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I have a photo gallery exhibited at Galerie du Lion, Orleans (1 hour by train from Paris) from 4 April to 25 May 2014.
www.galeriedulion.fr/les-expositions-4.html
Drôles de bestioles : la nature dans tous ses états
6, rue Croix de Malte
45000 Orléans
This image shows some interesting details of my Heinkel He-70 that I published some months ago.
For example, to make the gull wing for this plane, I got some ideas from one of Brickmania´s F-4U Corsair with some modifications since the main landing gear legs retract into the wing.
Two more curious ideas are the hinges on the cockpit to help the gunner access the rear defensive gun machine gun position or the door on the port side of the aircraft.
So far, it´s one of my favorite Spanish Civil War plane designs.
For more pictures, please visit my Flickr page:
Eínon
You can also find me on Instagram: tekapa_pictures
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#Frankfurt#Germany#City#urban#cityphotography#urbanphotography#cityexplorer#exploringthecity#urbanexplorer#street#streetphotography#streetshot#blackandwhitephotography#blackandwhite#bw#bnw#blacknwhite#blackandwhitephoto#bwlover#bwlovers#tekapapics
Self published my first book a couple months back. Havent posted a pic on here in a bit. The book is a non-profit book and is a completely independent venture. You can read more about it at www.bookofbeards.com You can also buy a copy there.
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In case you publish this photo please don't forget the credits |
Ao publicar, por gentileza, dar os devidos créditos
Foto por Rodrigo Bertolino: rodrigobertolino.com
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Hooray! Used for a scientific paper: Staphylinidae of Eastern Canada and Adjacent United States - page 99. =)
Baeocera Erichson sp.
Published as part of a story map in the 2021 annual report of the Centre for Development and Environment (CDE), University of Berne (www.cde.unibe.ch)
Special economic zone in the former Tathluang marshes, Vientiane, Lao PDR
Mosaic inside Georgia Avenue-Petworth Station -
Petworth, Washington, District of Columbia, Unites States
The Postcard
A postcard that was published by the Manhattan Post Card Publishing Co. Inc. of 913, Broadway, NYC, NY. The Plastichrome printing was undertaken by Colourpicture Publishers Inc. of Boston, Massachusetts.
Note the absence of the twin towers of the World Trade Center which had yet to be built - construction work did not start until 1966.
The card was posted in NYC on the 9th. June 1962 using 11 cents worth of stamps to:
Miss Kay Robertson,
3, Elm Grove Road,
Ealing,
London W.5,
England.
The message on the divided back of the card was as follows:
"The Algonquin 9. 6. 62.
Only 10 days before we are
home - but it has been a
wonderful holiday.
Perlease! Save some nice
weather for our return.
Regards to Peter & love
from John & David."
The Brooklyn Bridge
The Brooklyn Bridge is a hybrid cable-stayed/suspension bridge. Opened on the 24th. May 1883, the Brooklyn Bridge was the first fixed crossing of the East River.
It was also the longest suspension bridge in the world at the time of its opening, with a main span of 1,595.5 feet (486.3 m).
Note the slight upward curve of the main span. The decks of all suspension bridges are designed in this way, because the curve helps to dissipate the force of the weight of the people and vehicles on the bridge lengthways instead of downwards like on a linear bridge.
The curve produces a horizontal thrust restrained by the abutments at either end. This means that the bridge can handle more weight without breaking.
The bridge was designed by John A. Roebling. The project's chief engineer, his son Washington Roebling, contributed further design work, assisted by the latter's wife, Emily Warren Roebling.
Construction started in 1870, with the Tammany Hall-controlled New York Bridge Company overseeing construction, although numerous controversies and the novelty of the design prolonged the project over thirteen years.
Since opening, the Brooklyn Bridge has undergone several reconfigurations, having carried horse-drawn vehicles and elevated railway lines until 1950.
To alleviate increasing traffic flows, additional bridges and tunnels were built across the East River. Following gradual deterioration, the Brooklyn Bridge has been renovated several times, including in the 1950's, 1980's, and 2010's.
The Brooklyn Bridge is the southernmost of the four toll-free vehicular bridges connecting Manhattan Island and Long Island, with the Manhattan Bridge, the Williamsburg Bridge, and the Queensboro Bridge to the north. Only passenger vehicles and pedestrian and bicycle traffic are permitted.
A major tourist attraction since its opening, the Brooklyn Bridge has become an icon of New York City. Over the years, the bridge has been used as the location for various stunts and performances, as well as several crimes and attacks.
Description of Brooklyn Bridge
The Brooklyn Bridge, an early example of a steel-wire suspension bridge, uses a hybrid cable-stayed/suspension bridge design, with both vertical and diagonal suspender cables.
Its stone towers are neo-Gothic, with characteristic pointed arches. The New York City Department of Transportation (NYCDOT), which maintains the bridge, says that its original paint scheme was "Brooklyn Bridge Tan" and "Silver", although a writer for The New York Post states that it was originally entirely "Rawlins Red".
The Deck of the Brooklyn Bridge
To provide sufficient clearance for shipping in the East River, the Brooklyn Bridge incorporates long approach viaducts on either end to raise it from low ground on both shores.
Including approaches, the Brooklyn Bridge is a total of 6,016 feet (1,834 m) long. The main span between the two suspension towers is 1,595.5 feet (486.3 m) long, and 85 feet (26 m) wide.
The bridge elongates and contracts between the extremes of temperature from 14 to 16 inches. Navigational clearance is 127 ft (38.7 m) above mean high water. A 1909 Engineering Magazine article said that, at the center of the span, the height could fluctuate by more than 9 feet (2.7 m) due to temperature and traffic loads.
At the time of construction, engineers had not yet discovered the aerodynamics of bridge construction, and bridge designs were not tested in wind tunnels.
It was coincidental that the open truss structure supporting the deck is, by its nature, subject to fewer aerodynamic problems. This is because John Roebling designed the Brooklyn Bridge's truss system to be six to eight times stronger than he thought it needed to be.
However, due to a supplier's fraudulent substitution of inferior-quality cable in the initial construction, the bridge was reappraised at the time as being only four times as strong as necessary.
The Brooklyn Bridge can hold a total load of 18,700 short tons, a design consideration from when it originally carried heavier elevated trains.
An elevated pedestrian-only promenade runs in between the two roadways and 18 feet (5.5 m) above them. The path is 10 to 17 feet (3.0 to 5.2 m) wide. The iron railings were produced by Janes & Kirtland, a Bronx iron foundry that also made the United States Capitol dome and the Bow Bridge in Central Park.
The Cables of Brooklyn Bridge
The Brooklyn Bridge contains four main cables, which descend from the tops of the suspension towers and support the deck. Each main cable measures 15.75 inches (40.0 cm) in diameter, and contains 5,282 parallel, galvanized steel wires wrapped closely together. These wires are bundled in 19 individual strands, with 278 wires to a strand.
This was the first use of bundling in a suspension bridge, and took several months for workers to tie together. Since the 2000's, the main cables have also supported a series of 24-watt LED lighting fixtures, referred to as "necklace lights" due to their shape.
1,520 galvanized steel wire suspender cables hang downward from the main cables.
Brooklyn Bridge Anchorages
Each side of the bridge contains an anchorage for the main cables. The anchorages are limestone structures located slightly inland, measuring 129 by 119 feet (39 by 36 m) at the base and 117 by 104 feet (36 by 32 m) at the top.
Each anchorage weighs 60,000 short tons. The Manhattan anchorage rests on a foundation of bedrock, while the Brooklyn anchorage rests on clay.
The anchorages contain numerous passageways and compartments. Starting in 1876, in order to fund the bridge's maintenance, the New York City government made the large vaults under the bridge's Manhattan anchorage available for rent, and they were in constant use during the early 20th. century.
The vaults were used to store wine, as they maintained a consistent 60 °F (16 °C) temperature due to a lack of air circulation. The Manhattan vault was called the "Blue Grotto" because of a shrine to the Virgin Mary next to an opening at the entrance.
The vaults were closed for public use in the late 1910's and 1920's during the Great War and Prohibition, but were reopened thereafter.
When New York magazine visited one of the cellars in 1978, it discovered a fading inscription on a wall reading:
"Who loveth not wine, women and song,
he remaineth a fool his whole life long."
Leaks found within the vault's spaces necessitated repairs during the late 1980's and early 1990's. By the late 1990's, the chambers were being used to store maintenance equipment.
The Towers of the Brooklyn Bridge
The bridge's two suspension towers are 278 feet (85 m) tall, with a footprint of 140 by 59 feet (43 by 18 m) at the high water line.
They are built of limestone, granite, and Rosendale cement. The limestone was quarried at the Clark Quarry in Essex County, New York. The granite blocks were quarried and shaped on Vinalhaven Island, Maine, under a contract with the Bodwell Granite Company, and delivered from Maine to New York by schooner.
The Manhattan tower contains 46,945 cubic yards (35,892 m3) of masonry, while the Brooklyn tower has 38,214 cubic yards (29,217 m3) of masonry.
Each tower contains a pair of Gothic Revival pointed arches, through which the roadways run. The arch openings are 117 feet (36 m) tall and 33.75 feet (10.29 m) wide.
The Brooklyn Bridge Caissons
The towers rest on underwater caissons made of southern yellow pine. Both caissons contain interior spaces that were used by construction workers. The Manhattan side's caisson is slightly larger, measuring 172 by 102 feet (52 by 31 m) and located 78.5 feet (23.9 m) below high water, while the Brooklyn side's caisson measures 168 by 102 feet (51 by 31 m) and is located 44.5 feet (13.6 m) below high water.
The caissons were designed to hold at least the weight of the towers which would exert a pressure of 5 short tons per square foot when fully built, but the caissons were over-engineered for safety.
During an accident on the Brooklyn side, when air pressure was lost and the partially-built towers dropped full-force down, the caisson sustained an estimated pressure of 23 short tons per square foot with only minor damage. Most of the timber used in the bridge's construction, including in the caissons, came from mills at Gascoigne Bluff on St. Simons Island, Georgia.
The Brooklyn side's caisson, which was built first, originally had a height of 9.5 feet (2.9 m) and a ceiling composed of five layers of timber, each layer 1 foot (0.30 m) tall. Ten more layers of timber were later added atop the ceiling, and the entire caisson was wrapped in tin and wood for further protection against flooding.
The thickness of the caisson's sides was 8 feet (2.4 m) at both the bottom and the top. The caisson had six chambers: two each for dredging, supply shafts, and airlocks.
The caisson on the Manhattan side was slightly different because it had to be installed at a greater depth. To protect against the increased air pressure at that depth, the Manhattan caisson had 22 layers of timber on its roof, seven more than its Brooklyn counterpart had. The Manhattan caisson also had fifty 4-inch (10 cm)-diameter pipes for sand removal, a fireproof iron-boilerplate interior, and different airlocks and communication systems.
History of the Brooklyn Bridge
Proposals for a bridge between the then-separate cities of Brooklyn and New York had been suggested as early as 1800. At the time, the only travel between the two cities was by a number of ferry lines.
Engineers presented various designs, such as chain or link bridges, though these were never built because of the difficulties of constructing a high enough fixed-span bridge across the extremely busy East River.
There were also proposals for tunnels under the East River, but these were considered prohibitively expensive. The current Brooklyn Bridge was conceived by German immigrant John Augustus Roebling in 1852.
He had previously designed and constructed shorter suspension bridges, such as Roebling's Delaware Aqueduct in Lackawaxen, Pennsylvania, and the John A. Roebling Suspension Bridge between Cincinnati, Ohio, and Covington, Kentucky.
In February 1867, the New York State Senate passed a bill that allowed the construction of a suspension bridge from Brooklyn to Manhattan.
Two months later, the New York and Brooklyn Bridge Company was incorporated. There were twenty trustees in total: eight each appointed by the mayors of New York and Brooklyn, as well as the mayors of each city and the auditor and comptroller of Brooklyn.
The company was tasked with constructing what was then known as the New York and Brooklyn Bridge. Alternatively, the span was just referred to as the "Brooklyn Bridge", a name originating in a 25th. January 1867 letter to the editor of the Brooklyn Daily Eagle.
The act of incorporation, which became law on the 16th. April 1867, authorized the cities of New York (now Manhattan) and Brooklyn to subscribe to $5 million in capital stock, which would fund the bridge's construction.
Roebling was subsequently named as the main engineer of the work, and by September 1867, he had presented a master plan of a bridge that would be longer and taller than any suspension bridge previously built.
It would incorporate roadways and elevated rail tracks, whose tolls and fares would provide the means to pay for the bridge's construction. It would also include a raised promenade that served as a leisurely pathway.
The proposal received much acclaim in both cities, and residents predicted that the New York and Brooklyn Bridge's opening would have as much of an impact as the Suez Canal, the first transatlantic telegraph cable, or the first transcontinental railroad.
By early 1869, however, some individuals started to criticize the project, saying either that the bridge was too expensive, or that the construction process was too difficult.
To allay concerns about the design of the New York and Brooklyn Bridge, Roebling set up a "Bridge Party" in March 1869, where he invited engineers and members of U.S. Congress to see his other spans. Following the bridge party in April, Roebling and several engineers conducted final surveys.
During these surveys, it was determined that the main span would have to be raised from 130 to 135 feet (40 to 41 m), requiring several changes to the overall design.
In June 1869, while conducting these surveys, Roebling sustained a crush injury to his foot when a ferry pinned it against a piling. After amputation of his crushed toes, he developed a tetanus infection that left him incapacitated and resulted in his death the following month.
Washington Roebling, John Roebling's 32-year-old son, was then hired to fill his father's role. When the younger Roebling was hired, Tammany Hall leader William M. Tweed also became involved in the bridge's construction because, as a major landowner in New York City, he had an interest in the project's completion.
The New York and Brooklyn Bridge Company - later known simply as the New York Bridge Company - was actually overseen by Tammany Hall, and it approved Roebling's plans and designated him as chief engineer of the project.
Construction of the Brooklyn Bridge
The Caissons
Construction of the Brooklyn Bridge began on the 2nd. January 2, 1870. The first work entailed the construction of two caissons, upon which the suspension towers would be built.
A caisson is a large watertight chamber, open at the bottom, from which the water is kept out by air pressure and in which construction work may be carried out under water.
The Brooklyn side's caisson was built at the Webb & Bell shipyard in Greenpoint, Brooklyn, and was launched into the river on the 19th. March 1870. Compressed air was pumped into the caisson, and workers entered the space to dig the sediment until it sank to the bedrock. As one sixteen-year-old from Ireland, Frank Harris, described the fearful experience:
"The six of us were working naked to the waist
in the small iron chamber with the temperature
of about 80 degrees Fahrenheit.
In five minutes the sweat was pouring from us,
and all the while we were standing in icy water
that was only kept from rising by the terrific
pressure. No wonder the headaches were
blinding."
Once the caisson had reached the desired depth, it was to be filled in with vertical brick piers and concrete. However, due to the unexpectedly high concentration of large boulders on the riverbed, the Brooklyn caisson took several months to sink to the desired depth.
