirchen am Großvenediger, Trattenbach near Wald im Pinzgau, Walcherbach near Walchen, Friedensbach, Fürthbach, Pinzga (outflow of Lake Zell near Bruck ad Glocknerstrasse), Steinbach near Steinbach, Fischbach near Gries im Pinzgau.
Pongau: Dientener Bach near Lend, Seebach near Schwarzach im Pongau, Wenger Bach from the Putzengraben in Schwarzach im Pongau, Reinbach near St. Johann im Pongau.
Tennengau: Imlaubach near Pfarrwerfen, Blühnbach (Salzach) near Tenneck, Torrener Bach ( Bluntautal ) near Golling, Weißenbach between Golling and Kuchl, Steigbach near Stockach. Schrambach, Kotbach in Hallein, Königsseeache from Königssee near Taxach, Anifer Alterbach .
City of Salzburg: Almkanal , Glanbach , Saalach (largest feeder).
Berchtesgadener Land district: Sur .
Traunstein district: Götzinger Achen .
Altötting district: Alzkanal .
Orographically on the right side (from origin to mouth):
Pinzgau: Krimmler Ache , Obersulzbach , Untersulzbach , Habach , Hollersbach , Felberbach , Stubache , Mühlbach , Kapruner Ache from the Hohe Tauern, Fuscher Ache , Wolfbach , Rauriser Ache .
Pongau: Gasteiner Ache , Großarlbach , Kleinarlbach from the Hohe Tauern, Fritzbach from the Dachstein massif.
Tennengau: Lammer from the east, Tauglbach , Almbach from Hintersee .
Flachgau (south): Kehlbach near Elsbethen, Klausbach , near Glasenbach.
City of Salzburg: Alterbach
Flachgau (north): Fischach from Wallersee , Oichten near Oberndorf .
Upper Austria: Moosach near Riedersbach.
Municipalities and cities
The Salzach flows through the following communities and cities (viewed downstream); the G denotes those that the river touches as a border river and the D those that lie in Upper Bavaria , Bavaria ( Germany ):
Forest in Pinzgau
Neukirchen am Großvenediger
Bramberg am Wildkogel
Hollersbach in Pinzgau
Mittersill
Stuhlfelden
Uttendorf (Salzburg)
Niedernsill
Piesendorf
Kaprun (G)
Zell am See (G)
Bruck an der Glocknerstrasse
Taxenbach
Lend
Goldegg im Pongau (G)
Saint Veit im Pongau
Schwarzach im Pongau
St. Johann im Pongau
Bischofshofen
Throw
Pfarrwerfen (G)
Golling on the Salzach
Kuchl
Bad Vigaun (G)
Hallein
Puch near Hallein (G)
Anif (G)
Elsbethen (G)
Salzburg
Bergheim (G)
Freilassing (G; D)
Saaldorf-Surheim (G; D)
Anthering (G)
Nußdorf am Haunsberg (G)
Running (G; D)
Oberndorf near Salzburg (G)
Fridolfing (G; D)
Sankt Georgen near Salzburg (G)
St. Pantaleon (G)
Easter rental thing (G)
St. Radegund (G)
Tittmoning (G; D)
Burghausen (G; D)
Stronghold-Ach (G)
Überackern (G)
Haiming (G; D)
Bridges
In the city of Salzburg there are 13 Salzach bridges for motorized and non-motorized traffic. There are only cross-border bridges downstream, namely the listed bridge between Laufen and Oberndorf and the Europasteg , which is also located there, as well as a bridge between Tittmoning and Ettenau (municipality of Ostermiething) and two between Burghausen and Hochburg-Ach (towns of Wanghausen: Neue Brücke and Oh on the Salzach: Old Bridge ). There are numerous bridges on the upper and middle reaches of the river.
Many of these bridges were destroyed repeatedly by floods. The flood of August 13, 1959 at 2100 m³/s meant the end of the recently built motorway bridge below Salzburg, which collapsed due to a breakthrough in the bed .
The construction of an additional bridge for cross-border car traffic in the Laufen area is being discussed. So far no agreement has been reached despite the identification of a corresponding need. Resident protests and a large, protected alluvial forest belt, among other things, are proving to be an obstacle.
The construction of a pedestrian bridge shortly before the mouth of the Salzach between Haiming and Überackern is also being considered.
Hydrology
Amount of water and flooding
Data on water levels and discharge are continuously collected at eight gauges in Austria and two in Germany. The average discharge volume increases downstream due to the tributaries of the Salzach:
GollingSalzburgRunBurghausen
River kilometers93.4164.3547.5011.40
Average discharge in m³/s140176239251
This makes the Salzach one of the largest rivers in Bavaria and Austria . As an Alpine river, the Salzach has to absorb large amounts of water in unfavorable weather conditions and prolonged rain. In the period from June to September this regularly leads to floods, rarely even in winter. The probably largest flood in the history of the city of Salzburg on June 25, 1786 is documented by a high water mark in the old town. On the memorial plaque at the Haus der Natur Salzburg it says that the Salzach claimed the lives of 2,226 people in May 1571 and swept away 13 houses and barns in July of the following year. The largest amount of water in recent times flowed through the city of Salzburg at 2,300–2,500 m³/s on September 14, 1899 , and almost 2,200 m³/s on September 7, 1920. On August 12, 2002, the Salzach reached a water level of 8.30 m in the city of Salzburg and was only 10 centimeters below the critical level, which would have resulted in large parts of the old town being flooded. The maximum flow rate of the Salzach that day in the city of Salzburg was 2,300 cubic meters per second. Below the mouth of the Saalach, the 100-year flood discharge is over 3,100 m³/s. Winter floods are very rare; on March 21, 2002, the Salzach in Salzburg had 1,060 m³/s, an amount that occurs approximately every two years, but for the month of March represents at least a 100-year flood.
As early as February 23, 1899, the Imperial and Royal state government in Salzburg introduced a “provisional regulation for the flood intelligence service in the Duchy of Salzburg”. Today, the hydrological information system for flood forecasting (HYDRIS) developed by the Vienna University of Technology is responsible for flood warnings in Austria. Both meteorological and hydrological data are included here, which allow for advance warning and, through flood coordination, enable damming with the help of the Mittlere Salzach power plant chain.
Regulation of the riverbed
Since the Middle Ages, small parts of the Salzach in the urban areas of Salzburg, Laufen and Hallein have been fortified with willow fascines and wooden shoring. The first attempts to regulate the Salzach in the form of a continuous trapezoidal profile began in 1823 in Pinzgau, secured by stone sets. As a result of the regulations, building land and cultivated land were gained, but valuable, vital riparian forest and the rich structure of the river with gravel islands and countless side arms as space for animals and people were also lost. After the first treaty concluded between Bavaria and Austria in Munich in April 1816, the old border lines were precisely surveyed. In December 1820 in Salzburg the new state border was determined by mutual agreement.
The Bruck threshold was blown up in 1852, thereby lowering the Salzach. This enabled arable land near the river to be gradually gained in Pinzgau and boggy and marshy meadows to be drained.
In the city of Salzburg itself, the first heavy blocks from the city walls near the Klausentor were removed in 1852 and used to regulate the Salzach. The once extensive bastions of the new town and the vast majority of the fortifications on the old town side, as well as the Linzertor, were used as raw material for the regulation of the Salzach. The painter and local councilor Josef Mayburger implemented a somewhat more elegant, swinging structure within the urban area. Schwarz also wanted to use the material from the Müllner Schanze to regulate the Salzach, but Mayburger was able to prevent this. The regulatory work between the city bridge and the railway bridge was completed in 1862, and that between the city bridge and the Karolinenbrücke by 1873.
Initially, the Salzach below the city of Salzburg was planned to have a width of 80 Viennese fathoms (152 m). However, the self-deepening of the Salzach, which was initially very desired, largely failed to occur. Therefore, in a further step, the total width of the Salzach was reduced to 60 fathoms (114 m). Only the significant removal of bedload led to significant deepening after 1900. To this day, the Salzach has dug deeper and deeper into its bed. This deepening has become a problem for decades. It has now reached a level where the fine sand and sea clay layers, which are particularly susceptible to erosion, are only insufficiently covered or not covered at all. Even a medium-sized flood event can lead to uncontrollable consequences and sudden further depressions of several meters (bottom breakthrough). The result would be significant damage to buildings and the surrounding area. An acute danger could arise within a very short time, especially for bridge piers and bridge abutments, bringing all inner-city traffic to a standstill. There is therefore a need for action. A Bavarian-Austrian working group has developed possible solutions and is currently carrying out the first measures of the “Lower Salzach Renovation” project. Plans include widening the riverbed and installing dissolved bed ramps and so-called open revetments . The main aim of the measures is to prevent further deepening and to raise the river bed again in a dynamic process of its own and to bring this state into a dynamic equilibrium. This means that valuable, vital alluvial forest can be created on a small scale. This essential work to rehabilitate the Salzach over a length of 60 km is associated with a cost of around 300 million euros.
In 2009, the first phase began with the gradual widening of the lower Salzach below Weitwörth, combined with an uplift of the middle Salzach bed. In 2010 the widening of the river towards Oberndorf will continue.
Water quality
Due to the wastewater from the paper and pulp factory in Hallein , which was built in 1895 and greatly expanded in the 1960s , the Salzach was the most polluted in 1977. It was only from 1979 onwards that the amount of waste water to be discharged was limited (1979: 84 t BOD 5 per day (which corresponds to around 1.4 million inhabitants); 1985: 54 t; 1988: 20 t; 1990: 15 t; 1999: 8 t ; 2002: 2 t) and with the installation of a chlorine-free bleach in 1991 the quality suddenly improved.
Until 1999, the water quality from the factory was water quality class II-III (critically polluted), and until 1987 it was only III-IV. By installing or improving the wastewater treatment in autumn 1999, continuous water quality class II (“low pollution” according to the EU Water Framework Directive) could be achieved for the first time below Hallein and quality class I-II up to Salzburg, so that the water quality is sufficient for swimming. The renovation of the paper mill's wastewater technology was successfully completed at the end of 2002, but the amount of wastewater discharged every day since then still corresponds to around 25% of the Salzach's total pollution load.