Furthermore, in December 1870, its timber roof caught fire, delaying construction further. The "Great Blowout", as the fire was called, delayed construction for several months, since the holes in the caisson had to be repaired.
On the 6th. March 1871, the repairs were finished, and the caisson had reached its final depth of 44.5 feet (13.6 m); it was filled with concrete five days later. Overall, about 264 individuals were estimated to have worked in the caisson every day, but because of high worker turnover, the final total was thought to be about 2,500 men.
In spite of this, only a few workers were paralyzed. At its final depth, the caisson's air pressure was 21 pounds per square inch. Normal air pressure is 14.7 psi.
The Manhattan side's caisson was the next structure to be built. To ensure that it would not catch fire like its counterpart had, the Manhattan caisson was lined with fireproof plate iron.
It was launched from Webb & Bell's shipyard on the 11th. May 1871, and maneuvered into place that September.
Due to the extreme underwater air pressure inside the much deeper Manhattan caisson, many workers became sick with "the bends" - decompression sickness - during this work, despite the incorporation of airlocks (which were believed to help with decompression sickness at the time).
This condition was unknown at the time, and was first called "caisson disease" by the project physician, Andrew Smith. Between the 25th. January and the 31st. May 1872, Smith treated 110 cases of decompression sickness, while three workers died from the condition.
When iron probes underneath the Manhattan caisson found the bedrock to be even deeper than expected, Washington Roebling halted construction due to the increased risk of decompression sickness.
After the Manhattan caisson reached a depth of 78.5 feet (23.9 m) with an air pressure of 35 pounds per square inch, Washington deemed the sandy subsoil overlying the bedrock 30 feet (9.1 m) beneath to be sufficiently firm, and subsequently infilled the caisson with concrete in July 1872.
Washington Roebling himself suffered a paralyzing injury as a result of caisson disease shortly after ground was broken for the Brooklyn tower foundation.
His debilitating condition left him unable to supervise the construction in person, so he designed the caissons and other equipment from his apartment, directing the completion of the bridge through a telescope in his bedroom.
His wife, Emily Warren Roebling, not only provided written communications between her husband and the engineers on site, but also understood mathematics, calculations of catenary curves, strengths of materials, bridge specifications, and the intricacies of cable construction.
She spent the next 11 years helping supervise the bridge's construction, taking over much of the chief engineer's duties, including day-to-day supervision and project management.
The Towers of the Brooklyn Bridge
After the caissons were completed, piers were constructed on top of each of them upon which masonry towers would be built. The towers' construction was a complex process that took four years.
Since the masonry blocks were heavy, the builders transported them to the base of the towers using a pulley system with a continuous 1.5-inch (3.8 cm)-diameter steel wire rope, operated by steam engines at ground level.
The blocks were then carried up on a timber track alongside each tower and maneuvered into the proper position using a derrick atop the towers. The blocks sometimes vibrated the ropes because of their weight, but only once did a block fall.
Construction of the suspension towers started in mid-1872, and by the time work was halted for the winter in late 1872, parts of each tower had already been built. By mid-1873, there was substantial progress on the towers' construction.
The arches of the Brooklyn tower were completed by August 1874. The tower was substantially finished by December 1874, with the erection of saddle plates for the main cables at the top of the tower.
The last stone on the Brooklyn tower was raised in June 1875, and the Manhattan tower was completed in July 1876.
The work was dangerous: by 1876, three workers had died having fallen from the towers, while nine other workers were killed in other accidents.
By 1875, while the towers were being constructed, the project had depleted its original $5 million budget. Two bridge commissioners, one each from Brooklyn and Manhattan, petitioned New York state lawmakers to allot another $8 million for construction. Legislators authorized the money on condition that the cities would buy the stock of Brooklyn Bridge's private stockholders.
Work proceeded concurrently on the anchorages on each side. The Brooklyn anchorage broke ground in January 1873 and was substantially completed by August 1875.
The Manhattan anchorage was built in less time. Having started in May 1875, it was mostly completed by July 1876. The anchorages could not be fully completed until the main cables were spun, at which point another 6 feet (1.8 m) would be added to the height of each 80-foot (24 m) anchorage.
The Brooklyn Bridge Cables
The first temporary wire was stretched between the towers on the 15th. August 1876, using chrome steel provided by the Chrome Steel Company of Brooklyn. The wire was then stretched back across the river, and the two ends were spliced to form a traveler, a lengthy loop of wire connecting the towers, which was driven by a 30 horsepower (22 kW) steam hoisting engine at ground level.
The wire was one of two that were used to create a temporary footbridge for workers while cable spinning was ongoing. The next step was to send an engineer across the completed traveler wire in a boatswain's chair slung from the wire, to ensure it was safe enough.
The bridge's master mechanic, E. F. Farrington, was volunteered for this task, and an estimated crowd of 10,000 people on both shores watched him cross.
A second traveler wire was then stretched across the span. The temporary footbridge, located some 60 feet (18 m) above the elevation of the future deck, was completed in February 1877.
By December 1876, a steel contract for the permanent cables still had not been awarded. There was disagreement over whether the bridge's cables should use the as-yet-untested Bessemer steel, or the well-proven crucible steel.
Until a permanent contract was awarded, the builders ordered 30 short tons of wire in the interim, 10 tons each from three companies, including Washington Roebling's own steel mill in Brooklyn.
In the end, it was decided to use number 8 Birmingham gauge (approximately 4 mm or 0.165 inches in diameter) crucible steel, and a request for bids was distributed, to which eight companies responded.
In January 1877, a contract for crucible steel was awarded to J. Lloyd Haigh, who was associated with bridge trustee Abram Hewitt, whom Roebling distrusted.
The spinning of the wires required the manufacture of large coils of it which were galvanized but not oiled when they left the factory. The coils were delivered to a yard near the Brooklyn anchorage. There they were dipped in linseed oil, hoisted to the top of the anchorage, dried out and spliced into a single wire, and finally coated with red zinc for further galvanizing.
There were thirty-two drums at the anchorage yard, eight for each of the four main cables. Each drum had a capacity of 60,000 feet (18,000 m) of wire. The first experimental wire for the main cables was stretched between the towers on the 29th. May 29 1877, and spinning began two weeks later.
All four main cables had been strung by that July. During that time, the temporary footbridge was unofficially opened to members of the public, who could receive a visitor's pass; by August 1877 several thousand visitors from around the world had used the footbridge. The visitor passes ceased that September after a visitor had an epileptic seizure and nearly fell off.
As the wires were being spun, work also commenced on the demolition of buildings on either side of the river for the Brooklyn Bridge's approaches; this work was mostly complete by September 1877. The following month, initial contracts were awarded for the suspender wires, which would hang down from the main cables and support the deck. By May 1878, the main cables were more than two-thirds complete.
However, the following month, one of the wires slipped, killing two people and injuring three others. In 1877, Hewitt wrote a letter urging against the use of Bessemer steel in the bridge's construction. Bids had been submitted for both crucible steel and Bessemer steel; John A. Roebling's Sons submitted the lowest bid for Bessemer steel, but at Hewitt's direction, the contract was awarded to Haigh.
A subsequent investigation discovered that Haigh had substituted inferior quality wire in the cables. Of eighty rings of wire that were tested, only five met standards, and it was estimated that Haigh had earned $300,000 from the deception.
At this point, it was too late to replace the cables that had already been constructed. Roebling determined that the poorer wire would leave the bridge only four times as strong as necessary, rather than six to eight times as strong. The inferior-quality wire was allowed to remain, and 150 extra wires were added to each cable.
To avoid public controversy, Haigh was not fired, but instead was required to personally pay for higher-quality wire. The contract for the remaining wire was awarded to the John A. Roebling's Sons, and by the 5th. October 1878, the last of the main cables' wires went over the river.
After the suspender wires had been placed, workers began erecting steel crossbeams to support the roadway as part of the bridge's overall superstructure. Construction on the bridge's superstructure started in March 1879, but, as with the cables, the trustees initially disagreed on whether the steel superstructure should be made of Bessemer or crucible steel.
That July, the trustees decided to award a contract for 500 short tons of Bessemer steel to the Edgemoor Iron Works, based in Philadelphia. The trustees later ordered another 500 short tons of Bessemer steel. However, by February 1880 the steel deliveries had not started.
That October, the bridge trustees questioned Edgemoor's president about the delay in steel deliveries. Despite Edgemoor's assurances that the contract would be fulfilled, the deliveries still had not been completed by November 1881.
Brooklyn mayor Seth Low, who became part of the board of trustees in 1882, became the chairman of a committee tasked to investigate Edgemoor's failure to fulfill the contract. When questioned, Edgemoor's president stated that the delays were the fault of another contractor, the Cambria Iron Company, who were manufacturing the eyebars for the bridge trusses.
Further complicating the situation, Washington Roebling had failed to appear at the trustees' meeting in June 1882, since he had gone to Newport, Rhode Island. After the news media discovered this, most of the newspapers called for Roebling to be fired as chief engineer, except for the Daily State Gazette of Trenton, New Jersey, and the Brooklyn Daily Eagle.
Some of the longstanding trustees were willing to vouch for Roebling, since construction progress on the Brooklyn Bridge was still ongoing. However, Roebling's behavior was considered suspect among the younger trustees who had joined the board more recently.
Construction progress on the bridge itself was submitted in formal monthly reports to the mayors of New York and Brooklyn. For example, the August 1882 report noted that the month's progress included 114 intermediate cords erected within a week, as well as 72 diagonal stays, 60 posts, and numerous floor beams, bridging trusses, and stay bars.
By early 1883, the Brooklyn Bridge was considered mostly completed and was projected to open that June. Contracts for bridge lighting were awarded by February 1883, and a toll scheme was approved that March.
Opposition to the Bridge
There was substantial opposition to the bridge's construction from shipbuilders and merchants located to the north, who argued that the bridge would not provide sufficient clearance underneath for ships.
In May 1876, these groups, led by Abraham Miller, filed a lawsuit in the United States District Court against the cities of New York and Brooklyn.
In 1879, an Assembly Sub-Committee on Commerce and Navigation began an investigation into the Brooklyn Bridge. A seaman who had been hired to determine the height of the span, testified to the committee about the difficulties that ship masters would experience in bringing their ships under the bridge when it was completed.
Another witness, Edward Wellman Serrell, a civil engineer, said that the calculations of the bridge's assumed strength were incorrect.
However the Supreme Court decided in 1883 that the Brooklyn Bridge was a lawful structure.
The Opening of the Brooklyn Bridge
The Brooklyn Bridge was opened for use on the 24th. May 1883. Thousands of people attended the opening ceremony, and many ships were present in the East River for the occasion. Officially, Emily Warren Roebling was the first to cross the bridge.
The bridge opening was also attended by U.S. president Chester A. Arthur and New York mayor Franklin Edson, who crossed the bridge and shook hands with Brooklyn mayor Seth Low at the Brooklyn end. Abram Hewitt gave the principal address:
"It is not the work of any one man or of any one
age. It is the result of the study, of the experience,
and of the knowledge of many men in many ages.
It is not merely a creation; it is a growth. It stands
before us today as the sum and epitome of human
knowledge; as the very heir of the ages; as the
latest glory of centuries of patient observation,
profound study and accumulated skill, gained,
step by step, in the never-ending struggle of man
to subdue the forces of nature to his control and use."
Although Washington Roebling was unable to attend the ceremony (and rarely visited the site again), he held a celebratory banquet at his house on the day of the bridge opening.
Further festivity included a performance by a band, gunfire from ships, and a fireworks display. On that first day, a total of 1,800 vehicles and 150,300 people crossed the span.
Less than a week after the Brooklyn Bridge opened, ferry crews reported a sharp drop in patronage, while the bridge's toll operators were processing over a hundred people a minute. However, cross-river ferries continued to operate until 1942.
The bridge had cost US$15.5 million in 1883 dollars (about US$436,232,000 in 2021) to build, of which Brooklyn paid two-thirds. The bonds to fund the construction were not paid off until 1956.
An estimated 27 men died during the bridge's construction. Until the construction of the nearby Williamsburg Bridge in 1903, the Brooklyn Bridge was the longest suspension bridge in the world, 20% longer than any built previously.
At the time of opening, the Brooklyn Bridge was not complete; the proposed public transit across the bridge was still being tested, while the Brooklyn approach was being completed.
On the 30th. May 1883, six days after the opening, a woman falling down a stairway at the Brooklyn approach caused a stampede which resulted in at least twelve people being crushed and killed.
In subsequent lawsuits, the Brooklyn Bridge Company was acquitted of negligence. However, the company did install emergency phone boxes and additional railings, and the trustees approved a fireproofing plan for the bridge.
Public transit service began with the opening of the New York and Brooklyn Bridge Railway, a cable car service, on the 25th. September 1883.
On the 17th. May 1884, one of P. T. Barnum's most famous attractions, Jumbo the elephant, led a parade of 21 elephants over the Brooklyn Bridge. This helped to lessen doubts about the bridge's stability while also promoting Barnum's circus.
Brooklyn Bridge in the Late 19th. & Early 20th. Centuries
Movement across the Brooklyn Bridge increased in the years after it opened; a million people paid to cross in the first six months. The bridge carried 8.5 million people in 1884, its first full year of operation; this number doubled to 17 million in 1885, and again to 34 million in 1889.
Many of these people were cable car passengers. Additionally, about 4.5 million pedestrians a year were crossing the bridge for free by 1892.
The first proposal to make changes to the bridge was sent in only two and a half years after it opened; Linda Gilbert suggested glass steam-powered elevators and an observatory be added to the bridge and a fee charged for use, which would in part fund the bridge's upkeep and in part fund her prison reform charity.
This proposal was considered, but not acted upon. Numerous other proposals were made during the first fifty years of the bridge's life.
Trolley tracks were added in the center lanes of both roadways in 1898, allowing trolleys to use the bridge as well.
Concerns about the Brooklyn Bridge's safety were raised during the turn of the century. In 1898, traffic backups due to a dead horse caused one of the truss cords to buckle.
There were more significant worries after twelve suspender cables snapped in 1901, although a thorough investigation found no other defects.
After the 1901 incident, five inspectors were hired to examine the bridge each day, a service that cost $250,000 a year.
The Brooklyn Rapid Transit Company, which operated routes across the Brooklyn Bridge, issued a notice in 1905 saying that the bridge had reached its transit capacity.
Although a second deck for the Brooklyn Bridge was proposed, it was thought to be infeasible because doing so would overload the bridge's structural capacity.
Though tolls had been instituted for carriages and cable-car customers since the bridge's opening, pedestrians were spared from the tolls originally. However, by the first decade of the 20th. century, pedestrians were also paying tolls.
However tolls on all four bridges across the East River - the Brooklyn Bridge, as well as the Manhattan, Williamsburg, and Queensboro bridges to the north - were abolished in July 1911 as part of a populist policy initiative headed by New York City mayor William Jay Gaynor.
Ostensibly in an attempt to reduce traffic on nearby city streets, Grover Whalen, the commissioner of Plant and Structures, banned motor vehicles from the Brooklyn Bridge in 1922. The real reason for the ban was an incident the same year where two cables slipped due to high traffic loads.
Both Whalen and Roebling called for the renovation of the Brooklyn Bridge and the construction of a parallel bridge, although the parallel bridge was never built.
Brooklyn Bridge in Mid- to late 20th. Century
Upgrades to the Bridge
The first major upgrade to the Brooklyn Bridge commenced in 1948, when a contract for redesigning the roadways was awarded to David B. Steinman. The renovation was expected to double the capacity of the bridge's roadways to nearly 6,000 cars per hour, at a projected cost of $7 million.
The renovation included the demolition of both the elevated and the trolley tracks on the roadways and the widening of each roadway from two to three lanes, as well as the construction of a new steel-and-concrete floor.
In addition, new ramps were added to Adams Street, Cadman Plaza, and the Brooklyn Queens Expressway (BQE) on the Brooklyn side, and to Park Row on the Manhattan side. The trolley tracks closed in March 1950 to allow for the widening work to occur.
During the construction project, one roadway at a time was closed, allowing reduced traffic flows to cross the bridge in one direction only. The widened south roadway was completed in May 1951, followed by the north roadway in October 1953. In addition, defensive barriers were added to the bridge as a safeguard against sabotage.
The restoration was finished in May 1954 with the completion of the reconstructed elevated promenade.
While the rebuilding of the span was ongoing, a fallout shelter was constructed beneath the Manhattan approach in anticipation of the Cold War. The abandoned space in one of the masonry arches was stocked with emergency survival supplies for a potential nuclear attack by the Soviet Union; these supplies were still in place half a century later.
A repainting of the bridge was announced in advance of its 90th. anniversary.
Deterioration and Late-20th. Century Repair
The Brooklyn Bridge gradually deteriorated due to age and neglect. While it had 200 full-time dedicated maintenance workers before World War II, that number had dropped to five by the late 20th. century, and the city as a whole only had 160 bridge maintenance workers.
In 1974, heavy vehicles such as vans and buses were banned from the bridge to prevent further erosion of the concrete roadway. A report in The New York Times four years later noted that the cables were visibly fraying, and that the pedestrian promenade had holes in it.
The city began planning to replace all the Brooklyn Bridge's cables at a cost of $115 million, as part of a larger project to renovate all four toll-free East River spans.
By 1980, the Brooklyn Bridge was in such dire condition that it faced imminent closure. In some places, half of the strands in the cables were broken.
In June 1981, two of the diagonal stay cables snapped, seriously injuring a pedestrian who later died. Subsequently, the anchorages were found to have developed rust, and an emergency cable repair was necessitated less than a month later after another cable developed slack.
Following the incident, the city accelerated the timetable of its proposed cable replacement, and it commenced a $153 million rehabilitation of the Brooklyn Bridge in advance of the 100th anniversary.
As part of the project, the bridge's original suspender cables installed by J. Lloyd Haigh were replaced by Bethlehem Steel in 1986, marking the cables' first replacement since construction. In a smaller project, the bridge was floodlit at night, starting in 1982 to highlight its architectural features.
Additional problems persisted, and in 1993, high levels of lead were discovered near the bridge's towers. Further emergency repairs were undertaken in mid-1999 after small concrete shards began falling from the bridge into the East River. The concrete deck had been installed during the 1950's renovations, and had a lifespan of about 60 years.
Brooklyn Bridge in the 21st. Century
The Park Row exit from the bridge's westbound lanes was closed as a safety measure after the September 11, 2001, attacks on the nearby World Trade Center. That section of Park Row was closed since it ran right underneath 1 Police Plaza, the headquarters of the New York City Police Department.
In early 2003, to save money on electricity, the bridge's "necklace lights" were turned off at night. They were turned back on later that year after several private entities made donations to fund the lights.
After the 2007 collapse of the I-35W bridge in Minneapolis, public attention focused on the condition of bridges across the U.S. The New York Times reported that the Brooklyn Bridge approach ramps had received a "poor" rating during an inspection in 2007.
However, a NYCDOT spokesman said that the poor rating did not indicate a dangerous state but rather implied it required renovation. In 2010, the NYCDOT began renovating the approaches and deck, as well as repainting the suspension span.
Work included widening two approach ramps from one to two lanes by re-striping a new prefabricated ramp; seismic retrofitting; replacement of rusted railings and safety barriers; and road deck resurfacing. The work necessitated detours for four years.
At the time, the project was scheduled to be completed in 2014, but completion was later delayed to 2015, then again to 2017. The project's cost also increased from $508 million in 2010 to $811 million in 2016.
In August 2016, after the renovation had been completed, the NYCDOT announced that it would conduct a seven-month, $370,000 study to verify if the bridge could support a heavier upper deck that consisted of an expanded bicycle and pedestrian path.
As of 2016, about 10,000 pedestrians and 3,500 cyclists used the pathway on an average weekday. Work on the pedestrian entrance on the Brooklyn side was underway by 2017.
The NYCDOT also indicated in 2016 that it planned to reinforce the Brooklyn Bridge's foundations to prevent it from sinking, as well as repair the masonry arches on the approach ramps, which had been damaged by Hurricane Sandy in 2012.
In July 2018, the New York City Landmarks Preservation Commission approved a further renovation of the Brooklyn Bridge's suspension towers and approach ramps. That December, the federal government gave the city $25 million in funding, which would contribute to a $337 million rehabilitation of the bridge approaches and the suspension towers. Work started in late 2019 and was scheduled to be completed in 2023.
Usage of the Brooklyn Bridge
Horse-drawn carriages have been allowed to use the Brooklyn Bridge's roadways since its opening. Originally, each of the two roadways carried two lanes of a different direction of traffic. The lanes were relatively narrow at only 8 feet (2.4 m) wide. In 1922, motor vehicles were banned from the bridge, while horse-drawn carriages were restricted from the Manhattan Bridge. Thereafter, the only vehicles allowed on the Brooklyn Bridge were horse-drawn.
By 1950, the main roadway carried six lanes of automobile traffic, three in each direction. It was then reduced to five lanes with the addition of a two-way bike lane on the Manhattan-bound side in 2021.
Because of the roadway's height (11 ft (3.4 m)) and weight (6,000 lb (2,700 kg)) restrictions, commercial vehicles and buses are prohibited from using the Brooklyn Bridge.
The weight restrictions prohibit heavy passenger vehicles such as pickup trucks and SUVs from using the bridge, though this is not often enforced in practice.
Formerly, rail traffic operated on the Brooklyn Bridge as well. Cable cars and elevated railroads used the bridge until 1944, while trolleys ran until 1950.
A cable car service began operating on the 25th. September 1883; it ran on the inner lanes of the bridge, between terminals at the Manhattan and Brooklyn ends.
Since Washington Roebling believed that steam locomotives would put excessive loads upon the structure of the Brooklyn Bridge, the cable car line was designed as a steam/cable-hauled hybrid.
They were powered from a generating station under the Brooklyn approach. The cable cars could not only regulate their speed on the 3.75% upward and downward approaches, but also maintain a constant interval between each other. There were 24 cable cars in total.
Initially, the service ran with single-car trains, but patronage soon grew so much that by October 1883, two-car trains were in use. The line carried three million people in the first six months, nine million in 1884, and nearly 20 million in 1885.
Patronage continued to increase, and in 1888, the tracks were lengthened and even more cars were constructed to allow for four-car cable car trains. Electric wires for the trolleys were added by 1895, allowing for the potential future decommissioning of the steam/cable system.
The terminals were rebuilt once more in July 1895, and, following the implementation of new electric cars in late 1896, the steam engines were dismantled and sold.
The Brooklyn Bridge Walkway
The Brooklyn Bridge has an elevated promenade open to pedestrians in the center of the bridge, located 18 feet (5.5 m) above the automobile lanes.
The path is generally 10 to 17 feet (3.0 to 5.2 m) wide, though this is constrained by obstacles such as protruding cables, benches, and stairways, which create "pinch points" at certain locations. The path narrows to 10 feet (3.0 m) at the locations where the main cables descend to the level of the promenade.
Further exacerbating the situation, these "pinch points" are some of the most popular places to take pictures. As a result, in 2016, the NYCDOT announced that it planned to double the promenade's width.
On the 14th. September 2021, the DOT closed off the inner-most car lane on the Manhattan-bound side with protective barriers and fencing to create a new bike path. Cyclists are now prohibited from the upper pedestrian lane.
Emergency Use of Brooklyn Bridge
While the bridge has always permitted the passage of pedestrians, the promenade facilitates movement when other means of crossing the East River have become unavailable.
During transit strikes by the Transport Workers Union in 1980 and 2005, people commuting to work used the bridge; they were joined by Mayors Ed Koch and Michael Bloomberg, who crossed as a gesture to the affected public.
Pedestrians also walked across the bridge as an alternative to suspended subway services following the 1965, 1977, and 2003 blackouts, and after the September 11 attacks on the World Trade Center.
During the 2003 blackouts, many crossing the bridge reported a swaying motion. The higher-than-usual pedestrian load caused this swaying, which was amplified by the tendency of pedestrians to synchronize their footfalls with a sway.
Several engineers expressed concern about how this would affect the bridge, although others noted that the bridge did withstand the event and that the redundancies in its design - the inclusion of the three support systems (suspension system, diagonal stay system, and stiffening truss) - make it probably the best secured bridge against such movements going out of control.
In designing the bridge, John Roebling had stated that the bridge would sag but not fall, even if one of these structural systems were to fail altogether.
Stunts Associated With Brooklyn Bridge
There have been several notable jumpers from the Brooklyn Bridge:
-- The first person was Robert Emmet Odlum, brother of women's rights activist Charlotte Odlum Smith, on the 19th. May 1885. He struck the water at an angle, and died shortly afterwards from internal injuries.
-- Steve Brodie supposedly dropped from underneath the bridge in July 1886 and was briefly arrested for it, although there is some doubt about whether he actually jumped.
-- Larry Donovan made a slightly higher jump from the railing a month afterward.
Other notable events have taken place on or near the bridge:
-- In 1919, Giorgio Pessi piloted what was then one of the world's largest airplanes, the Caproni Ca.5, under the bridge.
-- At 9:00 a.m. on the 19th. May 1977, artist Jack Bashkow climbed one of the towers for 'Bridging', which was termed a "media sculpture" by the performance group Art Corporation of America Inc.
Seven artists climbed the largest bridges connected to Manhattan in order to:
"Replace violence and fear
in mass media for one day".
When each of the artists had reached the tops of the bridges, they ignited bright-yellow flares at the same moment, resulting in rush hour traffic disruption, media attention, and the arrest of the climbers, though the charges were later dropped.
Called "The first social-sculpture to use mass-media as art” by conceptual artist Joseph Beuys, the event was on the cover of the New York Post, it received international attention, and received ABC Eyewitness News' 1977 Best News of the Year award.
John Halpern documented the incident in the film 'Bridging' (1977)
-- Halpern attempted another "Bridging" "social sculpture" in 1979, when he planted a radio receiver, gunpowder and fireworks in a bucket atop one of the Brooklyn Bridge towers.
The piece was later discovered by police, leading to his arrest for possessing a bomb.
-- In 1993, bridge jumper Thierry Devaux illegally performed eight acrobatic bungee jumps above the East River close to the Brooklyn tower.
-- On the 1st. October 2011, more than 700 protesters with the Occupy Wall Street movement were arrested while attempting to march across the bridge on the roadway.
Protesters disputed the police account of the event, and claimed that the arrests were the result of being trapped on the bridge by the NYPD. The majority of the arrests were subsequently dismissed.
-- On the 22nd. July 2014, the two American flags on the flagpoles atop each tower were found to have been replaced by bleached-white American flags.
Initially, cannabis activism was suspected as a motive, but on the 12th. August 2014, two Berlin artists claimed responsibility for hoisting the two white flags, having switched the original flags with their replicas.
The artists said that the flags were meant to celebrate the beauty of public space and the anniversary of the death of German-born John Roebling, and they denied that it was an anti-American statement.
Brooklyn Bridge as a Suicide Spot
The first person to jump from the bridge with the intention of suicide was Francis McCarey in 1892.
A lesser-known early jumper was James Duffy of County Cavan, Ireland, who on the 15th. April 1895 asked several men to watch him jump from the bridge. Duffy jumped and was not seen again.
Additionally, the cartoonist Otto Eppers jumped and survived in 1910, and was then tried and acquitted for attempted suicide.
The Brooklyn Bridge has since developed a reputation as a suicide bridge due to the number of jumpers who do so intending to kill themselves, though exact statistics are difficult to find.
Crimes and Terrorism Associated With Brooklyn Bridge
-- In 1979, police disarmed a stick of dynamite placed under the Brooklyn approach, and an artist in Manhattan was later arrested for the act.
-- On the 1st. March 1994, Lebanese-born Rashid Baz opened fire on a van carrying members of the Chabad-Lubavitch Orthodox Jewish Movement, striking 16-year-old student Ari Halberstam and three others traveling on the bridge.
Halberstam died five days later from his wounds, and Baz was later convicted of murder. He was apparently acting out of revenge for the Hebron massacre of Palestinian Muslims a few days prior to the incident.
After initially classifying the killing as one committed out of road rage, the Justice Department reclassified the case in 2000 as a terrorist attack.
The entrance ramp to the bridge on the Manhattan side was subsequently dedicated as the Ari Halberstam Memorial Ramp.
-- In 2003, truck driver Lyman Faris was sentenced to 20 years in prison for providing material support to Al-Qaeda, after an earlier plot to destroy the bridge by cutting through its support wires with blowtorches was thwarted.
Brooklyn Bridge Anniversary Celebrations
-- The 50th.-anniversary celebrations on the 24th. May 1933 included a ceremony featuring an airplane show, ships, and fireworks, as well as a banquet.
-- During the centennial celebrations on the 24th. May 1983, President Ronald Reagan led a cavalcade of cars across the bridge.
A flotilla of ships visited the harbor, officials held parades, and Grucci Fireworks held a fireworks display that evening.
For the centennial, the Brooklyn Museum exhibited a selection of the original drawings made for the bridge.
Culture
The Brooklyn Bridge has had an impact on idiomatic American English. For example, references to "Selling the Brooklyn Bridge" abound in American culture, sometimes as examples of rural gullibility, but more often in connection with an idea that strains credulity.
George C. Parker and William McCloundy were two early 20th.-century con men who may have perpetrated this scam successfully on unwitting tourists, although the author of 'The Brooklyn Bridge: A Cultural History' wrote:
"No evidence exists that the bridge
has ever been sold to a 'gullible
outlander'".
However, anyone taken in by fraudsters is hardly likely to publicize the fact.
A popular tradition on Brooklyn Bridge is for couples to inscribe a date and their initials onto a padlock, attach it to the bridge, and throw the key into the water as a sign of their love.
The practice of attaching 'love locks' to the bridge is officially illegal in New York City, and in theory the NYPD can give violators a $100 fine.
NYCDOT workers periodically remove the love locks from the bridge at a cost of $100,000 per year.