In 1987, in the area of the city of Salzburg, the use of the large Siggerwiesen sewage treatment plant , which is designed for over 600,000 inhabitants, resulted in a further improvement of water quality by half a step. In addition to the wastewater from Salzburg, the wastewater treatment plant also cleans that from the surrounding area and from the Bavarian Ainring .
Tourism/Leisure
In the House of Nature there is the permanent exhibition Salzach Lifeline
The well-signposted Tauern cycle path begins at the Krimml Waterfalls in the Hohe Tauern National Park and leads along the Salzach, Saalach and Inn, partly on old towpaths (tread paths) to Passau.
A riverside path leads from Laufen via Tittmoning to Burghausen (approx. 40 km in total), which is very easy to hike on the German side.
Based on the former salt boat trip, so-called flat trips can be booked at the local tourist offices in the lowest section of the river, which take place several times a month in summer.
(further information and pictures you can get by clicking on the link at the end of page!)
Mariahilferstraße
Mariahilferstraße, 6th, 7th, 14th and 15th, since 1897 (in the 6th and 7th district originally Kremser Sraße, then Bavarian highway, Laimgrubner main road, Mariahilfer main street, Fünfhauserstraße, Schönbrunnerstraße and Penzinger Poststraße, then Schönbrunner Straße), in memory of the old suburb name; Mariahilf was an independent municipality from 1660 to 1850, since then with Gumpendorf, Magdalenengrund, Windmühle and Laimgrube 6th District.
From
aeiou - the cultural information system of the bm: bwk
14,000 key words and 2000 pictures from history, geography, politics and business in Austria
Mariahilferstraße, 1908 - Wien Museum
Mariahilferstraße, 1908
Picture taken from "August Stauda - A documentarian of old Vienna"
published by Christian Brandstätter - to Book Description
History
Pottery and wine
The first ones who demonstrably populated the area of today's Mariahilferstraße (after the mammoth) were the Illyrians. They took advantage of the rich clay deposits for making simple vessels. The Celts planted on the sunny hills the first grape vines and understood the wine-making process very well. When the Romans occupied at the beginning of our Era Vienna for several centuries, they left behind many traces. The wine culture of the Celts they refined. On the hill of today's Mariahilferstraße run a Roman ridge trail, whose origins lay in the camp of Vindobona. After the rule of the Romans, the migration of peoples temporarily led many cultures here until after the expulsion of the Avars Bavarian colonists came from the West.
The peasant Middle Ages - From the vineyard to the village
Thanks to the loamy soil formed the winery, which has been pushed back only until the development of the suburbs, until the mid-17th Century the livelihood of the rural population. "Im Schöff" but also "Schöpf - scoop" and "Schiff - ship" (from "draw of") the area at the time was called. The erroneous use of a ship in the seal of the district is reminiscent of the old name, which was then replaced by the picture of grace "Mariahilf". The Weinberg (vineyard) law imposed at that time that the ground rent in the form of mash on the spot had to be paid. This was referred to as a "draw".
1495 the Mariahilfer wine was added to the wine disciplinary regulations for Herrenweine (racy, hearty, fruity, pithy wine with pleasant acidity) because of its special quality and achieved high prices.
1529 The first Turkish siege
Mariahilferstraße, already than an important route to the West, was repeatedly the scene of historical encounters. When the Turks besieged Vienna for the first time, was at the lower end of today Mariahilferstrasse, just outside the city walls of Vienna, a small settlement of houses and cottages, gardens and fields. Even the St. Theobald Monastery was there. This so-called "gap" was burned at the approach of the Turks, for them not to offer hiding places at the siege. Despite a prohibition, the area was rebuilt after departure of the Turks.
1558, a provision was adopted so that the glacis, a broad, unobstructed strip between the city wall and the outer settlements, should be left free. The Glacis existed until the demolition of the city walls in 1858. Here the ring road was later built.
1663 The new Post Road
With the new purpose of the Mariahilferstrasse as post road the first three roadside inn houses were built. At the same time the travel increased, since the carriages were finally more comfortable and the roads safer. Two well-known expressions date from this period. The "tip" and "kickbacks". In the old travel handbooks of that time we encounter them as guards beside the route, the travel and baggage tariff. The tip should the driver at the rest stop pay for the drink, while the bribe was calculated in proportion to the axle grease. Who was in a hurry, just paid a higher lubricant (Schmiergeld) or tip to motivate the coachman.
1683 The second Turkish siege
The second Turkish siege brought Mariahilferstraße the same fate. Meanwhile, a considerable settlement was formed, a real suburb, which, however, still had a lot of fields and brick pits. Again, the suburb along the Mariahilferstraße was razed to the ground, the population sought refuge behind the walls or in the Vienna Woods. The reconstruction progressed slowly since there was a lack of funds and manpower. Only at the beginning of the 18th Century took place a targeted reconstruction.
1686 Palais Esterhazy
On several "Brandstetten", by the second Turkish siege destroyed houses, the Hungarian aristocratic family Esterhazy had built herself a simple palace, which also had a passage on the Mariahilferstrasse. 1764 bought the innkeeper Paul Winkelmayr from Spittelberg the building, demolished it and built two new buildings that have been named in accordance with the Esterhazy "to the Hungarian crown."
17th Century to 19th Century. Fom the village to suburb
With the development of the settlements on the Mariahilferstraße from village to suburbs, changed not only the appearance but also the population. More and more agricultural land fell victim to the development, craftsmen and tradesmen settled there. There was an incredible variety of professions and trades, most of which were organized into guilds or crafts. Those cared for vocational training, quality and price of the goods, and in cases of unemployment, sickness and death.
The farms were replaced by churches and palaces, houses and shops. Mariahilf changed into a major industrial district, Mariahilferstrasse was an important trading center. Countless street traders sold the goods, which they carried either with them, or put in a street stall on display. The dealers made themselves noticeable by a significant Kaufruf (purchase call). So there was the ink man who went about with his bottles, the Wasserbauer (hydraulic engineering) who sold Danube water on his horse-drawn vehicle as industrial water, or the lavender woman. This lovely Viennese figures disappeared with the emergence of fixed premises and the improvement of urban transport.
Private carriages, horse-drawn carriages and buggies populated the streets, who used this route also for trips. At Mariahilferplatz Linientor (gate) was the main stand of the cheapest and most popular means of transport, the Zeiselwagen, which the Wiener used for their excursions into nature, which gradually became fashionable. In the 19th Century then yet arrived the Stellwagen (carriage) and bus traffic which had to accomplish the connection between Vienna and the suburbs. As a Viennese joke has it, suggests the Stellwagen that it has been so called because it did not come from the spot.
1719 - 1723 Royal and Imperial Court Stables
Emperor Charles VI. gave the order for the construction of the stables to Johann Bernhard Fischer von Erlach. 1772 the building was extended by two houses on the Mariahilferstrasse. The size of the stables still shows, as it serves as the Museum Quarter - its former importance. The Mariahilferstraße since the building of Schönbrunn Palace by the Imperial court very strongly was frequented. Today in the historic buildings the Museum Quarter is housed.
The church and monastery of Maria Hülff
Coloured engraving by J. Ziegler, 1783
1730 Mariahilferkirche
1711 began the renovation works at the Mariahilferkirche, giving the church building today's appearance and importance as a baroque monument. The plans stem from Franziskus Jänkl, the foreman of Lukas von Hildebrandt. Originally stood on the site of the Mariahilferkirche in the medieval vineyard "In Schoeff" a cemetery with wooden chapel built by the Barnabites. Already in those days, the miraculous image Mariahilf was located therein. During the Ottoman siege the chapel was destroyed, the miraculous image could be saved behind the protective walls. After the provisional reconstruction the miraculous image in a triumphal procession was returned, accompanied by 30,000 Viennese.
1790 - 1836 Ferdinand Raimund
Although in the district Mariahilf many artists and historical figures of Vienna lived , it is noticeable that as a residence they rather shunned the Mariahilferstraße, because as early as in the 18th Century there was a very lively and loud bustle on the street. The most famous person who was born on the Mariahilferstrasse is the folk actor and dramatist Ferdinand Raimund. He came in the house No. 45, "To the Golden deer (Zum Goldenen Hirschen)", which still exists today, as son of a turner into the world. As confectioners apprentice, he also had to visit the theaters, where he was a so-called "Numero", who sold his wares to the visitors. This encounter with the theater was fateful. He took flight from his training masters and joined a traveling troupe as an actor. After his return to Vienna, he soon became the most popular comedian. In his plays all those figures appeared then bustling the streets of Vienna. His most famous role was that of the "ash man" in "Farmer as Millionaire", a genuine Viennese guy who brings the wood ash in Butte from the houses, and from the proceeds leading a modest existence.
1805 - 1809 French occupation
The two-time occupation of Vienna by the French hit the suburbs hard. But the buildings were not destroyed fortunately.
19th century Industrialization
Here, where a higher concentration of artisans had developed as in other districts, you could feel the competition of the factories particularly hard. A craftsman after another became factory worker, women and child labor was part of the day-to-day business. With the sharp rise of the population grew apartment misery and flourished bed lodgers and roomers business.
1826
The Mariahilferstraße is paved up to the present belt (Gürtel).
1848 years of the revolution
The Mariahilferstraße this year was in turmoil. At the outbreak of the revolution, the hatred of the people was directed against the Verzehrungssteuerämter (some kind of tax authority) at the lines that have been blamed for the rise of food prices, and against the machines in the factories that had made the small craftsmen out of work or dependent workers. In October, students, workers and citizens tore up paving stones and barricaded themselves in the Mariahilfer Linientor (the so-called Linienwall was the tax frontier) in the area of today's belt.
1858 The Ring Road
The city walls fell and on the glacis arose the ring-road, the now 6th District more closely linking to the city center.
1862 Official naming
The Mariahilferstraße received its to the present day valid name, after it previously was bearing the following unofficial names: "Bavarian country road", "Mariahilfer Grund Straße", "Penzinger Street", "Laimgrube main street" and "Schönbrunner Linienstraße".
The turn of the century: development to commercial street
After the revolution of 1848, the industry displaced the dominant small business rapidly. At the same time the Mariahilferstraße developed into the first major shopping street of Vienna. The rising supply had to be passed on to the customer, and so more and more new shops sprang up. Around the turn of the century broke out a real building boom. The low suburban houses with Baroque and Biedermeier facade gave way to multi-storey houses with flashy and ostentatious facades in that historic style mixture, which was so characteristic of the late Ringstrasse period. From the former historic buildings almost nothing remained. The business portals were bigger and more pompous, the first department stores in the modern style were Gerngross and Herzmansky. Especially the clothing industry took root here.
1863 Herzmansky opened
On 3 March opened August Herzmansky a small general store in the Church Lane (Kirchengasse) 4. 1897 the great establishment in the pin alley (Stiftgasse) was opened, the largest textile company of the monarchy. August Herzmansky died a year before the opening, two nephews take over the business. In 1928, Mariahilferstraße 28 is additionally acquired. 1938, the then owner Max Delfiner had to flee, the company Rhonberg and Hämmerle took over the house. The building in Mariahilferstrasse 30 additionally was purchased. In the last days of the war in 1945 it fell victim to the flames, however. 1948, the company was returned to Max Delfiner, whose son sold in 1957 to the German Hertie group, a new building in Mariahilferstrasse 26 - 30 constructing. Other ownership changes followed.
1869 The Pferdetramway
The Pferdetramway made it first trip through the Mariahilferstraße to Neubaugasse.
Opened in 1879 Gerngroß
Mariahilferstraße about 1905
Alfred Gerngross, a merchant from Bavaria and co-worker August
Herzmanskys, founded on Mariahilferstrasse 48/corner Church alley (Kirchengasse) an own fabric store. He became the fiercest competitor of his former boss.
1901 The k.k. Imperial Furniture Collection
The k.k. Hofmobilien and material depot is established in Mariahilferstrasse 88. The collection quickly grew because each new ruler got new furniture. Today, it serves as a museum. Among other things, there is the office of Emperor Franz Joseph, the equipment of Emperor Maximilian of Mexico from Miramare Castle, the splendid table of Charles VI. and the furniture from the Oriental Cabinet of Crown Prince Rudolf.
1911 The House Stafa
On 18 August 1911, on the birthday of Emperor Franz Joseph, corner Mariahilferstraße/imperial road (Kaiserstraße) the "central palace" was opened. The construction by its architecture created a sensation. Nine large double figure-relief panels of Anton Hanak decorated it. In this building the "1st Vienna Commercial sample collective department store (Warenmuster-Kollektivkaufhaus)", a eight-storey circular building was located, which was to serve primarily the craft. The greatest adversity in the construction were underground springs. Two dug wells had to be built to pump out the water. 970 liters per minute, however, must be pumped out until today.
1945 bombing of Vienna
On 21 February 1945 bombs fell on the Mariahilferstrasse, many buildings were badly damaged. On 10th April Wiener looted the store Herzmansky. Ella Fasser, the owner of the café "Goethe" in Mariahilferstrasse, preserved the Monastery barracks (Stiftskaserne) from destruction, with the help other resistance fighters cutting the fire-conducting cords that had laid the retreating German troops. Meanwhile, she invited the officers to the cafe, and befuddled them with plenty of alcohol.
SG4002G on 190
Operated by SMRT Buses, SG4002G is a Concept 3 door bus running on trial by LTA which aims to improve the passenger flow within the bus. It is equipped with USB charging ports and a new passenger information system.
In contrast to the other low-floor MAN A22s in Singapore, this unit is configured as a low-entry bus. The powertrain is equipped with a MAN D2066 LUH-32 engine coupled with Voith DIWA 864.5 gearbox.
Currently it serves Service 190, plying between Choa Chu Kang Bus Interchange and New Bridge Road Bus Terminal.
(further information and pictures you can get by clicking on the link at the end of page!)
Mariahilferstraße
Mariahilferstraße, 6th, 7th, 14th and 15th, since 1897 (in the 6th and 7th district originally Kremser Sraße, then Bavarian highway, Laimgrubner main road, Mariahilfer main street, Fünfhauserstraße, Schönbrunnerstraße and Penzinger Poststraße, then Schönbrunner Straße), in memory of the old suburb name; Mariahilf was an independent municipality from 1660 to 1850, since then with Gumpendorf, Magdalenengrund, Windmühle and Laimgrube 6th District.
From
aeiou - the cultural information system of the bm: bwk
14,000 key words and 2000 pictures from history, geography, politics and business in Austria
Mariahilferstraße, 1908 - Wien Museum
Mariahilferstraße, 1908
Picture taken from "August Stauda - A documentarian of old Vienna"
published by Christian Brandstätter - to Book Description
History
Pottery and wine
The first ones who demonstrably populated the area of today's Mariahilferstraße (after the mammoth) were the Illyrians. They took advantage of the rich clay deposits for making simple vessels. The Celts planted on the sunny hills the first grape vines and understood the wine-making process very well. When the Romans occupied at the beginning of our Era Vienna for several centuries, they left behind many traces. The wine culture of the Celts they refined. On the hill of today's Mariahilferstraße run a Roman ridge trail, whose origins lay in the camp of Vindobona. After the rule of the Romans, the migration of peoples temporarily led many cultures here until after the expulsion of the Avars Bavarian colonists came from the West.
The peasant Middle Ages - From the vineyard to the village
Thanks to the loamy soil formed the winery, which has been pushed back only until the development of the suburbs, until the mid-17th Century the livelihood of the rural population. "Im Schöff" but also "Schöpf - scoop" and "Schiff - ship" (from "draw of") the area at the time was called. The erroneous use of a ship in the seal of the district is reminiscent of the old name, which was then replaced by the picture of grace "Mariahilf". The Weinberg (vineyard) law imposed at that time that the ground rent in the form of mash on the spot had to be paid. This was referred to as a "draw".
1495 the Mariahilfer wine was added to the wine disciplinary regulations for Herrenweine (racy, hearty, fruity, pithy wine with pleasant acidity) because of its special quality and achieved high prices.
1529 The first Turkish siege
Mariahilferstraße, already than an important route to the West, was repeatedly the scene of historical encounters. When the Turks besieged Vienna for the first time, was at the lower end of today Mariahilferstrasse, just outside the city walls of Vienna, a small settlement of houses and cottages, gardens and fields. Even the St. Theobald Monastery was there. This so-called "gap" was burned at the approach of the Turks, for them not to offer hiding places at the siege. Despite a prohibition, the area was rebuilt after departure of the Turks.
1558, a provision was adopted so that the glacis, a broad, unobstructed strip between the city wall and the outer settlements, should be left free. The Glacis existed until the demolition of the city walls in 1858. Here the ring road was later built.
1663 The new Post Road
With the new purpose of the Mariahilferstrasse as post road the first three roadside inn houses were built. At the same time the travel increased, since the carriages were finally more comfortable and the roads safer. Two well-known expressions date from this period. The "tip" and "kickbacks". In the old travel handbooks of that time we encounter them as guards beside the route, the travel and baggage tariff. The tip should the driver at the rest stop pay for the drink, while the bribe was calculated in proportion to the axle grease. Who was in a hurry, just paid a higher lubricant (Schmiergeld) or tip to motivate the coachman.
1683 The second Turkish siege
The second Turkish siege brought Mariahilferstraße the same fate. Meanwhile, a considerable settlement was formed, a real suburb, which, however, still had a lot of fields and brick pits. Again, the suburb along the Mariahilferstraße was razed to the ground, the population sought refuge behind the walls or in the Vienna Woods. The reconstruction progressed slowly since there was a lack of funds and manpower. Only at the beginning of the 18th Century took place a targeted reconstruction.
1686 Palais Esterhazy
On several "Brandstetten", by the second Turkish siege destroyed houses, the Hungarian aristocratic family Esterhazy had built herself a simple palace, which also had a passage on the Mariahilferstrasse. 1764 bought the innkeeper Paul Winkelmayr from Spittelberg the building, demolished it and built two new buildings that have been named in accordance with the Esterhazy "to the Hungarian crown."
17th Century to 19th Century. Fom the village to suburb
With the development of the settlements on the Mariahilferstraße from village to suburbs, changed not only the appearance but also the population. More and more agricultural land fell victim to the development, craftsmen and tradesmen settled there. There was an incredible variety of professions and trades, most of which were organized into guilds or crafts. Those cared for vocational training, quality and price of the goods, and in cases of unemployment, sickness and death.
The farms were replaced by churches and palaces, houses and shops. Mariahilf changed into a major industrial district, Mariahilferstrasse was an important trading center. Countless street traders sold the goods, which they carried either with them, or put in a street stall on display. The dealers made themselves noticeable by a significant Kaufruf (purchase call). So there was the ink man who went about with his bottles, the Wasserbauer (hydraulic engineering) who sold Danube water on his horse-drawn vehicle as industrial water, or the lavender woman. This lovely Viennese figures disappeared with the emergence of fixed premises and the improvement of urban transport.
Private carriages, horse-drawn carriages and buggies populated the streets, who used this route also for trips. At Mariahilferplatz Linientor (gate) was the main stand of the cheapest and most popular means of transport, the Zeiselwagen, which the Wiener used for their excursions into nature, which gradually became fashionable. In the 19th Century then yet arrived the Stellwagen (carriage) and bus traffic which had to accomplish the connection between Vienna and the suburbs. As a Viennese joke has it, suggests the Stellwagen that it has been so called because it did not come from the spot.