Brooklyn Bridge in the Media
The bridge is often featured in wide shots of the New York City skyline in television and film, and has been depicted in numerous works of art.
Fictional works have used the Brooklyn Bridge as a setting; for instance, the dedication of a portion of the bridge, and the bridge itself, were key components in the 2001 film Kate & Leopold.
Furthermore, the Brooklyn Bridge has also served as an icon of America, with mentions in numerous songs, books, and poems.
Among the most notable of these works is that of American Modernist poet Hart Crane, who used the Brooklyn Bridge as a central metaphor and organizing structure for his second book of poetry, 'The Bridge' (1930).
The Brooklyn Bridge has also been lauded for its architecture. One of the first positive reviews was "The Bridge as a Monument", a Harper's Weekly piece written by architecture critic Montgomery Schuyler and published a week after the bridge's opening.
In the piece, Schuyler wrote:
"It so happens that the work which is likely to be
our most durable monument, and to convey some
knowledge of us to the most remote posterity, is a
work of bare utility; not a shrine, not a fortress, not
a palace, but a bridge."
Architecture critic Lewis Mumford cited the piece as the impetus for serious architectural criticism in the U.S. He wrote that in the 1920's the bridge was a source of joy and inspiration in his childhood, and that it was a profound influence in his adolescence.
Later critics regarded the Brooklyn Bridge as a work of art, as opposed to an engineering feat or a means of transport.
Not all critics appreciated the bridge, however. Henry James, writing in the early 20th. century, cited the bridge as an ominous symbol of the city's transformation into a "steel-souled machine room".
The construction of the Brooklyn Bridge is detailed in numerous media sources, including David McCullough's 1972 book 'The Great Bridge', and Ken Burns's 1981 documentary 'Brooklyn Bridge'.
It is also described in 'Seven Wonders of the Industrial World', a BBC docudrama series with an accompanying book, as well as in 'Chief Engineer: Washington Roebling, The Man Who Built the Brooklyn Bridge', a biography published in 2017.
The Library of Congress Steel workers in Denver
I claim no rights other than colorizing this image if you wish to use let me know
Title
Denver, Colorado. Twenty-four hours a day the sparks from acetylene torches of steel workers in eight Denver fabricating plants are flying thick and fast that the U.S. Navy may carry the battle to the enemy in all parts of the world. Here in secluded Denver, the world's largest city not on a navigable waterway, this war production worker, who has never seen a battleship or an ocean, fashions the steel hull parts which are being assembled at Mare Island Navy Yard--1,200 miles from where he and his fellow wokers are on the job to help "keep 'em sailling."
Created / Published
1942?
Subject Headings
- United States--Colorado--Denver County--Denver.
- Colorado--Denver County--Denver
Format Headings
Nitrate negatives.
Notes
- Actual size of negative is C (approximately 4 x 5 inches).
- Title and other information from print in lot and lot catalog card.
- LOT 2113 (Location of corresponding print.)
- Transfer; United States. Office of War Information. Overseas Picture Division. Washington Division; 1944.
- More information about the FSA/OWI Collection is available at hdl.loc.gov/loc.pnp/pp.fsaowi
- Film copy on SIS roll 34, frame 393.
Medium
1 negative : nitrate ; 4 x 5 inches or smaller.
Call Number/Physical Location
LC-USE6- D-010589 [P&P]
Source Collection
Farm Security Administration - Office of War Information Photograph Collection (Library of Congress)
Repository
Library of Congress Prints & Photographs Division Washington, DC 20540 hdl.loc.gov/loc.pnp/pp.print
Digital Id
fsa 8b08625 //hdl.loc.gov/loc.pnp/fsa.8b08625
Control Number
oem2002009002/PP
Reproduction Number
LC-USE6-D-010589 (b&w film nitrate neg.) LC-DIG-fsa-8b08625 (digital file from original neg.)
Online Format
image
Description
1 negative : nitrate ; 4 x 5 inches or smaller.
Rights Advisory
No known restrictions on publication.
Bears, illustrated is a free downloadable calendar for 2010 featuring twelve artists from around the world homaging the men they love and admire: Charlie Hunter, Álvaro Barruylle Ayala, Tabo Ayala, Kenzie LaMar-Rubens, LÚ, Rodrigo Muñoz Ballester, Fuzzbelly, AP Bear, Harry Soup, José Manuel Hortelano-Pi, Christian Trippe and me, Christian Fernández Mirón. This is my illustration for October. Visit the website to see them all and download the calendar!
Bears, illustrated es un calendario descargable y gratuito para 2010 con doce artistas internacionales homenajeando a los hombres que aman y admiran: Charlie Hunter, Álvaro Barruylle Ayala, Tabo Ayala, Kenzie LaMar-Rubens, LÚ, Rodrigo Muñoz Ballester, Fuzzbelly, AP Bear, Harry Soup, José Manuel Hortelano-Pi, Christian Trippe y Christian Fernández Mirón. Ésta es mi ilustración para el mes de Octubre. ¡Visita el enlace para verlas todas y bajarte el calendario!
REF: doi.org/10.1007/s10530-024-03500-5
Published in Biological Invasions, a peer-reviewed journal focusing on the patterns and processes of biological invasions in terrestrial, freshwater, and marine (including brackish) ecosystems.
Article: Exploitation of a marine subsidy by a terrestrial invader
Authors: C. Winters · G. Jurgela · D. Holway
Department of Ecology, Behavior & Evolution,
School of Biological Sciences,
University of California at San Diego, La Jolla, CA
Published by Hutchinson, undated
Everyone agreed the Peeky and Boo were the two naughtiest elves in the whole of Elfland. Ond on this particular week, they'd been even naughtier than usual...
©ALL RIGHTS RESERVED. My pictures may not be downloaded, copied, published, reproduced, uploaded, edited or used in any way without my written permission.
This was a 3-image, handheld HDR shot -- taken from an area near the southwest corner of Central Park, looking east towards Fifth Avenue.
Note: this photo was published in a Dec 13, 2009 blog titled "How to Get the Perfect Composition in your Digital Photography."
It was also published in an undated (Jun 2010) blog titled "New York City Parks Worth Visiting." And it was published in an Aug 16, 2010 blog titled "CENTRAL PARK IN NEW YORK COULD SUPPORT 100 BIG DINOSAURS." It was also published in an undated (mid-Oct 2010) blog titled "The Best of Autumn in New York." And it was published in an Oct 20, 2010 blog titled "The Top 5 Places to see Fall Foliage in Central Park."
Moving into 2011, it was also published in an undated (mid-March 2011) Kathika travel blog titled "Visiting Central Park in New York City." And it was published in an Aug 15, 2011 blog titled "The Central Park Conservancy: a model for park conservation around the country." It was also published in an Aug 17, 2011 "Photography Digital World" blog titled " Interested in learning about digital photography?" And it was published in a Sep 2, 2011 blog titled "5 business travel tips for the fall," as well as a Sep 22, 2011 blog titled "Biophilic Cities." It was also published as a home-page illustration in an undated (mid-Oct 2011) blog titled Where to Live Next?
Moving into 2012, the photo was published in an undated (late Jun 2012) blog titled "20 Great Pictures of Central Park NYC." It was also published in a Jul 17, 2012 blog titled "New York Picnic Spots," as well as a Sep 20, 2012 blog titled "OTOÑO EN NUEVA YORK." And it was published in an Oct 29, 2012 blog titled "The Top 5 Rooftop Bars in New York," as well as an Oct 29, 29012 blog titled "Incredible Fall Foliage Shots" and an Oct 30, 2012 blog titled "Famous TV and Movie Landmarks to see in New York." It was also published in a Dec 3, 2012 blog titled "Parks to Visit in New York City."
Moving into 2013, the photo was published in a Jan 21, 2013 blog titled Timekeeper "Blog Tour: Alexandra Monir on Central Park + giveaway!" And it was published in an Aug 16, 2013 blog titled "10 Things for Startups to Do Before Autumn Arrives."
Moving into 2014, the photo was published in an Apr 14, 2014 blog titled "Green Space Keeps You from Feeling Blue."
Note: A large percentage of my "landscape" photos (including the ones in this set) are now copyright-protected, and are not available for downloads and free use. You can view them here in Flickr, but if you would like prints, enlargements, framed copies, and other variations, please visit my SmugMug "NYC HDR" gallery by clicking here.
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On Nov 6, 2009 a group of roughly 150 members of the NYC Digital Photography Meetup Group (which comprises some 2,556 members, according to its website) assembled at the southeast corner of New York's Central Park for a "meetup" that consisted of a walk through Central Park to capture the fall foliage. A few people knew each other from previous meetups, but most of us were there for the first time, and knew only that we were in the midst of a lot of people with "serious" cameras. Introductions were made, hands were shaken, cameras were compared, but with rare exceptions, names were quickly forgotten -- except for lyman91, who served as the organizer for the afternoon's activities. After all, it wasn't a college mixer; we were there to get some nice photographs...
Once we got started, we walked past the pond in the southeast corner of the park, up to a picturesque bridge, and then along the southern edge of the park until we reached another picturesque bridge by the southwest corner of the park. From there, we ventured north, past Tavern on the Green, past the Sheep Meadow, up to the 72nd Street entrance (where many photos were dutifully snapped of Strawberry Fields, and the Dakota apartment building where John Lennon lived at the time of his death). We then walked around parts of the boat pond, and a little further north into the Ramble ... at which point, the late-afternoon shadows were dark enough that I decided to call it a day and head on home.
As someone observed early in the walk, "fall foliage" in New York City is not the same as it is up in Vermont and New Hampshire. There are no fiery reds, no mountainsides of bright orange trees. Our trees are more subdued: there were a few bright yellow ones (don't ask me what kind they were; I have no idea), but most of the trees were "rust-colored" at best.
Still, it was a pleasant walk; the temperature was a little cool, but the skies were a brilliant blue, and there wasn't a cloud to be seen. I took fewer photos than I would have expected -- only about 300 -- and I'll upload the "keepers" throughout the week, as I edit them and put them in reasonable shape... and I'll look forward to another photo meetup sometime in the future. Next time, hopefully I will remember a few names...
1950; Lady for Love by Alan Schultz. Nice lettering! Artist uncredited. Published by Novel Library 42
Published 1969. An old scan from the archives. Still waiting for a replacement scanner to be shipped to me.
Published into the 1930's, Electric Railway Journal (and predecessor Street Railway Journal) cranked out a weekly (and later monthly) magazine of the street railway industry in the United States. I collected them for many years, and then about ten years ago the Internet Archive archive.org/search.php?query=Electric%20Railway%20Journal... and others started scanning them and putting them on line.
One of the most enjoyable parts about the magazine are the lavish full page advertisements from the industry's many suppliers. This particular ad from General Electric features a particularly unusual looking car, one of ten built by Brill in 1916 for the Lehigh Traction Company. An interesting feature of these center entrance cars (aside from bearing place names as mentioned in the ad) was that one half was fitted with conventional seats and the other half had longitudinal benches for use by the many coal miners that rode the cars. The cars were featured in Brill Magazine (which have also been scanned by the Internet Archive project), you can check it out here: archive.org/stream/brillmagazine101916phil#page/78 yet another example of how the internet has changed the way we do historical research in amazing ways.
LEGAL NOTICE | protected work • All Rights reserved © B. Egger photographer retains ownership and all copyrights in this work.
licence | please contact me before to obtain prior a license and to buy the rights to use and publish this photo. ▻ more..
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classic sports cars | vintage motorcycles | Oldtimer Grand Prix
location | Soelk Pass, Styria 💚 Austria
📷 | 2004 BMW R 1200 CL :: rumoto images # 2825 bw
If a photographer can’t feel what he is looking at, then he is never going to get others to feel anything when they look at his pictures.
:: Bernard Egger, 写真家, カメラマン, 摄影师, rumoto images, фото, rфотограф, motoring, photography, Fotográfico, stunning, supershot, action, emotion, emotions, Faszination, classic, Classic-Motorrad, Leidenschaft, passion, Maschine, Moto, motocyclisme, Motorcycle, Motorcycles, Motorrad, Motorräder, Motorbike, Мотоциклы и байкеры, fine art, 摩托, バイク, 오토바이, Motocicletă, Мотоцикл, รถจักรยานยนต์, 摩托车, Motorcykel, Mootorratas, Moottoripyörä, Motosiklèt, Motorkerékpár, Motocikls, Motociklas, Motorsykkel, Motocykl, Motocicleta, Motocykel, Motosiklet, Sölkpaß, Soelk Pass, Styria, Austria, Австрия, Europe, BMW, BMW Motorcycles, Boxer, R1200CL, Cruiser, Tours, touring, travelling, Reisen, Motorradtour, alpine roads, Alpen, The Alps, Les Alpes, Le Alpi, Mountain Road, Bergstraße, Alpenpass, mono, monochrome, sepia, schwarzweiß, black and white, BW,
---
Woodcliff Lake, New Jersey, August 2002 ...
Some people consider a six-day cruise as the perfect vacation. Other's might agree, as long as the days are marked by blurred fence posts and dotted lines instead of palm trees and ocean waves. For them, BMW introduces the perfect alternative to a deck chair - the R 1200 CL.
Motorcyclists were taken aback when BMW introduced its first cruiser in 1997, but the R 1200 C quickly rose to become that year's best-selling BMW. The original has since spawned several derivatives including the Phoenix, Euro, Montana and Stiletto. This year, BMW's cruiser forms the basis for the most radical departure yet, the R 1200 CL. With its standard integral hard saddlebags, top box and distinctive handlebar-mounted fairing, the CL represents twin-cylinder luxury-touring at its finest, a completely modern luxury touring-cruiser with a touch of classic BMW.
Although based on the R 1200 C, the new CL includes numerous key changes in chassis, drivetrain, equipment and appearance, specifically designed to enhance the R 1200's abilities as a long-distance mount. While it uses the same torquey, 1170cc 61-hp version of BMW's highly successful R259 twin, the CL backs it with a six-speed overdrive transmission. A reworked Telelever increases the bike's rake for more-relaxed high-speed steering, while the fork's wider spacing provides room for the sculpted double-spoke, 16-inch wheel and 150/80 front tire. Similarly, a reinforced Monolever rear suspension controls a matching 15-inch alloy wheel and 170/80 rear tire. As you'd expect, triple disc brakes featuring BMW's latest EVO front brake system and fully integrated ABS bring the bike to a halt at day's end-and set the CL apart from any other luxury cruiser on the market.
Yet despite all the chassis changes, it's the new CL's visual statement that represents the bike's biggest break with its cruiser-mates. With its grip-to-grip sweep, the handlebar-mounted fairing evokes classic touring bikes, while the CL's distinctive quad-headlamps give the bike a decidedly avant-garde look - in addition to providing standard-setting illumination. A pair of frame-mounted lowers extends the fairing's wind coverage and provides space for some of the CL's electrics and the optional stereo. The instrument panel is exceptionally clean, surrounded by a matte gray background that matches the kneepads inset in the fairing extensions. The speedometer and tachometer flank a panel of warning lights, capped by the standard analog clock. Integrated mirror/turnsignal pods extend from the fairing to provide further wind protection. Finally, fully integrated, color-matched saddlebags combine with a standard top box to provide a steamer trunk's luggage capacity.