1719 - 1723 Royal and Imperial Court Stables
Emperor Charles VI. gave the order for the construction of the stables to Johann Bernhard Fischer von Erlach. 1772 the building was extended by two houses on the Mariahilferstrasse. The size of the stables still shows, as it serves as the Museum Quarter - its former importance. The Mariahilferstraße since the building of Schönbrunn Palace by the Imperial court very strongly was frequented. Today in the historic buildings the Museum Quarter is housed.
The church and monastery of Maria Hülff
Coloured engraving by J. Ziegler, 1783
1730 Mariahilferkirche
1711 began the renovation works at the Mariahilferkirche, giving the church building today's appearance and importance as a baroque monument. The plans stem from Franziskus Jänkl, the foreman of Lukas von Hildebrandt. Originally stood on the site of the Mariahilferkirche in the medieval vineyard "In Schoeff" a cemetery with wooden chapel built by the Barnabites. Already in those days, the miraculous image Mariahilf was located therein. During the Ottoman siege the chapel was destroyed, the miraculous image could be saved behind the protective walls. After the provisional reconstruction the miraculous image in a triumphal procession was returned, accompanied by 30,000 Viennese.
1790 - 1836 Ferdinand Raimund
Although in the district Mariahilf many artists and historical figures of Vienna lived , it is noticeable that as a residence they rather shunned the Mariahilferstraße, because as early as in the 18th Century there was a very lively and loud bustle on the street. The most famous person who was born on the Mariahilferstrasse is the folk actor and dramatist Ferdinand Raimund. He came in the house No. 45, "To the Golden deer (Zum Goldenen Hirschen)", which still exists today, as son of a turner into the world. As confectioners apprentice, he also had to visit the theaters, where he was a so-called "Numero", who sold his wares to the visitors. This encounter with the theater was fateful. He took flight from his training masters and joined a traveling troupe as an actor. After his return to Vienna, he soon became the most popular comedian. In his plays all those figures appeared then bustling the streets of Vienna. His most famous role was that of the "ash man" in "Farmer as Millionaire", a genuine Viennese guy who brings the wood ash in Butte from the houses, and from the proceeds leading a modest existence.
1805 - 1809 French occupation
The two-time occupation of Vienna by the French hit the suburbs hard. But the buildings were not destroyed fortunately.
19th century Industrialization
Here, where a higher concentration of artisans had developed as in other districts, you could feel the competition of the factories particularly hard. A craftsman after another became factory worker, women and child labor was part of the day-to-day business. With the sharp rise of the population grew apartment misery and flourished bed lodgers and roomers business.
1826
The Mariahilferstraße is paved up to the present belt (Gürtel).
1848 years of the revolution
The Mariahilferstraße this year was in turmoil. At the outbreak of the revolution, the hatred of the people was directed against the Verzehrungssteuerämter (some kind of tax authority) at the lines that have been blamed for the rise of food prices, and against the machines in the factories that had made the small craftsmen out of work or dependent workers. In October, students, workers and citizens tore up paving stones and barricaded themselves in the Mariahilfer Linientor (the so-called Linienwall was the tax frontier) in the area of today's belt.
1858 The Ring Road
The city walls fell and on the glacis arose the ring-road, the now 6th District more closely linking to the city center.
1862 Official naming
The Mariahilferstraße received its to the present day valid name, after it previously was bearing the following unofficial names: "Bavarian country road", "Mariahilfer Grund Straße", "Penzinger Street", "Laimgrube main street" and "Schönbrunner Linienstraße".
The turn of the century: development to commercial street
After the revolution of 1848, the industry displaced the dominant small business rapidly. At the same time the Mariahilferstraße developed into the first major shopping street of Vienna. The rising supply had to be passed on to the customer, and so more and more new shops sprang up. Around the turn of the century broke out a real building boom. The low suburban houses with Baroque and Biedermeier facade gave way to multi-storey houses with flashy and ostentatious facades in that historic style mixture, which was so characteristic of the late Ringstrasse period. From the former historic buildings almost nothing remained. The business portals were bigger and more pompous, the first department stores in the modern style were Gerngross and Herzmansky. Especially the clothing industry took root here.
1863 Herzmansky opened
On 3 March opened August Herzmansky a small general store in the Church Lane (Kirchengasse) 4. 1897 the great establishment in the pin alley (Stiftgasse) was opened, the largest textile company of the monarchy. August Herzmansky died a year before the opening, two nephews take over the business. In 1928, Mariahilferstraße 28 is additionally acquired. 1938, the then owner Max Delfiner had to flee, the company Rhonberg and Hämmerle took over the house. The building in Mariahilferstrasse 30 additionally was purchased. In the last days of the war in 1945 it fell victim to the flames, however. 1948, the company was returned to Max Delfiner, whose son sold in 1957 to the German Hertie group, a new building in Mariahilferstrasse 26 - 30 constructing. Other ownership changes followed.
1869 The Pferdetramway
The Pferdetramway made it first trip through the Mariahilferstraße to Neubaugasse.
Opened in 1879 Gerngroß
Mariahilferstraße about 1905
Alfred Gerngross, a merchant from Bavaria and co-worker August
Herzmanskys, founded on Mariahilferstrasse 48/corner Church alley (Kirchengasse) an own fabric store. He became the fiercest competitor of his former boss.
1901 The k.k. Imperial Furniture Collection
The k.k. Hofmobilien and material depot is established in Mariahilferstrasse 88. The collection quickly grew because each new ruler got new furniture. Today, it serves as a museum. Among other things, there is the office of Emperor Franz Joseph, the equipment of Emperor Maximilian of Mexico from Miramare Castle, the splendid table of Charles VI. and the furniture from the Oriental Cabinet of Crown Prince Rudolf.
1911 The House Stafa
On 18 August 1911, on the birthday of Emperor Franz Joseph, corner Mariahilferstraße/imperial road (Kaiserstraße) the "central palace" was opened. The construction by its architecture created a sensation. Nine large double figure-relief panels of Anton Hanak decorated it. In this building the "1st Vienna Commercial sample collective department store (Warenmuster-Kollektivkaufhaus)", a eight-storey circular building was located, which was to serve primarily the craft. The greatest adversity in the construction were underground springs. Two dug wells had to be built to pump out the water. 970 liters per minute, however, must be pumped out until today.
1945 bombing of Vienna
On 21 February 1945 bombs fell on the Mariahilferstrasse, many buildings were badly damaged. On 10th April Wiener looted the store Herzmansky. Ella Fasser, the owner of the café "Goethe" in Mariahilferstrasse, preserved the Monastery barracks (Stiftskaserne) from destruction, with the help other resistance fighters cutting the fire-conducting cords that had laid the retreating German troops. Meanwhile, she invited the officers to the cafe, and befuddled them with plenty of alcohol.
Information From: en.wikipedia.org/wiki/Brooklyn_bridge
Brooklyn Bridge
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For other uses, see Brooklyn Bridge (disambiguation).
Brooklyn Bridge
Carries Motor vehicles (cars only)
Elevated trains (until 1944)
Streetcars (until 1950)
Pedestrians, and bicycles
Crosses East River
Locale New York City (Manhattan–Brooklyn)
Maintained by New York City Department of Transportation
Designer John Augustus Roebling
Design Suspension/Cable-stay Hybrid
Total length 5,989 feet (1825 m)[1]
Width 85 feet (26 m)
Longest span 1,595 feet 6 inches (486.3 m)
Clearance below 135 feet (41 m) at mid-span
Opened May 24, 1883
Toll Free both ways
Daily traffic 123,781 (2008)[2]
Coordinates 40°42′20″N 73°59′47″W / 40.70569°N 73.99639°W / 40.70569; -73.99639 (Brooklyn Bridge)Coordinates: 40°42′20″N 73°59′47″W / 40.70569°N 73.99639°W / 40.70569; -73.99639 (Brooklyn Bridge)
Brooklyn Bridge
U.S. National Register of Historic Places
U.S. National Historic Landmark
NYC Landmark
Built/Founded: 1883
Architectural style(s): Gothic
Added to NRHP: 1966[3]
Designated NHL: January 29, 1964[4]
NRHP Reference#: 75001237
The Brooklyn Bridge is one of the oldest suspension bridges in the United States. Completed in 1883, it connects the New York City boroughs of Manhattan and Brooklyn by spanning the East River. With a main span of 1,595.5 feet (486.3 m), it was the longest suspension bridge in the world from its opening until 1903, and the first steel-wire suspension bridge.
Originally referred to as the New York and Brooklyn Bridge, it was dubbed the Brooklyn Bridge in a January 25, 1867 letter to the editor of the Brooklyn Daily Eagle,[5] and formally so named by the city government in 1915. Since its opening, it has become an iconic part of the New York skyline. It was designated a National Historic Landmark in 1964[4][6][7] and a National Historic Civil Engineering Landmark in 1972.[8]
Contents [hide]
1 Construction
2 Pedestrian and vehicular access
2.1 Notable events
2.2 100th anniversary celebrations
2.3 125th anniversary celebrations
3 Cultural significance
4 References
5 Further reading
6 External links
[edit] Construction
The Brooklyn Bridge was initially designed by German immigrant John Augustus Roebling, who had previously designed and constructed shorter suspension bridges, such as Roebling's Delaware Aqueduct in Lackawaxen, Pennsylvania, and the John A. Roebling Suspension Bridge in Cincinnati, Ohio.
While conducting surveys for the bridge project, Roebling sustained a crush injury to his foot when a ferry pinned it against a piling. After amputation of his crushed toes he developed a tetanus infection which left him incapacitated and soon resulted in his death, not long after he had placed his 32 year-old son Washington Roebling in charge of the project.[9]
Washington Roebling also suffered a paralyzing injury as a result of decompression sickness shortly after the beginning of construction on January 3, 1870.[10] This condition, first called "caisson disease" by the project physician Dr. Andrew Smith, afflicted many of the workers working within the caissons.[11][12] After Roebling's debilitating condition left him unable to physically supervise the construction firsthand, his wife Emily Warren Roebling stepped in and provided the critical written link between her husband and the engineers on-site.[13] Under her husband's guidance, Emily had studied higher mathematics, the calculations of catenary curves, the strengths of materials, bridge specifications, and the intricacies of cable construction.[14][15][16] She spent the next 11 years assisting Washington Roebling helping to supervise the bridge's construction.
When iron probes underneath the caisson found the bedrock to be even deeper than expected, Roebling halted construction due to the increased risk of decompression sickness. He deemed the aggregate overlying the bedrock 30 feet (9 m) below it to be firm enough to support the tower base.[17]
The Brooklyn Bridge was completed thirteen years later and was opened for use on May 24, 1883. The opening ceremony was attended by several thousand people and many ships were present in the East Bay for the occasion. President Chester A. Arthur and New York Mayor Franklin Edson crossed the bridge to celebratory cannon fire and were greeted by Brooklyn Mayor Seth Low when they reached the Brooklyn-side tower. Arthur shook hands with Washington Roebling at the latter's home, after the ceremony. Roebling was unable to attend the ceremony (and in fact rarely visited the site again), but held a celebratory banquet at his house on the day of the bridge opening. Further festivity included the performance of a band, gunfire from ships, and a fireworks display.[18]
On that first day, a total of 1,800 vehicles and 150,300 people crossed what was then the only land passage between Manhattan and Brooklyn. Emily Warren Roebling was the first to cross the bridge. The bridge's main span over the East River is 1,595 feet 6 inches (486.3 m). The bridge cost $15.5 million to build and approximately 27 people died during its construction.[19]
One week after the opening, on May 30, 1883, a rumor that the Bridge was going to collapse caused a stampede, which crushed and killed at least twelve people.[20] On May 17, 1884, P. T. Barnum helped to squelch doubts about the bridge's stability—while publicizing his famous circus—when one of his most famous attractions, Jumbo, led a parade of 21 elephants over the Brooklyn Bridge.[21][22][23][24]
Plan of one tower for the Brooklyn Bridge, 1867At the time it opened, and for several years, it was the longest suspension bridge in the world—50% longer than any previously built — and it has become a treasured landmark. Since the 1980s, it has been floodlit at night to highlight its architectural features. The towers are built of limestone, granite, and Rosendale cement. Their architectural style is neo-Gothic, with characteristic pointed arches above the passageways through the stone towers. The paint scheme of the bridge is "Brooklyn Bridge Tan", although is has been argued that the original paint was "Rawlins Red".[25]
At the time the bridge was built, the aerodynamics of bridge building had not been worked out. Bridges were not tested in wind tunnels until the 1950s—well after the collapse of the original Tacoma Narrows Bridge (Galloping Gertie) in 1940. It is therefore fortunate that the open truss structure supporting the deck is by its nature less subject to aerodynamic problems. Roebling designed a bridge and truss system that was six times as strong as he thought it needed to be. Because of this, the Brooklyn Bridge is still standing when many of the bridges built around the same time have vanished into history and been replaced. This is also in spite of the substitution of inferior quality wire in the cabling supplied by the contractor J. Lloyd Haigh—by the time it was discovered, it was too late to replace the cabling that had already been constructed. Roebling determined that the poorer wire would leave the bridge four rather than six times as strong as necessary, so it was eventually allowed to stand, with the addition of 250 cables. Diagonal cables were installed from the towers to the deck, intended to stiffen the bridge. They turned out to be unnecessary, but were kept for their distinctive beauty.
After the collapse in 2007 of the I-35W highway bridge in the city of Minneapolis, increased public attention has been brought to bear on the condition of bridges across the US, and it has been reported that the Brooklyn Bridge approach ramps received a rating of "poor" at its last inspection.[26] According to a NYC Department of Transportation spokesman, "The poor rating it received does not mean it is unsafe. Poor means there are some components that have to be rehabilitated." A $725 million project to replace the approaches and repaint the bridge was scheduled to begin in 2009.[27]
The construction of the Brooklyn Bridge is detailed in the 1978 book The Great Bridge by David McCullough[13] and Brooklyn Bridge (1981), the first PBS documentary film ever made by Ken Burns.[28] Burns drew heavily on McCullough's book for the film and used him as narrator.[29] It is also described in Seven Wonders of the Industrial World, a BBC docudrama series with accompanying book.
[edit] Pedestrian and vehicular access
Cross section diagramAt various times, the bridge has carried horse-drawn and trolley traffic; at present, it has six lanes for motor vehicles, with a separate walkway along the centerline for pedestrians and bicycles. Due to the roadway's height (11 ft (3.4 m) posted) and weight (6,000 lb (2,700 kg) posted) restrictions, commercial vehicles and buses are prohibited from using this bridge. The two inside traffic lanes once carried elevated trains of the BMT from Brooklyn points to a terminal at Park Row via Sands Street. Streetcars ran on what are now the two center lanes (shared with other traffic) until the elevated lines stopped using the bridge in 1944, when they moved to the protected center tracks. In 1950 the streetcars also stopped running, and the bridge was rebuilt to carry six lanes of automobile traffic.
The Brooklyn Bridge is accessible from the Brooklyn entrances of Tillary/Adams Streets, Sands/Pearl Streets, and Exit 28B of the eastbound Brooklyn-Queens Expressway. In Manhattan, motor cars can enter from either direction of the FDR Drive, Park Row, Chambers/Centre Streets, and Pearl/Frankfort Streets. Pedestrian access to the bridge from the Brooklyn side is from either Tillary/Adams Streets (in between the auto entrance/exit), or a staircase on Prospect St between Cadman Plaza East and West. In Manhattan, the pedestrian walkway is accessible from the end of Centre Street, or through the unpaid south staircase of Brooklyn Bridge-City Hall IRT subway station.
View from the pedestrian walkway. The bridge's cable arrangement forms a distinct weblike pattern.The Brooklyn Bridge has a wide pedestrian walkway open to walkers and cyclists, in the center of the bridge and higher than the automobile lanes. While the bridge has always permitted the passage of pedestrians across its span, its role in allowing thousands to cross takes on a special importance in times of difficulty when usual means of crossing the East River have become unavailable.
During transit strikes by the Transport Workers Union in 1980 and 2005, the bridge was used by people commuting to work, with Mayors Koch and Bloomberg crossing the bridge as a gesture to the affected public.[30][31]
Following the 1965, 1977 and 2003 Blackouts and most famously after the September 11, 2001, attacks on the World Trade Center, the bridge was used by people in Manhattan to leave the city after subway service was suspended. The massive numbers of people on the bridge could not have been anticipated by the original designer, yet John Roebling designed it with three separate systems managing even unanticipated structural stresses. The bridge has a suspension system, a diagonal stay system, and a stiffening truss. "Roebling himself famously said if anything happens to one of [his] systems, 'The bridge may sag, but it will not fall.'"[32] The movement of large numbers of people on a bridge creates pedestrian oscillations or "sway" as the crowd lifts one foot after another, some falling inevitably in synchronized cadences. The natural sway motion of people walking causes small sideways oscillations in a bridge, which in turn cause people on the bridge to sway in step, increasing the amplitude of the bridge oscillations and continually reinforcing the effect. High-density traffic of this nature causes a bridge to appear to move erratically or "to wobble" as happened at opening of the London Millennium Footbridge in 2000.[33]
Frank Leslie's Illustrated Newspaper c.1883[edit] Notable events
First jumper
The first person to jump from the bridge was Robert E. Odlum on May 19, 1885. He struck the water at an angle and died shortly thereafter from internal injuries.[34] Steve Brodie was the most famous jumper, or self-proclaimed jumper (in 1886).
Bungee jump
On June 1993, following 13 reconnoiters inside the metal structure, and with the help of a mountain guide, Thierry Devaux performed (illegally) eight acrobatic bungee jumps above the East River close to the Brooklyn pier, in the early morning. He used an electric winch between each acrobatic figure.[35]
1994 Brooklyn Bridge shooting
Main article: Brooklyn Bridge Shooting
On March 1, 1994, Lebanese-born Rashid Baz opened fire on a van carrying members of the Chabad-Lubavitch Orthodox Jewish Movement, striking sixteen-year-old student Ari Halberstam and three others traveling on the bridge.[36] Halberstam died five days later from his wounds. Baz was apparently acting out of revenge for the Hebron massacre of 29 Muslims by Baruch Goldstein that had taken place days earlier on February 25, 1994. Baz was convicted of murder and sentenced to a 141-year prison term. After initially classifying the murder as one committed out of road rage, the Justice Department reclassified the case in 2000 as a terrorist attack. The entrance ramp to the bridge on the Manhattan side was named the Ari Halberstam Memorial Ramp in memory of the victim.[37]
The 2003 plot
In 2003, truck driver Iyman Faris was sentenced to about 20 years in prison for providing material support to Al-Qaeda, after an earlier plot to destroy the bridge by cutting through its support wires with blowtorches was thwarted through information the National Security Agency uncovered through wiretapped phone conversations and interrogation of Al-Qaeda militants.[38]
2006 bunker discovery
In 2006, a Cold War era bunker was found by city workers near the East River shoreline of Manhattan's Lower East Side. The bunker, hidden within the masonry anchorage, still contained the emergency supplies that were being stored for a potential nuclear attack by the Soviet Union.[39]
[edit] 100th anniversary celebrations
The centennary celebrations on May 24, 1983, saw a cavalcade of cars crossing the bridge, led by President Ronald Reagan. A flotilla of ships visited the harbor, parades were held, and in the evening the sky over the bridge was illuminated by Grucci fireworks.[40] The Brooklyn Museum exhibited a selection of the original drawings made for the bridge's construction, some by Washington Roebling himself.