The CL's riding position blends elements of both tourer and cruiser, beginning with a reassuringly low, 29.3-inch seat height. The seat itself comprises two parts, a rider portion with an integral lower-back rest, and a taller passenger perch that includes a standard backrest built into the top box. Heated seats, first seen on the K 1200 LT, are also available for the CL to complement the standard heated grips. A broad, flat handlebar places those grips a comfortable reach away, and the CL's floorboards allow the rider to shift position easily without compromising control. Standard cruise control helps melt the miles on long highway stints. A convenient heel/toe shifter makes for effortless gearchanges while adding exactly the right classic touch.
The R 1200 CL backs up its cruiser origins with the same superb attention to cosmetics as is shown in the functional details. In addition to the beautifully finished bodywork, the luxury cruiser boasts an assortment of chrome highlights, including valve covers, exhaust system, saddlebag latches and frame panels, with an optional kit to add even more brightwork. Available colors include Pearl Silver Metallic, Capri Blue Metallic and Mojave Brown Metallic, this last with a choice of black or brown saddle (other colors feature black).
The R 1200 CL Engine: Gearing For The Long Haul
BMW's newest tourer begins with a solid foundation-the 61-hp R 1200 C engine. The original, 1170cc cruiser powerplant blends a broad powerband and instantaneous response with a healthy, 72 lb.-ft. of torque. Like its forebear, the new CL provides its peak torque at 3000 rpm-exactly the kind of power delivery for a touring twin. Motronic MA 2.4 engine management ensures that this Boxer blends this accessible power with long-term reliability and minimal emissions, while at the same time eliminating the choke lever for complete push-button simplicity. Of course, the MoDiTec diagnostic feature makes maintaining the CL every bit as simple as the other members of BMW's stable.
While tourers and cruisers place similar demands on their engines, a touring bike typically operates through a wider speed range. Consequently, the R 1200 CL mates this familiar engine to a new, six-speed transmission. The first five gear ratios are similar to the original R 1200's, but the sixth gear provides a significant overdrive, which drops engine speed well under 3000 rpm at 60 mph. This range of gearing means the CL can manage either responsive in-town running or relaxed freeway cruising with equal finesse, and places the luxury cruiser right in the heart of its powerband at touring speeds for simple roll-on passes.
In addition, the new transmission has been thoroughly massaged internally, with re-angled gear teeth that provide additional overlap for quieter running. Shifting is likewise improved via a revised internal shift mechanism that produces smoother, more precise gearchanges. Finally, the new transmission design is lighter (approximately 1 kg.), which helps keep the CL's weight down to a respectable 679 lbs. (wet). The improved design of this transmission will be adopted by other Boxer-twins throughout the coming year.
The CL Chassis: Wheeled Luggage Never Worked This Well
Every bit as unique as the CL's Boxer-twin drivetrain is the bike's chassis, leading off-literally and figuratively-with BMW's standard-setting Telelever front suspension. The CL's setup is identical in concept and function to the R 1200 C's fork, but shares virtually no parts with the previous cruiser's. The tourer's wider, 16-inch front wheel called for wider-set fork tubes, so the top triple clamp, fork bridge, fork tubes and axle have all been revised, and the axle has switched to a full-floating design. The aluminum Telelever itself has been further reworked to provide a slightly more raked appearance, which also creates a more relaxed steering response for improved straight-line stability. The front shock has been re-angled and its spring and damping rates changed to accommodate the new bike's suspension geometry, but is otherwise similar to the original R 1200 C's damper.
Similarly, the R 1200 CL's Monolever rear suspension differs in detail, rather than concept, from previous BMW cruisers. Increased reinforcing provides additional strength at the shock mount, while a revised final-drive housing provides mounts for the new rear brake. But the primary rear suspension change is a switch to a shock with travel-related damping, similar to that introduced on the R 1150 GS Adventure. This new shock not only provides for a smoother, more controlled ride but also produces an additional 20mm travel compared to the other cruisers, bringing the rear suspension travel to 4.72 inches.
The Telelever and Monolever bolt to a standard R 1200 C front frame that differs only in detail from the original. The rear subframe, however, is completely new, designed to accommodate the extensive luggage system and passenger seating on the R 1200 CL. In addition to the permanently affixed saddlebags, the larger seats, floor boards, top box and new side stand all require new mounting points.
All this new hardware rolls on completely restyled double-spoke wheels (16 x 3.5 front/15 x 4.0 rear) that carry wider, higher-profile (80-series) touring tires for an extremely smooth ride. Bolted to these wheels are larger disc brakes (12.0-inch front, 11.2-inch rear), with the latest edition of BMW's standard-setting EVO brakes. A pair of four-piston calipers stop the front wheel, paired with a two-piston unit-adapted from the K 1200 LT-at the rear. In keeping with the bike's touring orientation, the new CL includes BMW's latest, fully integrated ABS, which actuates both front and rear brakes through either the front hand lever or the rear brake pedal.
The CL Bodywork: Dressed To The Nines
Although all these mechanical changes ensure that the new R 1200 CL works like no other luxury cruiser, it's the bike's styling and bodywork that really set it apart. Beginning with the bike's handlebar-mounted fairing, the CL looks like nothing else on the road, but it's the functional attributes that prove its worth. The broad sweep of the fairing emphasizes its aerodynamic shape, which provides maximum wind protection with a minimum of buffeting. Four headlamps, with their horizontal/vertical orientation, give the CL its unique face and also create the best illumination outside of a baseball stadium (the high-beams are borrowed from the GS).
The M-shaped windshield, with its dipped center section, produces exceptional wind protection yet still allows the rider to look over the clear-plastic shield when rain or road dirt obscure the view. Similarly, clear extensions at the fairing's lower edges improve wind protection even further but still allow an unobstructed view forward for maneuvering in extremely close quarters. The turnsignal pods provide further wind coverage, and at the same time the integral mirrors give a clear view to the rear.
Complementing the fairing, both visually and functionally, the frame-mounted lowers divert the wind blast around the rider to provide further weather protection. Openings vent warm air from the frame-mounted twin oil-coolers and direct the heat away from the rider. As noted earlier, the lowers also house the electronics for the bike's optional alarm system and cruise control. A pair of 12-volt accessory outlets are standard.
Like the K 1200 LT, the new R 1200 CL includes a capacious luggage system as standard, all of it color-matched and designed to accommodate rider and passenger for the long haul. The permanently attached saddlebags include clamshell lids that allow for easy loading and unloading. Chrome bumper strips protect the saddlebags from minor tipover damage. The top box provides additional secure luggage space, or it can be simply unbolted to uncover an attractive aluminum luggage rack. An optional backrest can be bolted on in place of the top box. Of course, saddlebags and top box are lockable and keyed to the ignition switch.
Options & Accessories: More Personal Than A Monogram
Given BMW's traditional emphasis on touring options and the cruiser owner's typical demands for customization, it's only logical to expect a range of accessories and options for the company's first luxury cruiser. The CL fulfills those expectations with a myriad of options and accessories, beginning with heated or velour-like Soft Touch seats and a low windshield. Electronic and communications options such as an AM/FM/CD stereo, cruise control and onboard communication can make time on the road much more pleasant, whether you're out for an afternoon ride or a cross-country trek - because after all, nobody says you have to be back in six days. Other available electronic features include an anti-theft alarm, which also disables the engine.
Accessories designed to personalize the CL even further range from cosmetic to practical, but all adhere to BMW's traditional standards for quality and fit. Chrome accessories include engine-protection and saddlebag - protection hoops. On a practical level, saddlebag and top box liners simplify packing and unpacking. In addition to the backrest, a pair of rear floorboards enhance passenger comfort even more.
- - - - -
Der Luxus-Cruiser zum genußvollen Touren.
Die Motorradwelt war überrascht, als BMW Motorrad 1997 die R 1200 C, den ersten Cruiser in der Geschichte des Hauses, vorstellte. Mit dem einzigartigen Zweizylinder-Boxermotor und einem unverwechselbar eigenständigen Design gelang es auf Anhieb, sich in diesem bis dato von BMW nicht besetzten Marktsegment erfolgreich zu positionieren. Bisher wurden neben dem Basismodell R 1200 C Classic die technisch nahezu identischen Modellvarianten Avantgarde und Independent angeboten, die sich in Farbgebung, Designelementen und Ausstattungsdetails unterscheiden.
Zur Angebotserweiterung und zur Erschließung zusätzlicher Potenziale, präsentiert BMW Motorrad für das Modelljahr 2003 ein neues Mitglied der Cruiserfamilie, den Luxus-Cruiser R 1200 CL. Er wird seine Weltpremiere im September in München auf der INTERMOT haben und voraussichtlich im Herbst 2002 auf den Markt kommen. Der Grundgedanke war, Elemente von Tourenmotorrädern auf einen Cruiser zu übertragen und ein Motorrad zu entwickeln, das Eigenschaften aus beiden Fahrzeuggattungen aufweist.
So entstand ein eigenständiges Modell, ein Cruiser zum genussvollen Touren, bei dem in Komfort und Ausstattung keine Wünsche offen bleiben.
Als technische Basis diente die R 1200 C, von der aber im wesentlichen nur der Motor, der Hinterradantrieb, der Vorderrahmen, der Tank und einige Ausstattungsumfänge übernommen wurden. Ansonsten ist das Motorrad ein völlig eigenständiger Entwurf und in weiten Teilen eine Neuentwicklung.
Fahrgestell und Design:
Einzigartiges Gesicht, optische Präsenz und Koffer integriert.
Präsenz, kraftvoller Auftritt und luxuriöser Charakter, mit diesen Worten lässt sich die Wirkung der BMW R 1200 CL kurz und treffend beschreiben. Geprägt wird dieses Motorrad von der lenkerfesten Tourenverkleidung, deren Linienführung sich in den separaten seitlichen Verkleidungsteilen am Tank fortsetzt, so dass in der Seitenansicht fast der Eindruck einer integrierten Verkleidung entsteht. Sie bietet dem Fahrer ein hohes Maß an Komfort durch guten Wind- und Wetterschutz.
Insgesamt vier in die Verkleidung integrierte Scheinwerfer, zwei für das Abblendlicht und zwei für das Fernlicht, geben dem Motorrad ein unverwechselbares, einzigartiges Gesicht und eine beeindruckende optische Wirkung, die es so bisher noch bei keinem Motorrad gab. Natürlich sorgen die vier Scheinwerfer auch für eine hervorragende Fahrbahnausleuchtung.
Besonders einfallsreich ist die aerodynamische Gestaltung der Verkleidungsscheibe mit ihrem wellenartig ausgeschnittenen oberen Rand. Sie leitet die Strömung so, dass der Fahrer wirkungsvoll geschützt wird. Gleichzeitig kann man aber wegen des Einzugs in der Mitte ungehindert über die Scheibe hinwegschauen und hat somit unabhängig von Nässe und Verschmutzung der Scheibe ein ungestörtes Sichtfeld auf die Straße.
Zur kraftvollen Erscheinung des Motorrades passt der Vorderradkotflügel, der seitlich bis tief zur Felge heruntergezogen ist. Er bietet guten Spritzschutz und unterstreicht zusammen mit dem voluminösen Vorderreifen die Dominanz der Frontpartie, die aber dennoch Gelassenheit und Eleganz ausstrahlt.
Der gegenüber den anderen Modellen flacher gestellte Telelever hebt den Cruisercharakter noch mehr hervor. Der Heckbereich wird bestimmt durch die integrierten, fest mit dem Fahrzeug verbundenen Hartschalenkoffer und das abnehmbare Topcase auf der geschwungenen Gepäckbrücke, die zugleich als Soziushaltegriff dient. Koffer und Topcase sind jeweils in Fahrzeugfarbe lackiert und bilden somit ein harmonisches Ganzes mit dem Fahrzeug.
Akzente setzen auch die stufenförmig angeordneten breiten Komfortsitze für Fahrer und Beifahrer mit der charakteristischen hinteren Abstützung. Luxus durch exklusive Farben, edle Oberflächen und Materialien.
Die R 1200 CL wird zunächst in drei exklusiven Farben angeboten: perlsilber-metallic und capriblau-metallic mit jeweils schwarzen Sitzen und mojavebraun-metallic mit braunem Sitzbezug (wahlweise auch in schwarz). Die Eleganz der Farben wird unterstützt durch sorgfältige Materialauswahl und perfektes Finish von Oberflächen und Fugen. So ist zum Beispiel die Gepäckbrücke aus Aluminium-Druckguß gefertigt und in weissaluminium lackiert, der Lenker verchromt und die obere Instrumentenabdeckung ebenfalls weissaluminiumfarben lackiert. Die Frontverkleidung ist vollständig mit einer Innenabdeckung versehen, und die Kniepads der seitlichen Verkleidungsteile sind mit dem gleichen Material wie die Sitze überzogen.
All dies unterstreicht den Anspruch auf Luxus und Perfektion.
Antrieb jetzt mit neuem, leiserem Sechsganggetriebe - Boxermotor unverändert.
Während der Boxermotor mit 1170 cm³ unverändert von der bisherigen R 1200 C übernommen wurde - auch die Leistungsdaten sind mit 45 kW (61 PS) und 98 Nm Drehmoment bei 3 000 min-1 gleich geblieben -, ist das Getriebe der R 1200 CL neu. Abgeleitet von dem bekannten Getriebe der anderen Boxermodelle hat es jetzt auch sechs Gänge und wurde grundlegend überarbeitet. Als wesentliche Neuerung kommt eine sogenannte Hochverzahnung zum Einsatz. Diese sorgt für einen "weicheren" Zahneingriff und reduziert erheblich die Laufgeräusche der Verzahnung.
Der lang übersetzte, als "overdrive" ausgelegte, sechste Gang erlaubt drehzahlschonendes Fahren auf langen Etappen in der Ebene und senkt dort Verbrauch und Geräusch. Statt eines Schalthebels gibt es eine Schaltwippe für Gangwechsel mit einem lässigen Kick. Schaltkomfort, Geräuscharmut, niedrige Drehzahlen und dennoch genügend Kraft - Eigenschaften, die zum Genusscharakter des Fahrzeugs hervorragend passen.
Dass auch die R 1200 CL, wie jedes seit 1997 neu eingeführte BMW Motorrad weltweit, serienmäßig über die jeweils modernste Abgasreinigungstechnologie mit geregeltem Drei-Wege-Katalysator verfügt, muss fast nicht mehr erwähnt werden. Es ist bei BMW zur Selbstverständlichkeit geworden.
Fahrwerkselemente für noch mehr Komfort - Telelever neu und hinteres Federbein mit wegabhängiger Dämpfung.
Ein cruisertypisches Merkmal ist die nach vorn gestreckte Vorderradführung mit flachem Winkel zur Fahrbahn und großem Nachlauf. Dazu wurde für die R 1200 CL der nach wie vor einzigartige BMW Telelever neu ausgelegt.