[edit] 125th anniversary celebrations
Beginning on May 22, 2008, festivities were held over a five-day period to celebrate the 125th anniversary of the opening of the Brooklyn Bridge. The events kicked off with a live performance of the Brooklyn Philharmonic in Empire–Fulton Ferry State Park, followed by special lighting of the bridge's towers and a fireworks display.[41] Other events held during the 125th anniversary celebrations, which coincided with the Memorial Day weekend, included a film series, historical walking tours, information tents, a series of lectures and readings, a bicycle tour of Brooklyn, a miniature golf course featuring Brooklyn icons, and other musical and dance performances.[42]
Just before the anniversary celebrations, the Telectroscope, which created a video link between New York and London, was installed on the Brooklyn side of the bridge. The installation lasted for a few weeks and permitted viewers in New York to see people looking into a matching telectroscope in front of London's Tower Bridge.[43] A newly renovated pedestrian connection to DUMBO was also unveiled before the anniversary celebrations.[44]
[edit] Cultural significance
Contemporaries marveled at what technology was capable of and the bridge became a symbol of the optimism of the time. John Perry Barlow wrote in the late 20th century of the "literal and genuinely religious leap of faith" embodied in the Brooklyn Bridge ... "the Brooklyn Bridge required of its builders faith in their ability to control technology."[45]
References to "selling the Brooklyn Bridge" abound in American culture, sometimes as examples of rural gullibility but more often in connection with an idea that strains credulity. For example, "If you believe that, I've got a bridge to sell you."[citation needed] References are often nowadays more oblique, such as "I could sell you some lovely riverside property in Brooklyn ...".[citation needed] George C. Parker and William McCloundy are two early 20th-century con-men who had (allegedly) successfully perpetrated this scam on unwitting tourists.[46] The 1949 Bugs Bunny cartoon Bowery Bugs is a joking reference to Bugs "selling" a story of the Brooklyn Bridge to a naive tourist.
In his second book The Bridge, Hart Crane begins with a poem entitled "Proem: To Brooklyn Bridge." The bridge was a source of inspiration for Crane and he owned different apartments specifically to have different views of the bridge.
[edit] References
^ "NYCDOT Bridges Information". New York City Department of Transportation. www.nyc.gov/html/dot/html/bridges/bridges.shtml#brooklyn. Retrieved 2008-08-23.
^ "New York City Bridge Traffic Volumes 2008" (PDF). New York City Department of Transportation. March 2010. p. 63. www.nyc.gov/html/dot/downloads/pdf/bridgetrafrpt08.pdf. Retrieved 2010-07-10.
^ "National Register Information System". National Register of Historic Places. National Park Service. 2007-01-23. www.nr.nps.gov/.
^ a b "Brooklyn Bridge". National Historic Landmark summary listing. National Park Service. tps.cr.nps.gov/nhl/detail.cfm?ResourceId=376&Resource....
^ E.P.D. (January 25, 1867). "Bridging the East River – Another Project". The Brooklyn Daily Eagle: p. 2. www.brooklynpubliclibrary.org/eagle/. Retrieved 2007-11-26.
^ "The Brooklyn Bridge", February 24, 1975, by James B. Armstrong and S. Sydney Bradford "National Register of Historic Places Inventory-Nomination"]. National Park Service. 1975-02-24. pdfhost.focus.nps.gov/docs/NHLS/Text/66000523.pdf "The Brooklyn Bridge", February 24, 1975, by James B. Armstrong and S. Sydney Bradford].
^ The Brooklyn Bridge—Accompanying three photos, from 1975. "National Register of Historic Places Inventory-Nomination"]. National Park Service. 1975-02-24. pdfhost.focus.nps.gov/docs/NHLS/Photos/66000523.pdf The Brooklyn Bridge—Accompanying three photos, from 1975.].
^ "Brooklyn Bridge". ASCE Metropolitan Section. www.ascemetsection.org/content/view/339/872/. Retrieved 2010-06-30.
^ "THE BUILDING OF THE BRIDGE.; ITS COST AND THE DIFFICULTIES MET WITH-- DETAILS OF THE HISTORY OF A GREAT ENGINEERING TRIUMPH.". The New York Times. May 24, 1883. query.nytimes.com/gst/abstract.html?res=9F01E5DC1431E433A.... Retrieved 2009-10-27.
^ Butler WP (2004). "Caisson disease during the construction of the Eads and Brooklyn Bridges: A review". Undersea Hyperb Med 31 (4): 445–59. PMID 15686275. archive.rubicon-foundation.org/4028. Retrieved 2008-06-19.
^ Smith, Andrew Heermance (1886). The Physiological, Pathological and Therapeutical Effects of Compressed Air. Detroit: George S. Davis. books.google.com/?id=hLq981_A5bMC&printsec=frontcover.... Retrieved 2009-04-17.
^ Acott, Chris (1999). "A brief history of diving and decompression illness.". South Pacific Underwater Medicine Society journal 29 (2). ISSN 0813-1988. OCLC 16986801. archive.rubicon-foundation.org/6004. Retrieved 2009-04-17.
^ a b Amazon.com: The Great Bridge: The Epic Story of the Building of the Brooklyn Bridge: J'aime Drisdelle: Books
^ Weigold, Marilyn (1984). Silent Builder: Emily Warren Roebling and the Brooklyn Bridge. Associated Faculty Press.
^ McCullough, David (1983). The Great Bridge: The Epic Story of the Building of the Brooklyn Bridge. New York: Simon & Schuster. p. 421.
^ "Emily Warren Roebling". American Society of Civil Engineers. www.asce.org/PPLContent.aspx?id=2147487328. Retrieved 2010-06-30.
^ "GlassSteelandStone: Brooklyn Bridge-tower rests on sand". www.glasssteelandstone.com/BuildingDetail/435.php. Retrieved 2007-02-20.
^ Reeves, Thomas C. (1975). Gentleman Boss. New York: Alfred A. Knopf. pp. 359–360. ISBN 0-394-46095-2.
^ "Brooklyn Daily Eagle 1841–1902 Online". Archived from the original on 2007-11-14. web.archive.org/web/20071114135249/http://eagle.brooklynp.... Retrieved 2007-11-23.
^ "Dead on the New Bridge; Fatal Crush at the Western Approach". The New York Times. May 31, 1883. query.nytimes.com/gst/abstract.html?res=980DE3DA1431E433A.... Retrieved 2010-02-20.
^ Bildner, Phil (2004). Twenty-One Elephants. New York: Simon & Schuster. ISBN 0689870116.
^ Prince, April Jones (2005). Twenty-One Elephants and Still Standing. Boston: Houghton Mifflin. ISBN 061844887X.
^ "P.T. Barnum – MSN Encarta". Archived from the original on 2009-10-31. www.webcitation.org/5kwQPajtQ.
^ Strausbaugh, John (November 9, 2007). "When Barnum Took Manhattan". The New York Times. www.nytimes.com/2007/11/09/arts/09expl.html. Retrieved 2008-09-21.
^ Gary Buiso, New York Post (May 25, 2010). "A True Cover Up. Brooklyn Bridge Paint Job Glosses over History". www.nypost.com/p/news/local/brooklyn/true_cover_up_brookl.... Retrieved October 23, 2010.
^ Chan, Sewell (August 2, 2007). "Brooklyn Bridge Is One of 3 With Poor Rating". The New York Times. cityroom.blogs.nytimes.com/2007/08/02/brooklyn-bridge-is-.... Retrieved 2007-09-10.
^ "Brooklyn Bridge called 'safe' – DOT says span is okay despite getting a 'poor' rating". Courier-Life Publications. www.baynewsbrooklyn.com/site/news.cfm?newsid=18685076&.... Retrieved 2007-08-12.
^ Burns, Ken. "Why I Decided to Make Brooklyn Bridge". Public Broadcasting Service. www.pbs.org/kenburns/brooklynbridge/about/. Retrieved 2010-02-20.
^ "Burns, Ken – U.S. Documentary Film Maker". The Museum of Broadcast Communications. www.museum.tv/eotvsection.php?entrycode=burnsken. Retrieved 2010-02-20.
^ Quindlen, Anna (April 2, 1980). "Koch Faces Day Ebulliently; He Looks Well Rested". The New York Times. select.nytimes.com/gst/abstract.html?res=F3061EFB395C1272.... Retrieved 2010-06-30.
^ Rutenberg, Jim (December 21, 2005). "On Foot, on Bridge and at City Hall, Bloomberg Is Irate". The New York Times. www.nytimes.com/2005/12/21/nyregion/nyregionspecial3/21ma.... Retrieved 2010-06-30.
^ Julavits, Robert (August 26, 2003). "Point of Collapse". The Village Voice. www.villagevoice.com/2003-08-26/news/point-of-collapse/. Retrieved 2010-02-20.
^ Steven Henry, Strogatz (2003). Sync: The Emerging Science of Spontaneous Order. New York: Hyperion. pp. 174–175, 312, 320. ISBN 0786868449.
^ "Odlum's Leap to Death". The New York Times: p. 1. May 20, 1885. query.nytimes.com/gst/abstract.html?res=990DE4D91739E533A.... Retrieved 2008-04-15.
^ "Brooklyn Bridge". SunnyDream. www.sunnydream.info/index.php?page=brooklyn. Retrieved 2010-06-25.
^ Sexton, Joe (March 2, 1994). "4 Hasidic Youths Hurt in Brooklyn Bridge Shooting". The New York Times. www.nytimes.com/1994/03/02/nyregion/4-hasidic-youths-hurt.... Retrieved 2010-06-30.
^ "In Memoriam". Ari Halberstam Memorial Site. www.arihalberstam.com/in-memoriam/. Retrieved 2010-06-30.
^ "Iyman Faris". GlobalSecurity.org. www.globalsecurity.org/security/profiles/iyman_faris.htm. Retrieved 2010-06-30.
^ Lovgren, Stefan (March 24, 2006). "Cold War "Time Capsule" Found in Brooklyn Bridge". National Geographic. news.nationalgeographic.com/news/2006/03/0324_060324_broo.... Retrieved 2010-02-20.
^ NYC Roads. "The Brooklyn Bridge". www.nycroads.com/crossings/brooklyn/. Retrieved October 23, 2010.
^ Burke, Kerry; Hutchinson, Bill (May 23, 2008). "Brooklyn Bridge turns 125 with a bang". Daily News (New York). www.nydailynews.com/ny_local/brooklyn/2008/05/22/2008-05-.... Retrieved 2009-08-01.
^ "Brooklyn Bridge 125th Anniversary Celebration". ASCE Metropolitan Section. www.ascemetsection.org/content/view/121/830/. Retrieved 2009-08-01.
^ Ryzik, Melena (May 21, 2008). "Telescope Takes a Long View, to London". The New York Times. www.nytimes.com/2008/05/21/arts/design/21tele.html. Retrieved 2009-08-01.
^ Farmer, Ann (May 21, 2008). "This Way to Brooklyn, This Way". The New York Times. cityroom.blogs.nytimes.com/2008/05/21/welcome-to-dumbo-it.... Retrieved 2009-08-01.
^ Cultural Significance
^ Cohen, Gabriel (November 27, 2005). "For You, Half Price". The New York Times. www.nytimes.com/2005/11/27/nyregion/thecity/27brid.htm. Retrieved 2010-02-20.
[edit] Further reading
Cadbury, Deborah. (2004), Dreams of Iron and Steel. New York: HarperCollins. ISBN 0-00-716307-X
Haw, Richard. (2005). The Brooklyn Bridge: A Cultural History. New Brunswick: Rutgers University Press. ISBN 0-8135-3587-5
Haw, Richard. (2008). Art of the Brooklyn Bridge: A Visual History. New York: Routledge. ISBN 0-415-95386-3
McCullough, David. (1972). The Great Bridge. New York: Simon & Schuster. ISBN 0-671-21213-3
Strogatz, Steven. (2003). Sync: The Emerging Science of Spontaneous Order. New York: Hyperion books. 10-ISBN 0-7868-6844-9; 13-ISBN 978-0-7868-6844-5 (cloth) [2nd ed., Hyperion, 2004. 10-ISBN 0-7868-8721-4; 13-ISBN 978-0-7868-8721-7 (paper)]
Strogartz, Steven, Daniel M. Abrams, Allan McRobie, Bruno Eckhardt, and Edward Ott. et al. (2005). "Theoretical mechanics: Crowd synchrony on the Millennium Bridge," Nature, Vol. 438, pp, 43–44.link to Nature articleMillennium Bridge opening day video illustrating "crowd synchrony" oscillations
Trachtenberg, Alan. (1965). Brooklyn Bridge: Fact and Symbol. Chicago: University of Chicago Press. ISBN 0226811158 [2nd ed., 1979, ISBN 0-226-81115-8 (paper)]
[edit] External links
New York City portal
Wikimedia Commons has media related to: Brooklyn Bridge
360° Interactive panorama from the top of the Brooklyn Bridge
The Brooklyn Bridge: A Study in Greatness
NYCroads.com – Brooklyn Bridge
Transportation Alternatives Fiboro Bridges – Brooklyn Bridge
The story of Brooklyn Bridge – by CBS Forum
Panorama of Brooklyn Bridge 1899 – Extreme Photo Constructions
Structurae: Brooklyn Bridge
Great Buildings entry for the Brooklyn Bridge
American Society of Civil Engineers
Railroad Extra – Brooklyn Bridge and its Railway
Images of the Brooklyn Bridge from the Brooklyn Museum
Brooklyn Bridge Photo Gallery with a Flash VR 360 of the Brooklyn Bridge Pedestrian Walkway
Opening Ceremonies of the New York and Brooklyn Bridge, May 24, 1883 at Project Gutenberg
Brooklyn Bridge at Historical Marker Database
(further information and pictures you can get by clicking on the link at the end of page!)
Mariahilferstraße
Mariahilferstraße, 6th, 7th, 14th and 15th, since 1897 (in the 6th and 7th district originally Kremser Sraße, then Bavarian highway, Laimgrubner main road, Mariahilfer main street, Fünfhauserstraße, Schönbrunnerstraße and Penzinger Poststraße, then Schönbrunner Straße), in memory of the old suburb name; Mariahilf was an independent municipality from 1660 to 1850, since then with Gumpendorf, Magdalenengrund, Windmühle and Laimgrube 6th District.
From
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14,000 key words and 2000 pictures from history, geography, politics and business in Austria
Mariahilferstraße, 1908 - Wien Museum
Mariahilferstraße, 1908
Picture taken from "August Stauda - A documentarian of old Vienna"
published by Christian Brandstätter - to Book Description
History
Pottery and wine
The first ones who demonstrably populated the area of today's Mariahilferstraße (after the mammoth) were the Illyrians. They took advantage of the rich clay deposits for making simple vessels. The Celts planted on the sunny hills the first grape vines and understood the wine-making process very well. When the Romans occupied at the beginning of our Era Vienna for several centuries, they left behind many traces. The wine culture of the Celts they refined. On the hill of today's Mariahilferstraße run a Roman ridge trail, whose origins lay in the camp of Vindobona. After the rule of the Romans, the migration of peoples temporarily led many cultures here until after the expulsion of the Avars Bavarian colonists came from the West.
The peasant Middle Ages - From the vineyard to the village
Thanks to the loamy soil formed the winery, which has been pushed back only until the development of the suburbs, until the mid-17th Century the livelihood of the rural population. "Im Schöff" but also "Schöpf - scoop" and "Schiff - ship" (from "draw of") the area at the time was called. The erroneous use of a ship in the seal of the district is reminiscent of the old name, which was then replaced by the picture of grace "Mariahilf". The Weinberg (vineyard) law imposed at that time that the ground rent in the form of mash on the spot had to be paid. This was referred to as a "draw".
1495 the Mariahilfer wine was added to the wine disciplinary regulations for Herrenweine (racy, hearty, fruity, pithy wine with pleasant acidity) because of its special quality and achieved high prices.
1529 The first Turkish siege
Mariahilferstraße, already than an important route to the West, was repeatedly the scene of historical encounters. When the Turks besieged Vienna for the first time, was at the lower end of today Mariahilferstrasse, just outside the city walls of Vienna, a small settlement of houses and cottages, gardens and fields. Even the St. Theobald Monastery was there. This so-called "gap" was burned at the approach of the Turks, for them not to offer hiding places at the siege. Despite a prohibition, the area was rebuilt after departure of the Turks.
1558, a provision was adopted so that the glacis, a broad, unobstructed strip between the city wall and the outer settlements, should be left free. The Glacis existed until the demolition of the city walls in 1858. Here the ring road was later built.
1663 The new Post Road
With the new purpose of the Mariahilferstrasse as post road the first three roadside inn houses were built. At the same time the travel increased, since the carriages were finally more comfortable and the roads safer. Two well-known expressions date from this period. The "tip" and "kickbacks". In the old travel handbooks of that time we encounter them as guards beside the route, the travel and baggage tariff. The tip should the driver at the rest stop pay for the drink, while the bribe was calculated in proportion to the axle grease. Who was in a hurry, just paid a higher lubricant (Schmiergeld) or tip to motivate the coachman.
1683 The second Turkish siege
The second Turkish siege brought Mariahilferstraße the same fate. Meanwhile, a considerable settlement was formed, a real suburb, which, however, still had a lot of fields and brick pits. Again, the suburb along the Mariahilferstraße was razed to the ground, the population sought refuge behind the walls or in the Vienna Woods. The reconstruction progressed slowly since there was a lack of funds and manpower. Only at the beginning of the 18th Century took place a targeted reconstruction.
1686 Palais Esterhazy
On several "Brandstetten", by the second Turkish siege destroyed houses, the Hungarian aristocratic family Esterhazy had built herself a simple palace, which also had a passage on the Mariahilferstrasse. 1764 bought the innkeeper Paul Winkelmayr from Spittelberg the building, demolished it and built two new buildings that have been named in accordance with the Esterhazy "to the Hungarian crown."
17th Century to 19th Century. Fom the village to suburb
With the development of the settlements on the Mariahilferstraße from village to suburbs, changed not only the appearance but also the population. More and more agricultural land fell victim to the development, craftsmen and tradesmen settled there. There was an incredible variety of professions and trades, most of which were organized into guilds or crafts. Those cared for vocational training, quality and price of the goods, and in cases of unemployment, sickness and death.
The farms were replaced by churches and palaces, houses and shops. Mariahilf changed into a major industrial district, Mariahilferstrasse was an important trading center. Countless street traders sold the goods, which they carried either with them, or put in a street stall on display. The dealers made themselves noticeable by a significant Kaufruf (purchase call). So there was the ink man who went about with his bottles, the Wasserbauer (hydraulic engineering) who sold Danube water on his horse-drawn vehicle as industrial water, or the lavender woman. This lovely Viennese figures disappeared with the emergence of fixed premises and the improvement of urban transport.
Private carriages, horse-drawn carriages and buggies populated the streets, who used this route also for trips. At Mariahilferplatz Linientor (gate) was the main stand of the cheapest and most popular means of transport, the Zeiselwagen, which the Wiener used for their excursions into nature, which gradually became fashionable. In the 19th Century then yet arrived the Stellwagen (carriage) and bus traffic which had to accomplish the connection between Vienna and the suburbs. As a Viennese joke has it, suggests the Stellwagen that it has been so called because it did not come from the spot.
1719 - 1723 Royal and Imperial Court Stables
Emperor Charles VI. gave the order for the construction of the stables to Johann Bernhard Fischer von Erlach. 1772 the building was extended by two houses on the Mariahilferstrasse. The size of the stables still shows, as it serves as the Museum Quarter - its former importance. The Mariahilferstraße since the building of Schönbrunn Palace by the Imperial court very strongly was frequented. Today in the historic buildings the Museum Quarter is housed.