Die Gabelholme stehen weiter auseinander, um dem bulligen, 150 mm breiten Vorderradreifen Platz zu bieten.
Für die Hinterradfederung kommt ein Federbein mit wegabhängiger Dämpfung zum Einsatz, das sich durch hervorragende Komforteigenschaften auszeichnet. Der Gesamtfederweg wuchs um 20 mm gegenüber den anderen Cruisermodellen auf jetzt 120 mm. Die Federbasisverstellung zur Anpassung an den Beladungszustand erfolgt hydraulisch über ein bequem zugängliches Handrad.
Hinterradschwinge optimiert und Heckrahmen neu.
Die Hinterradschwinge mit Hinterachsgehäuse, der BMW Monolever, wurde verstärkt und zur Aufnahme einer größeren Hinterradbremse angepasst.
Der verstärkte Heckrahmen ist vollständig neu, um Trittbretter, Kofferhalter, Gepäckbrücke und die neuen Sitze sowie die modifizierte Seitenstütze aufnehmen zu können. Der Vorderrahmen aus Aluminiumguss wurde mit geringfügigen Modifikationen von der bisherigen R 1200 C übernommen.
Räder aus Aluminiumguss, Sitze, Trittbretter und Lenker - alles neu.
Der optische Eindruck eines Motorrades wird ganz wesentlich auch von den Rädern bestimmt. Die R 1200 CL hat avantgardistisch gestaltete neue Gussräder aus Aluminium mit 16 Zoll (vorne) beziehungsweise 15 Zoll (hinten) Felgendurchmesser, die voluminöse Reifen im Format 150/80 vorne und 170/80 hinten aufnehmen.
Die Sitze sind für Fahrer und Beifahrer getrennt ausgeführt, um den unterschiedlichen Bedürfnissen gerecht zu werden. So ist der breite Komfortsattel für den Fahrer mit einer integrierten Beckenabstützung versehen und bietet einen hervorragenden Halt. Die Sitzhöhe beträgt 745 mm. Der Sitz für den Passagier ist ebenfalls ganz auf Bequemlichkeit ausgelegt und etwas höher als der Fahrersitz angeordnet. Dadurch hat der Beifahrer einen besseren Blick am Fahrer vorbei und kann beim Cruisen die Landschaft ungestört genießen.
Großzügige cruisertypische Trittbretter für den Fahrer tragen zum entspannten Sitzen bei. Die Soziusfußrasten, die von der K 1200 LT abgeleitet sind, bieten ebenfalls sehr guten Halt und ermöglichen zusammen mit dem günstigen Kniebeugewinkel auch dem Beifahrer ein ermüdungsfreies Touren.
Der breite, verchromte Lenker vermittelt nicht nur Cruiser-Feeling; Höhe und Kröpfungswinkel sind so ausgelegt, dass auch auf langen Fahrten keine Verspannungen auftreten. Handhebel und Schalter mit der bewährten und eigenständigen BMW Bedienlogik wurden unverändert von den anderen Modellen übernommen.
HighTech bei den Bremsen - BMW EVO-Bremse und als Sonderausstattung Integral ABS.
Sicherheit hat bei BMW traditionell höchste Priorität. Deshalb kommt bei der R 1200 CL die schon in anderen BMW Motorrädern bewährte EVO-Bremse am Vorderrad zum Einsatz, die sich durch eine verbesserte Bremsleistung auszeichnet. Auf Wunsch gibt es das einzigartige BMW Integral ABS, dem Charakter des Motorrades entsprechend in der Vollintegralversion. Das heißt, unabhängig ob der Hand- oder Fußbremshebel betätigt wird, immer wirkt die Bremskraft optimal auf beide Räder. Im Vorderrad verzögert eine Doppel-Scheibenbremse mit 305 mm Scheibendurchmesser und im Hinterrad die von der K 1200 LT übernommene Einscheiben-Bremsanlage mit einem Scheibendurchmesser von 285 mm.
Fortschrittliche Elektrik: Vierfach-Scheinwerfer, wartungsarme Batterie und elektronischer Tachometer.
Vier Scheinwerfer, je zwei für das Abblend- und Fernlicht, geben dem Motorrad von vorne ein einzigartiges prägnantes Gesicht. Durch die kreuzweise Anordnung - die Abblendscheinwerfer sitzen nebeneinander und die Fernscheinwerfer dazwischen und übereinander - wird eine hohe Signalwirkung bei Tag und eine hervorragende Fahrbahnausleuchtung bei Dunkelheit erzielt.
Neu ist die wartungsarme, komplett gekapselte Gel-Batterie, bei der kein Wasser mehr nachgefüllt werden muss. Eine zweite Steckdose ist serienmäßig. Die Instrumente sind ebenfalls neu. Drehzahlmesser und Tachometer sind elektronisch und die Zifferblätter neu gestaltetet, ebenso die Analoguhr.
Umfangreiche Sonderausstattung für Sicherheit, Komfort und individuellen Luxus.
Die Sonderausstattung der R 1200 CL ist sehr umfangreich und reicht vom BMW Integral ABS für sicheres Bremsen über Komfortausstattungen wie Temporegelung, heizbare Lenkergriffe und Sitzheizung bis hin zu luxuriöser Individualisierung mit Softtouchsitzen, Chrompaket und fernbedientem Radio mit CD-Laufwerk.
Photograph published on November 11, 2020 in the Italian website "Antimafia" ( link below)
www.antimafiaduemila.com/home/rassegna-stampa-sp-20870845...
Photograph also published on September 14, 2022 { link below}
guardianlv.com/2022/09/calling-yourself-a-conservative-do...
El casco antiguo de Graz fue declarado Patrimonio de la Humanidad por la Unesco en 1999.
A orillas del río Mur se encuentra una colina llamada Schlossberg, que tiene una altura de 475 metros.
Hace más de 1.000 años se construyó un castillo que dio el nombre a la ciudad (que se deriva de la palabra eslovena gradec, que significa "pequeño castillo"). Desde el año 1125 la colina albergó una impresionante fortaleza. En 1809 Napoleón ordenó destruirla. En dicha colina se edificó en 1560 la Torre del reloj, uno de los símbolos de la ciudad. Entre las diferentes calles que forman parte del distrito Innere Stadt destaca la calle Sporgasse. La calle es más antigua que la ciudad ya que fueron los romanos, los primeros que trazaron una vía que iba desde el valle del río Mur hasta la ciudad romana de Savaria (actual Szombately, en Hungría). Los artesanos que trabajaban en esta calle son los que dieron el nombre a la calle. En la actualidad, la Sporgasse es una calle dedicada al comercio.
es.wikipedia.org/wiki/Casco_histórico_de_Graz
Innere Stadt (German pronunciation: [ˈɪnəʀə ʃtat]) is the 1st district of the Austrian city of Graz, capital of the federal state of Styria. It is the part of the Old Town (in German: Altstadt) containing the Schloßberg and the city park (Stadtpark). The district borders are formed by the Mur river between Radetzkybrücke and Keplerbrücke, the Wickenburggasse, the Glacis, Jakominiplatz and the Radetzkystraße. The district covers an area of 1.16 km² and -as of 2011- has a population of 3,545.
In 1999, the Old Town was declared a UNESCO World Heritage Site.
en.wikipedia.org/wiki/Innere_Stadt_(Graz)
Graz [ˈɡʁaːt͡s] es una ciudad austríaca, capital del estado federado de Estiria (en alemán, Steiermark). Con una población de 269.997 habitantes (1-1-2014) es la segunda ciudad más grande del país. Ciudad universitaria por excelencia, fue nombrada Capital Europea de la Cultura en el año 2003.
Graz está situada a orillas del río Mura al sureste de Austria. Se encuentra a 189 kilómetros de Viena, la capital de país.
La primera mención de la ciudad apareció en un documento escrito por el margrave de Estiria Leopoldo I. En la actualidad no se dispone del original aunque existe una copia del siglo XV.
El último representante de la dinastía Otakar fue Otakar IV de Estiria, margrave de Estiria y duque desde 1180. Otakar no tenía descendencia y había contraído la lepra. En el año 1186 Otakar se reunió con el duque Leopoldo V, de la Casa de Babenberg, en la localidad de Enns donde firmaron el Pacto de Georgenberger mediante el cual Otokar designaba a los Babenberg como sucesores.
En 1379 Graz se convierte en la residencia de los Habsburgo al ser nombrada capital de la Austria interna (en alemán Innerösterreich), territorio que comprendía Estiria, Carintia, Carniola y algunas posesiones en Italia. La estancia de la familia imperial se prolongó hasta 1619.
El 10 de abril de 1797, las tropas francesas hicieron su entrada en Graz por primera vez. Dos días más tarde, Napoleón llegó a Graz, donde permaneció unos días hasta su marcha a Göss, cerca de Leoben. El 14 de noviembre de 1805, el ejército francés, al mando del general Marmont, invadió la ciudad por segunda vez. La ocupación finalizó el 11 de enero de 1806 con la retirada de las tropas galas. El 30 de mayo de 1809 se produjo la tercera incursión de la legión francesa, esta vez bajo las órdenes de MacDonald. El 4 de enero de 1810 los franceses abandonaron Graz definitivamente.
Durante la Segunda Guerra Mundial el 16 % de los edificios fueron destruidos y 1788 personas perdieron la vida como consecuencia de la ofensiva. El casco histórico no se vio afectado por los ataques, a excepción de la Tummelplatz. La estación central y las plantas industriales del sur y el oeste de la ciudad fueron los objetivos de los bombardeos.
En los años posteriores a la proclamación de la independencia del país en 1955, se produjeron muchos de los cambios que conformaron la imagen actual de la ciudad. En el plano cultural destaca la creación de varios festivales. En 1968 se celebró la primera edición del steirische herbst, el festival de arte contemporáneo más antiguo de Europa. En 1985 se inauguró el Styriarte, festival dedicado a la música clásica. Ambos festivales se celebran cada año y son de gran importancia para la capital de Estiria. La fisionomía de Graz va a experimentar sucesivas modificaciones y ampliaciones. Así pues, se construyeron nuevos puentes y en 1972 se abrió la primera zona peatonal. A finales de los años 80 tiene lugar un importante crecimiento de la zona sureste. En 1988, Puntigam fue considerado como distrito independiente de Straßgang, quedando establecidos los diecisiete distritos en los que se divide Graz hoy en día.
En 1993 la ciudad recibió un premio de la organización ecologista Greenpeace. Ese mismo año organizó el Mes de la cultura europeo por encargo de la Unión Europea.
El casco antiguo de Graz fue declarado Patrimonio de la Humanidad por la Unesco en 1999.
Graz cuenta con 4 universidades que reúnen a cerca de 40 000 estudiantes. Es la segunda ciudad universitaria más importante de Austria después de Viena. Uno de cada 7 habitantes de Graz estudia.
Graz (/ɡrɑːts/ GRAHTS, German: [ɡʁaːts]) is the capital of the Austrian province Styria and the second-largest city in Austria after Vienna. On 1 January 2019, it had a population of 328,276 (292,269 of whom had principal residence status). In 2015, the population of the Graz larger urban zone who had principal residence status stood at 633,168. Graz has a long tradition as seat of universities: its six universities have almost 60,000 students. Its historic centre is one of the best-preserved city centres in Central Europe.[5]
For centuries, Graz was more important to Slovenes and Croats, both politically and culturally, than the capitals of Ljubljana, Slovenia and Zagreb, Croatia; it remains influential to this day.[6] In 1999, Graz's historic centre was added to the UNESCO list of World Heritage Sites and in 2010, the site was extended with Eggenberg Palace (German: Schloss Eggenberg). Graz was the Cultural Capital of Europe in 2003 and became a City of Culinary Delights in 2008.
The name of the city, Graz, formerly spelled Gratz, most likely stems from the Slavic gradec, "small castle". Some archaeological finds point to the erection of a small castle by Alpine Slavic people, which over time became a heavily defended fortification. In literary Slovene and Croatian, gradec still means "small castle". The German name 'Graz' first appears in records in 1128.
Graz is situated on the Mur river in southeast Austria. It is about 200 km (120 mi) southwest of Vienna. The nearest larger urban centre is Maribor in Slovenia which is about 50 km (31 mi) away. Graz is the capital and largest city in Styria, a green and heavily forested area.
The oldest settlement on the ground of the modern city of Graz dates back to the Copper Age. However, no historical continuity exists of a settlement before the Middle Ages. During the 12th century, dukes under Babenberg rule made the town into an important commercial center. Later, Graz came under the rule of the Habsburgs and, in 1281, gained special privileges from King Rudolph I.
In the 14th century, Graz became the city of residence of the Inner Austrian line of the Habsburgs. The royalty lived in the Schlossberg castle and from there ruled Styria, Carinthia, most of today's Slovenia, and parts of Italy (Carniola, Gorizia and Gradisca, Trieste).
In the 16th century, the city's design and planning were primarily controlled by Italian Renaissance architects and artists. One of the most famous buildings built in this style is the Landhaus, designed by Domenico dell'Allio, and used by the local rulers as a governmental headquarters.
Karl-Franzens-Universität, also called the University of Graz, is the city's oldest university, founded in 1585 by Archduke Karl II. For most of its existence, it was controlled by the Catholic church, and was closed in 1782 by Joseph II in an attempt to gain state control over educational institutions. Joseph II transformed it into a lyceum where civil servants and medical personnel were trained. In 1827 it was re-instituted as a university by Emperor Franz I, thus gaining the name 'Karl-Franzens Universität,' meaning 'Charles-Francis University.' Over 30,000 students currently study at this university.
The astronomer Johannes Kepler lived in Graz for a short period. There, he worked as a math teacher and was a professor of mathematics at the University of Graz, but still found time to study astronomy. He left Graz to go to Prague when Lutherans were banned from the city.
Ludwig Boltzmann was Professor for Mathematical Physics from 1869 to 1890. During that time, Nikola Tesla studied electrical engineering at the Polytechnic in 1875. Nobel Laureate Otto Loewi taught at the University of Graz from 1909 until 1938. Ivo Andric, the 1961 Nobel Prize for Literature Laureate obtained his doctorate at the University of Graz. Erwin Schrödinger was briefly chancellor of the University of Graz in 1936.
Graz lies in Styria, or Steiermark in German. Mark is an old German word indicating a large area of land used as a defensive border, in which the peasantry is taught how to organize and fight in the case of an invasion. With a strategic location at the head of the open and fertile Mur valley, Graz was often assaulted (unsuccessfully), e.g. by the Hungarians under Matthias Corvinus in 1481, and by the Ottoman Turks in 1529 and 1532. Apart from the Riegersburg Castle, the Schlossberg was the only fortification in the region that never fell to the Ottoman Turks. Graz is home to the region's provincial armory, which is the world's largest historical collection of late medieval and Renaissance weaponry. It has been preserved since 1551, and displays over 30,000 items.