The church and monastery of Maria Hülff
Coloured engraving by J. Ziegler, 1783
1730 Mariahilferkirche
1711 began the renovation works at the Mariahilferkirche, giving the church building today's appearance and importance as a baroque monument. The plans stem from Franziskus Jänkl, the foreman of Lukas von Hildebrandt. Originally stood on the site of the Mariahilferkirche in the medieval vineyard "In Schoeff" a cemetery with wooden chapel built by the Barnabites. Already in those days, the miraculous image Mariahilf was located therein. During the Ottoman siege the chapel was destroyed, the miraculous image could be saved behind the protective walls. After the provisional reconstruction the miraculous image in a triumphal procession was returned, accompanied by 30,000 Viennese.
1790 - 1836 Ferdinand Raimund
Although in the district Mariahilf many artists and historical figures of Vienna lived , it is noticeable that as a residence they rather shunned the Mariahilferstraße, because as early as in the 18th Century there was a very lively and loud bustle on the street. The most famous person who was born on the Mariahilferstrasse is the folk actor and dramatist Ferdinand Raimund. He came in the house No. 45, "To the Golden deer (Zum Goldenen Hirschen)", which still exists today, as son of a turner into the world. As confectioners apprentice, he also had to visit the theaters, where he was a so-called "Numero", who sold his wares to the visitors. This encounter with the theater was fateful. He took flight from his training masters and joined a traveling troupe as an actor. After his return to Vienna, he soon became the most popular comedian. In his plays all those figures appeared then bustling the streets of Vienna. His most famous role was that of the "ash man" in "Farmer as Millionaire", a genuine Viennese guy who brings the wood ash in Butte from the houses, and from the proceeds leading a modest existence.
1805 - 1809 French occupation
The two-time occupation of Vienna by the French hit the suburbs hard. But the buildings were not destroyed fortunately.
19th century Industrialization
Here, where a higher concentration of artisans had developed as in other districts, you could feel the competition of the factories particularly hard. A craftsman after another became factory worker, women and child labor was part of the day-to-day business. With the sharp rise of the population grew apartment misery and flourished bed lodgers and roomers business.
1826
The Mariahilferstraße is paved up to the present belt (Gürtel).
1848 years of the revolution
The Mariahilferstraße this year was in turmoil. At the outbreak of the revolution, the hatred of the people was directed against the Verzehrungssteuerämter (some kind of tax authority) at the lines that have been blamed for the rise of food prices, and against the machines in the factories that had made the small craftsmen out of work or dependent workers. In October, students, workers and citizens tore up paving stones and barricaded themselves in the Mariahilfer Linientor (the so-called Linienwall was the tax frontier) in the area of today's belt.
1858 The Ring Road
The city walls fell and on the glacis arose the ring-road, the now 6th District more closely linking to the city center.
1862 Official naming
The Mariahilferstraße received its to the present day valid name, after it previously was bearing the following unofficial names: "Bavarian country road", "Mariahilfer Grund Straße", "Penzinger Street", "Laimgrube main street" and "Schönbrunner Linienstraße".
The turn of the century: development to commercial street
After the revolution of 1848, the industry displaced the dominant small business rapidly. At the same time the Mariahilferstraße developed into the first major shopping street of Vienna. The rising supply had to be passed on to the customer, and so more and more new shops sprang up. Around the turn of the century broke out a real building boom. The low suburban houses with Baroque and Biedermeier facade gave way to multi-storey houses with flashy and ostentatious facades in that historic style mixture, which was so characteristic of the late Ringstrasse period. From the former historic buildings almost nothing remained. The business portals were bigger and more pompous, the first department stores in the modern style were Gerngross and Herzmansky. Especially the clothing industry took root here.
1863 Herzmansky opened
On 3 March opened August Herzmansky a small general store in the Church Lane (Kirchengasse) 4. 1897 the great establishment in the pin alley (Stiftgasse) was opened, the largest textile company of the monarchy. August Herzmansky died a year before the opening, two nephews take over the business. In 1928, Mariahilferstraße 28 is additionally acquired. 1938, the then owner Max Delfiner had to flee, the company Rhonberg and Hämmerle took over the house. The building in Mariahilferstrasse 30 additionally was purchased. In the last days of the war in 1945 it fell victim to the flames, however. 1948, the company was returned to Max Delfiner, whose son sold in 1957 to the German Hertie group, a new building in Mariahilferstrasse 26 - 30 constructing. Other ownership changes followed.
1869 The Pferdetramway
The Pferdetramway made it first trip through the Mariahilferstraße to Neubaugasse.
Opened in 1879 Gerngroß
Mariahilferstraße about 1905
Alfred Gerngross, a merchant from Bavaria and co-worker August
Herzmanskys, founded on Mariahilferstrasse 48/corner Church alley (Kirchengasse) an own fabric store. He became the fiercest competitor of his former boss.
1901 The k.k. Imperial Furniture Collection
The k.k. Hofmobilien and material depot is established in Mariahilferstrasse 88. The collection quickly grew because each new ruler got new furniture. Today, it serves as a museum. Among other things, there is the office of Emperor Franz Joseph, the equipment of Emperor Maximilian of Mexico from Miramare Castle, the splendid table of Charles VI. and the furniture from the Oriental Cabinet of Crown Prince Rudolf.
1911 The House Stafa
On 18 August 1911, on the birthday of Emperor Franz Joseph, corner Mariahilferstraße/imperial road (Kaiserstraße) the "central palace" was opened. The construction by its architecture created a sensation. Nine large double figure-relief panels of Anton Hanak decorated it. In this building the "1st Vienna Commercial sample collective department store (Warenmuster-Kollektivkaufhaus)", a eight-storey circular building was located, which was to serve primarily the craft. The greatest adversity in the construction were underground springs. Two dug wells had to be built to pump out the water. 970 liters per minute, however, must be pumped out until today.
1945 bombing of Vienna
On 21 February 1945 bombs fell on the Mariahilferstrasse, many buildings were badly damaged. On 10th April Wiener looted the store Herzmansky. Ella Fasser, the owner of the café "Goethe" in Mariahilferstrasse, preserved the Monastery barracks (Stiftskaserne) from destruction, with the help other resistance fighters cutting the fire-conducting cords that had laid the retreating German troops. Meanwhile, she invited the officers to the cafe, and befuddled them with plenty of alcohol.
VOS Pace is a new platform supply vessel (PSV) built for the Dutch company, Vroon Offshore Services. The vessel, built at the Cosco Guangdong Shipyard in China, was launched in June 2014 and delivered to her owners in February 2015.
It is the first of the six PX121-type PSVs designed by Ulstein for Vroon Offshore and is outfitted to support drilling activities with longer and deeper boreholes and other offshore activities in European waters.
Storage capacities of the PX121 vessel
The PX121 is equipped with tanks for carrying oil, water and drilling fluids along with two stainless steel tanks for carrying flammable liquids or corrosive chemicals. Onboard tanks can store up to 1,035m3 of fresh water, 1,674m3 of drill water, 1,464m3 of fuel, 1,294m3 of liquid mud or brine and 255m3 of dry bulk. The vessel also features 391.7m3 heeling tanks, and can carry a 257m3 of base oil and 150m3 of methanol.
Accommodation and deck machinery aboard the platform service vessel
VOS Pace is outfitted to provide accommodation to 26 people in 14 single crew cabins and six double cabins dedicated for 12 passengers.
The vessel features two 10t tugger winches with a pulling speed of 35m/min, two capstans with a safe working load (SWL) of 10t each, and a deck crane with a SWL of 3t at a maximum outreach of 18m.
Communication and navigation equipment
Communication systems fitted to the PSV include JRC JSS-2150 MF/HF radio, JRC JHS-770S Very High Frequency Radio (VHF), three Entel HT8982 portable VHF radio for general and distress communications, McMurdo Model E5 Satellite emergency position-indicating radio beacon (EPIRB), JRC NCR-333 navigational telex (NAVTEX) receiver, JRC JUE-251 Fleet Broad Band, and JRC JAX-9B Weather Facsimile.
Other communication equipments fitted on the vessel include Inmarsat-C packet data service operated by Inmarsat for Ship Security Alert System (SSAS) and long-range identification and tracking (LRIT) of ships. The ship also incorporates two McMurdo S4 search and rescue transponders (SART) and JHS-183 Automatic Identification System (AIS).
Navigation equipment includes S-band JMCJMA -9132-SA ARPA radar and X-band JRC JMA -9122-9XA ARPA radar. Also fitted are two Mc Murdo S4 Radar Transponder Units, JRC JAN-901B-FOR Differential Global Positioning System (DGPS), JRC JFE-680 Echo sounder and YOKOGAWA PT500A-P-Analog auto pilot.
The PSV is further equipped with YOKOGAWA CMZ900d +1 x 900S gyro compass, YOKOGAWA SR-165 magnetic compass, Integrated Joystick Control, JRC Navi-Sailor 4000 electronic chart display and information system (ECDIS) with multi-functional (MFD) system, and a JRC JCY-1800 Voyage Data Recorder (VDR).
Life saving and fire-fighting systems
The PSV is fitted with two 20-man life rafts on each side and a man overboard boat (MOB) to carry six people.
"The PSV is fitted with two 20-man life rafts on each side and a man overboard boat (MOB) to carry six people."
External fire-fighting systems of the ABS FiFi Class vessel make it capable of dispersing 3,820m3 of water an hour. Manual fire-fighting equipment include two fire monitors. The high-capacity water jets are capable of releasing 1,200m3 of water every hour to a distance of more than 120m.
Engine and propulsion
VOs Pace PSV is powered by a diesel electric propulsion system comprising of two 1,630kW diesel engines and a pair of two diesel engines generating 990kW of power each.
The propulsion system includes two 1,600kW azimuthing twin propellers and two bow thrusters, each generating 880kW of power. The ship is also fitted with a 130ekW emergency generator set for shipboard electricity. The propulsion system ensures a maximum speed of 15kt.