From the earlier part of the 15th century, Graz was the residence of the younger branch of the Habsburgs, which succeeded to the imperial throne in 1619 in the person of Emperor Ferdinand II, who moved the capital to Vienna. New fortifications were built on the Schlossberg at the end of the 16th century. Napoleon's army occupied Graz in 1797. In 1809, the city withstood another assault by the French army. During this attack, the commanding officer in the fortress was ordered to defend it with about 900 men against Napoleon's army of about 3,000. He successfully defended the Schlossberg against eight attacks, but they were forced to give up after the Grande Armée occupied Vienna and the Emperor ordered to surrender. Following the defeat of Austria by Napoleonic forces at the Battle of Wagram in 1809, the fortifications were demolished using explosives, as stipulated in the Peace of Schönbrunn of the same year. The belltower and the civic clock tower, often used as the symbol of Graz, were spared after the people of Graz paid a ransom for their preservation.
Archduke Karl II of Inner Austria had 20,000 Protestant books burned in the square of what is now a mental hospital, and succeeded in returning Styria to the authority of the Holy See. Archduke Franz Ferdinand was born in Graz, in what is now the Stadtmuseum (city museum).
The more recent population figures do not give the whole picture as only people with principal residence status are counted and people with secondary residence status are not. Most of the people with secondary residence status in Graz are students. At the end of 2016 there were 33,473 people with secondary residence status in Graz.
Oceanic climate is the type found in the city, but due to the 0 °C isotherm, the same occurs in a humid continental climate with based in Köppen system (Cfb/Dfb borderline). Wladimir Köppen himself was in town and conducted studies to see how the climate of the past influenced the Continental Drift theory. Due to its position southeast of the Alps, Graz is shielded from the prevailing westerly winds that bring weather fronts in from the North Atlantic to northwestern and central Europe. The weather in Graz is thus influenced by the Mediterranean, and it has more hours of sunshine per year than Vienna or Salzburg and also less wind or rain. Graz lies in a basin that is only open to the south, causing the climate to be warmer than would be expected at that latitude. Plants are found in Graz that normally grow much further south.
Politically, culturally, scientifically and religiously, Graz was an important centre for all Slovenes, especially from the establishment of the University of Graz in 1586 until the establishment of University of Ljubljana in 1919. In 1574, the first Slovene Catholic book [sl] was published in Graz, and in 1592, Hieronymus Megiser published in Graz the book Dictionarium quatuor linguarum, the first multilingual dictionary of Slovene.
The Styrian Slovenes did not consider Graz a German city, but their own, a place to study while living at their relatives' homes and to fulfill one's career ambitions. The student associations in Graz were a crucible of the Slovene identity, and the Slovene students in Graz were more nationally aware than some others. This led to fierce anti-Slovene efforts of German nationalists in Graz before and during World War II.
Many Slovenian Styrians study there. Slovenes are among the professors at the Institute for Jazz in Graz. Numerous Slovenes have found employment there, while being formerly unemployed in Slovenia. For the Slovene culture, Graz remains permanently important due to its university and the Universalmuseum Joanneum archives containing numerous documents from the Slovenian Styria.
A symposium on the relation of Graz and the Slovenes was held in Graz in 2010, at the occasion of the 200th anniversary of the establishment of the first and oldest chair of Slovene. It was established at the Lyzeum of Graz in July 1811 on the initiative of Janez Nepomuk Primic [sl]. A collection of lectures on the topic was published. The Slovenian Post commemorated the anniversary with a stamp.
For the year that Graz was Cultural Capital of Europe, new structures were erected. The Graz Museum of Contemporary Art (German: Kunsthaus) was designed by Peter Cook and Colin Fournier and is situated next to the Mur river. The Island in the Mur is a floating platform made of steel. It was designed by American architect Vito Acconci and contains a café, an open-air theatre and a playground.
The historic centre was added to the UNESCO World Heritage List in 1999 due to the harmonious co-existence of typical buildings from different epochs and in different architectural styles. Situated in a cultural borderland between Central Europe, Italy and the Balkan States, Graz absorbed various influences from the neighbouring regions and thus received its exceptional townscape. Today the old town consists of over 1000 buildings, their age ranging from Gothic to contemporary.
The most important sights in the historic centre are:
Town Hall (Rathaus). The Schlossberg hill, a hill dominating the historic centre (475 m (1,558.40 ft) high), site of a demolished fortress, with views over Graz. The Clock Tower (Uhrturm) is a symbol of Graz, at the top of the Schlossberg hill. The New Gallery (Neue Galerie), a museum of art. The Schlossberg hill funicular (Schlossbergbahn), a funicular railway up the Schlossberg hill. The seat of Styria's provincial parliament (Landhaus), a palace in Lombardic style. It is one of the most important examples of Renaissance architecture in Austria and was built by Italian architect Domenico dell'Allio between 1557 and 1565.
The Armoury (Landeszeughaus) is the largest of its kind in the world.
The Graz Opera House (Opernhaus), the principal venue for opera, ballet, and operetta performances. It is the 2nd largest opera house in Austria.
The Graz Theatre (Schauspielhaus), Graz's principal theatre for productions of plays.
The Cathedral (Dom), a rare monument of Gothic architecture. Once, there were many frescos on the outer walls; today, only a few remain, like the Landplagenbild ("picture of plagues") painted in 1485, presumably by Thomas von Villach. The three plagues it depicts are locusts, pestilence and the invasion of the Turks, all of them striking the town in 1480. It features the oldest painted view of Graz.
The mausoleum of Emperor Ferdinand II next to the cathedral, the most important building of Mannerism in Graz. It includes both the grave where Ferdinand II and his wife are buried, and a church dedicated to St Catherine of Alexandria.
The Castle (Burg), with Gothic double staircase, built between 1438 and 1453 by Emperor Frederick III, because the old castle on the Schlossberg hill was too small and uncomfortable. The castle remained the residence of the Inner Austrian Court until 1619. Today, it serves as residence for the Styrian government.
The Painted House (Gemaltes Haus) in Herrengasse 3. It is completely covered with frescos (painted in 1742 by Johann Mayer).
The Museum of Contemporary Art Graz (Kunsthaus)
The Island in the Mur (Murinsel), an artificial island in the Mur river.
Buildings, inner courtyards (e. g. Early Renaissance courtyard of the Former House of Teutonic Knights in Sporgasse 22) and roofscape of the old town.
The Old Town and the adjacent districts are characterized by the historic residential buildings and churches found there. In the outer districts buildings are predominantly of the architectural styles from the second half of the 20th century.
In 1965 the Grazer Schule (School of Graz) was founded. Several buildings around the universities are of this style, for example the green houses by Volker Giencke and the RESOWI center by Günther Domenig.
Before Graz became the European Capital of Culture in 2003, several new projects were realized, such as the Stadthalle, the Kindermuseum (museum for children), the Helmut-List-Halle, the Kunsthaus and the Murinsel.
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Photograph taken at an altitude of One metres in the golden hour around sunrise, (Sunrise was at precisely 05:26am), at 05:22am on Thursday May 3rd 2018 off Botany Road and Foreness Close on the sandy shoreline of Botany Bay, the northern most of seven bays in Broadstairs , Kent, England.
Thanet offshore windfarm was officially opened on September 23rd 2010 and was for a time, the largest offshore windfarm project in the world. The eight lines of turbines, one hundred of them in total, run north-west to south-east, covering a total area of 35sq km off Foreness Point near Margate. Each turbine is 115 metres high with 44-metre blades, and the project cost between £780-900million
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Nikon D850 Focal length: 35mm Shutter speed: 1/50s (Electronic front curtain) Aperture : f/4.0 iso64 RAW (14 bit uncompressed) Image size L 8256 x 5504 FX) Focus mode: AF-C AF-Area mode: sD-Tracking VR (Vibration reduction) ON Exposure mode: Manual exposure Metering mode: Matrix metering White balance: Auto0, 0, 0 (6400K) Colour space Adobe RGB. Nikon Auto Distortion control: ON Vignette control: Normal Picture control: (A) Auto Base: (A) Auto
Nikkor AF-S 24-120mm f/4G ED VR. Lee SW150 MKII filter holder. Lee SW150 77mm screw in adapter ring. Lee SW150 0.9 (3 stops) Neutral density graduated soft resin filter. Lee SW150 Filters field pouch.Nikon EN-EL15a battery. Matin quick release neckstrap. My Memory 128GB Class 10 SDXC. Lowepro Flipside 400 AW camera bag. Nikon GP-1 GPS module. Manfrotto 055Xprob Carbon Fiber Tripod 3 Sections. Manfrotto 327RC2 Magnesium Ball Head. Manfrotto quick release plate 200PL-14. Jessops Tripod bag.
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LATITUDE: N 51d 23m 18.80s
LONGITUDE: E 1d 26m 15.50s
ALTITUDE: 1.0m
RAW (TIFF) FILE: 130.00MB (NEF 89.1MB)
PROCESSED (JPeg) FILE: 28.260MB
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Nikon D850 Firmware versions C 1.01 (16/01/2018) LD Distortion Data 2.017 (20/3/18)
HP 110-352na Desktop PC with AMD Quad-Core A6-5200 APU 64Bit processor. Radeon HD8400 graphics. 8 GB DDR3 Memory with 1TB SATA storage. 64-bit Windows 10. Verbatim USB 2.0 1TB desktop hard drive. WD My Passport Ultra 1tb USB3 Portable hard drive. Nikon ViewNX-1 64bit (Version 1.2.11 15/03/2018). Nikon Capture NX-D 64bit (Version 1.4.7 15/03/2018). Nikon Picture Control Utility 2 (Version 1.3.2 15/03/2018). Adobe photoshop Elements 8 Version 8.0 64bit.
published on: MINT Magazine - Issue 10 - Cover story
model: Chiara Losh (Chiara Lo Sciuto)
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There was an incredible sunset on Thursday when I was driving home. So I pulled into a parking lot and literally climbed out of my window part way to shoot this. I knew the picture wouldn't do it justice but it turned out ok.
Click below to view large on black or MikeyB will come after you!
[http://bighugelabs.com/flickr/onblack.php?id=2920767290&size=large&posted=1]
Published on Chicagoist.com on 10/08/08
Explore #205 on October 6, 2008
The Postcard
A postally unused LP Series postcard that was published by the Lansdowne Publishing Co. Ltd. of London. The image is a glossy real photograph, and the card has a divided back. It was printed in Great Britain.
Note how nearly all of the vehicles other than buses are taxis rather than private cars - in the early post-war years, large-scale car ownership in the UK had yet to get going.
Piccadilly Circus
Piccadilly Circus is a road junction and public space in London's West End. It was built in order to connect Regent Street with Piccadilly. In this context, a circus, from the Latin word meaning "circle", is a round open space at a street junction.
The Circus now connects Piccadilly, Regent Street, Shaftesbury Avenue, the Haymarket, Coventry Street (onwards to Leicester Square) and Glasshouse Street.
Piccadilly Circus is close to major shopping and entertainment areas, and its status as a major traffic junction has made the Circus a busy meeting place and a tourist attraction in its own right.
Piccadilly Circus is particularly known for its video display and neon signs mounted on the corner building on the northern side, as well as the Shaftesbury Memorial Fountain and statue of Anteros (which is popularly, though mistakenly, believed to represent Eros).
Piccadilly Circus is surrounded by several notable buildings, including the London Pavilion and Criterion Theatre. Underneath the plaza is Piccadilly Circus Underground Station, part of the London Underground system.
History of Piccadilly Circus
Piccadilly Circus connects to Piccadilly, a thoroughfare whose name first appeared in 1626 as Piccadilly Hall, named after a house belonging to one Robert Baker, a tailor famous for selling piccadills, a term used for various kinds of collars.
The street was named Portugal Street in 1692 in honour of Catherine of Braganza, the queen consort of King Charles II, but by 1743 it was being referred to as Piccadilly.
Piccadilly Circus was created in 1819, at the junction with Regent Street, which was then being built under the planning of John Nash on the site of a house and garden belonging to a Lady Hutton. The intersection was then known as Regent Circus South (just as Oxford Circus was known as Regent Circus North), and it did not begin to be known as Piccadilly Circus until the mid 1880's, with the construction of Shaftesbury Avenue. In the same period, the Circus lost its circular form.
The junction has been a very busy traffic interchange since construction, as it lies at the centre of Theatreland, and handles exit traffic from Piccadilly, which Charles Dickens Jr. described as follows in 1879:
"Piccadilly, the great thoroughfare leading
from the Haymarket and Regent Street
westward to Hyde Park Corner, is the nearest
approach to the Parisian boulevard of which
London can boast."
Piccadilly Circus tube station was opened on the 10th. March 1906, on the Bakerloo line, and on the Piccadilly line in December of that year. In 1928, the station was extensively rebuilt to handle an increase in traffic.
Piccadilly Circus's first electric advertisements appeared in 1908, and, from 1923, electric billboards were set up on the façade of the London Pavilion. Electric street lamps, however, did not replace the gas ones until 1932.
The circus became a one-way roundabout on the 19th. July 1926, and traffic lights were first installed on the 3rd. August 1926.
During World War II many servicemen's clubs in the West End served American soldiers based in Britain. So many prostitutes roamed the area approaching the soldiers that they received the nickname "Piccadilly Commandos", and both Scotland Yard and the Foreign Office discussed possible damage to Anglo-American relations.
The Holford Plan for the Circus
At the start of the 1960's, it was determined that the Circus needed to be redeveloped to allow for greater traffic flow. In 1962, Lord Holford presented a plan which would have created a "double-decker" Piccadilly Circus; the upper deck would have been an elevated pedestrian concourse linking the buildings around the perimeter of the Circus, with the lower deck being solely for traffic, most of the ground-level pedestrian areas having been removed to allow for greater vehicle flow.
This concept was kept alive throughout the rest of the 1960's. A final scheme in 1972 proposed three octagonal towers (the highest 240 feet (73 m) tall) to replace the Trocadero, the Criterion and the "Monico" buildings.
Fortunately the plans were permanently rejected by Sir Keith Joseph and Ernest Marples; the key reason given was that Holford's scheme only allowed for a 20% increase in traffic, and the Government required 50%.
The Holford plan is referenced in the documentary film "Goodbye, Piccadilly", produced by the Rank Organisation in 1967 as part of their Look at Life series when it was still seriously expected that Holford's recommendations would be acted upon. Piccadilly Circus has since escaped major redevelopment, apart from extensive ground-level pedestrianisation around its south side in the 1980's.
Terrorist Bombs
Piccadilly Circus has been targeted by Irish republican terrorists multiple times. On the 24th. June 1939 an explosion occurred, although no injuries were caused, and on the 25th. November 1974 a bomb injured 16 people. A 2lb bomb also exploded on the 6th. October 1992, injuring five people.
The Shaftesbury Memorial Fountain
The Shaftesbury Memorial Fountain in Piccadilly Circus was erected in 1893 to commemorate Anthony Ashley Cooper, 7th. Earl of Shaftesbury. Lord Shaftesbury was a Victorian politician, philanthropist and social reformer.
It was removed from the Circus twice and moved from the centre once.
The first time was in 1922, so that Charles Holden's new tube station could be built directly below it. The fountain returned in 1931. During the Second World War, the fountain was removed for the second time and replaced by advertising hoardings. It was returned again in 1948.
When the Circus underwent reconstruction work in the late 1980's, the entire fountain was moved from the centre of the junction at the beginning of Shaftesbury Avenue to its present position at the southwestern corner.
The subject of the Memorial is the Greek god Anteros, and was officially given the name The Angel of Christian Charity, but it is generally mistakenly believed to be his brother Eros.
Location and Sights
Piccadilly Circus is surrounded by tourist attractions, including the Criterion Theatre, London Pavilion and retail stores. Nightclubs, restaurants and bars are located in the area and neighbouring Soho, including the former Chinawhite Club.
Illuminated Signs
Piccadilly Circus was surrounded by illuminated advertising hoardings on buildings, starting in 1908 with a Perrier sign, but only one building now carries them, the one in the northwestern corner between Shaftesbury Avenue and Glasshouse Street. The site is unnamed (usually referred to as "Monico" after the Café Monico, which used to be on the site); it has been owned by property investor Land Securities Group since the 1970's.
The earliest signs used incandescent light bulbs; these were replaced with neon lights and with moving signs (there was a large Guinness clock at one time). The first Neon sign was for the British meat extract Bovril.
From December 1998, digital projectors were used for the Coke sign, the square's first digital billboard, while in the 2000's there was a gradual move to LED displays, which by 2011 had completely replaced neon lamps.
The number of signs has reduced over the years as the rental costs have increased, and in January 2017 the six remaining advertising screens were switched off as part of their combination into one large ultra-high definition curved Daktronics display, turning the signs off during renovation for the longest time since the 1940's. On the 26th. October 2017, the new screen was switched on for the first time.
Until the 2017 refurbishment, the site had six LED advertising screens above three large retail units facing Piccadilly Circus on the north side, occupied by Boots, Gap and a mix of smaller retail, restaurant and office premises fronting the other streets.
A Burger King located under the Samsung advert, which had been a Wimpy Bar until 1989, closed in 2008, and was converted into a Barclays Bank.
Coca-Cola has had a sign at Piccadilly Circus since 1954. In September 2003, the previous digital projector board and the site that had been occupied by Nescafé was replaced with a state-of-the-art LED video display that curves round with the building.
From 1978 to 1987 the spot had been used by Philips Electronics, and a neon advertisement for Foster's used the location from 1987 until 1999.
For several months in 2002, the Nescafé sign was replaced by a sign featuring the quote "Imagine all the people living life in peace" by Beatle John Lennon. This was paid for by his widow Yoko Ono, who spent an estimated £150,000 to display an advert at this location. Coca-Cola, Diet Coke, Coca-Cola Zero, Fanta, Sprite and Vitamin Water have all been advertised in the space.
The Hyundai Motors sign launched on the 29th. September 2011. It replaced a sign for Sanyo which had occupied the space since 1988, the last to be run using neon lights rather than Hyundai's computerised LED screen.
Earlier Sanyo signs with older logos had occupied the position since 1978, although these were only half the size of the later space.
McDonald's added its sign in 1987, replacing one for BASF. The sign was changed from neon to LED in 2001. A bigger, brighter screen was installed by Daktronics in 2008.
Samsung added its sign in November 1994, the space having been previously occupied by Canon Inc. (1978–84) and Panasonic (1984–94). The sign was changed from neon to LED in summer 2005, and the screen was upgraded and improved in autumn 2011.
L'Oreal, Hunter Original and eBay had signs in the Piccadilly Circus billboards since October 2017. One Piccadilly, the highest resolution of all the LED displays was installed by Daktronics in late 2013, underneath the Samsung and McDonald's signs. It allowed other companies to advertise for both short- and long-term leases, increasing the amount of advertising space but using the same screen for multiple brands.
The Curve, a similar space to One Piccadilly, was added in 2015, replacing a space previously occupied by Schweppes (1920–61), BP (1961–67), Cinzano (1967–78), Fujifilm (1978–86), Kodak (1986–90) and TDK (1990–2015).
On special occasions the lights are switched off, such as the deaths of Winston Churchill in 1965 and Diana, Princess of Wales in 1997. On the 21st. June 2007, they were switched off for one hour as part of the Lights Out London campaign.
Other companies and brands that have had signs on the site include Bovril, Volkswagen, Max Factor, Wrigley's Spearmint, Skol, Air India and Will's Gold Flake Cigarettes.
By way of a summary, and to aid the dating of other photographs of Piccadilly Circus, major brands and dates are as follows:
-- BASF up to 1987
-- Bovril from 1923
-- BP 1961 to 1967
-- Canon 1978 to 1984
-- Cinzano 1967 to 1978
-- Coca Cola from 1954
-- eBay from 2017
-- Fosters 1987 to 1999
-- Guinness from 1930 - see below
-- Fujifilm 1978 to 1986
-- Hyundai from 2011
-- Kodak 1986 to 1990
-- l'Oréal from 2017
-- McDonald's from 1987
-- Nescafé from 1999
-- Panasonic 1984 to 1994
-- Perrier from 1908
-- Philips 1978 to 1987
-- Samsung from 1994
-- Sanyo 1978 to 2011
-- Schweppes 1920 to 1961
-- TDK 1990 to 2015
Guinness
-- From 1930 to 1932, a Guinness ad showed a pint of Guinness and stated that 'Guinness is Good For You.'
-- From 1932 to 1953 the Guinness ad featured a clock and stated 'Guinness Time' as well as 'Guinness is Good For You.'
-- From 1954 to 1959 the Guinness clock had a zoo-keeper and two juggling sealions under it.
-- From 1959 to 1972 the Guinness ad featured a cuckoo clock with a swinging pendulum incorporating two back-to-back toucans.
In the photograph above, you can just see the edge of the Guinness ad on the far left. The ad is pre-sealions, therefore the photograph was taken prior to 1954.
The Criterion Theatre
The Criterion Theatre, which is a Grade II* listed building, stands on the south side of Piccadilly Circus. Apart from the box office area, the entire theatre, with nearly 600 seats, is underground, and is reached by descending a tiled stairway. Columns are used to support both the dress circle and the upper circle, restricting the views of many of the seats inside.
The theatre was designed by Thomas Verity, and opened as a theatre on the 21st. March 1874, although original plans were for it to become a concert hall.
In 1883, the Criterion was forced to close in order to improve ventilation and to replace gaslights with electric lights, and was re-opened the following year. The theatre closed in 1989 and was extensively renovated, re-opening in October 1992.
The London Pavilion
On the northeastern side of Piccadilly Circus is the London Pavilion. The first building bearing the name was built in 1859, and was a music hall. In 1885, Shaftesbury Avenue was built through the former site of the Pavilion, and a new London Pavilion was constructed, which also served as a music hall. In 1924 electric billboards were erected on the side of the building.
In 1934, the building underwent significant structural alteration and was converted into a cinema. In 1986, the building was rebuilt, preserving the 1885 façade, and converted into a shopping arcade.
In 2000, the building was connected to the neighbouring Trocadero Centre, and signage on the building was altered in 2003 to read "London Trocadero". The basement of the building connects with the Underground station.
Major Shops
The former Swan & Edgar department store on the west side of the Circus was built in 1928–29 to a design by Reginald Blomfield. Since the closure of the department store in the early 1980's, the building has been successively the flagship London store of music chains Tower Records, Virgin Megastore and Zavvi. The current occupier is clothing brand The Sting.
Lillywhites is a major retailer of sporting goods located on the corner of the circus and Lower Regent Street, next to the Shaftesbury fountain. It moved to its present site in 1925. Lillywhites is popular with tourists, and they regularly offer sale items, including international football jerseys at up to 90% off.
Nearby Fortnum & Mason is often considered to be part of the Piccadilly Circus shopping area, and is known for its expansive food hall.
The County Fire Office
Dominating the north side of the Circus, on the corner of Glasshouse Street, is the County Fire Office building, with a statue of Britannia on the roof. The original building was designed by John Nash as the extreme southern end of his Regent Street Quadrant.
Its dramatic façade was clearly influenced by Inigo Jones's old Somerset House. Although Robert Abraham was the County Fire Insurance Company's architect, it was probably Nash who was instrumental in choosing the design.
In 1924 the old County Fire Office was demolished and replaced with a similar but much coarser building designed by Reginald Blomfield, but retaining the statue of Britannia. During the London Blitz it was the only building in the Circus to be damaged, although only a few window panes were blown out. The building is Grade II listed.
Piccadilly Circus Underground Station
Piccadilly Circus station on the London Underground is located directly beneath Piccadilly Circus itself, with entrances at every corner. It is one of the few stations to have no associated buildings above ground, and is fully underground. The below-ground concourse and subway entrances are Grade II listed.
The station is on the Piccadilly line between Green Park and Leicester Square, and the Bakerloo line between Charing Cross and Oxford Circus.
Demonstrations at Piccadilly Circus
The Circus' status as a high-profile public space has made it the location for numerous political demonstrations, including the 15th. February 2003 anti-war protest and the "Carnival Against Capitalism" protest against the 39th. G8 summit in 2013.
Piccadilly Circus in Popular Culture
The phrase 'It's like Piccadilly Circus' is commonly used in the UK to refer to a place or situation which is extremely busy with people. It has been said that a person who stays long enough at Piccadilly Circus will eventually bump into everyone they know.
Probably because of this connection, during World War II, "Piccadilly Circus" was the code name given to the Allies' D-Day invasion fleet's assembly location in the English Channel.
Piccadilly Circus has inspired both artists and musicians. Piccadilly Circus (1912) is the name and subject of a painting by British artist Charles Ginner, part of the Tate Britain collection.
Sculptor Paul McCarthy produced a 320-page two-volume edition of video stills by the name of Piccadilly Circus.
In the lyrics of their song "Mother Goose", on the Aqualung album from 1971, the band Jethro Tull tells:
"And a foreign student said to me:
'Was it really true there were
elephants, lions too, in Piccadilly
Circus?'".
Bob Marley mentioned Piccadilly Circus in his song "Kinky Reggae", on the Catch a Fire album in 1973.
L. S. Lowry's painting Piccadilly Circus, London (1960), part of Lord Charles Forte's collection for almost three decades, sold for £5,641,250 when auctioned for the first time at Christie's on the 16th. November 2011.
Contemporary British painter Carl Randall's painting 'Piccadilly Circus' (2017) is a large monochrome canvas depicting the area at night with crowds, the making of which involved painting over 70 portraits from life.
In Call of Duty: Modern Warfare (2019), the second campaign mission takes place at Piccadilly Circus, where the game has the player intervene during a terrorist attack by the fictional terrorist group Al-Qatala. There is also a multi-player map called Piccadilly, which appears to take place in the aftermath of the terrorist attack.
Circa
Circa is an art platform based at London's Piccadilly Circus. They commission and stream a monthly programme of art and culture, every evening at 20:21, across a global network of billboards in London, Tokyo and Seoul.
Established in October 2020 by British-Irish artist Josef O'Connor, the daily and free public art programme pauses the world famous advertisements in Piccadilly Circus and across a global network of screens for three minutes every evening.
They commission new work to fill the space that considers the world in response to the present year. It is the largest digital art exhibition in Europe. O'Connor recalls:
‘I first had the idea when I was 19, but it was only
about three years ago that I acted on it and reached
out to the screen owner, Landsec, via Twitter.
I was inspired by Piccadilly’s kinetic architecture -
how it morphed and changed with time to reflect
the world - from neon lights in 1908 to the iconic
red and white Sanyo sign in the 1990's, etc.
You could accurately guess the decade by just
looking at a photo or postcard of the landmark.
This inspired the concept for Circa, to pause time
and commission artists to create new work that
considers the world around them, circa 2020/21, etc.’
The first artist to fill the three-minute daily slot was Ai Weiwei, who is quoted as saying in an interview with The Art Newspaper that:
"Circa 2020 offers a very important platform
for artists to exercise their practice and to
reach out to a greater public”.
Other notable artists and curators whose works have been exhibited as part of the Circa programme include Cauleen Smith, Eddie Peake, Patti Smith, James Barnor curated by Hans Ulrich Obrist, Vivienne Westwood, David Hockney, Alvaro Barrington and Anne Imhof.
Each commission for the project is approved by an independent council chaired by the British independent curator and ex-director of The Royal Academy, Norman Rosenthal.
On the 1st. January 2021, Circa commissioned two live performances from Patti Smith to help put an end to 2020 and beckon in the New Year. The New Year's Eve screening in Piccadilly Circus was eventually cancelled due to Covid restrictions, but the performance was still broadcast for free via the Circa YouTube Channel on the 31st. December to an audience of over 1.5million people around the world.
Circa and Serpentine Galleries' collaborative presentation of James Barnor’s work in April 2021 completed a journey that began more than half a century ago, when Barnor photographed BBC Africa Service presenter Mike Eghan against the backdrop of Piccadilly Circus’s neon signs in 1967.
The iconic image is held within the Tate collection, and was the inspiration behind Ferdinando Verderi’s Italian Vogue cover, with Barnor remote-shooting model Adwoa Aboah standing in the exact same location to create a present reflection on the past.
To celebrate her 80th. Birthday, British fashion designer Vivienne Westwood was commissioned by Circa to present a new video work in Piccadilly Circus created with her brother entitled 'Don't Buy a Bomb,' an anti-war message presented for ten minutes on the Piccadilly Lights screen.
In the ten-minute film, the punk icon performed a re-written rendition of ‘Without You’ from My Fair Lady to offer a stark warning of societal indifference to looming environmental catastrophes, a cry against the arms trade, and its link to climate change.
In May 2021, British artist David Hockney's 2.5 minute iPad drawing of a sunrise entitled “Remember you cannot look at the sun or death for very long,” was broadcast by Circa across digital billboard screens in London's Piccadilly Circus, New York's Times Square and prominent locations in Los Angeles, Tokyo and the largest outdoor screen in Seoul.
Many variations of ketchup were created, but the tomato-based version did not appear until around a century after other types. An early recipe for "Tomata Catsup" from 1817 includes anchovies
James Mease published another recipe in 1812. In 1824, a ketchup recipe using tomatoes appeared in The Virginia Housewife (an influential 19th-century cookbook written by Mary Randolph, Thomas Jefferson's cousin). American cooks also began to sweeten ketchup in the 19th century.[13]
As the century progressed, tomato ketchup began its ascent in popularity in the United States.
Ketchup was popular long before fresh tomatoes were. People were less hesitant to eat tomatoes as part of a highly processed product that had been cooked and infused with vinegar and spices.
Tomato ketchup was sold locally by farmers. Jonas Yerkes is credited as the first American to sell it in a bottle.
By 1837, he had produced and distributed the condiment nationally.
Shortly thereafter, other companies followed suit. F. & J. Heinz launched their tomato ketchup in 1876.Heinz Tomato Ketchup was advertised: "Blessed relief for Mother and the other women in the household!", a slogan which alluded to the lengthy process required to produce tomato ketchup in the home.
With industrial ketchup production and a need for better preservation there was a great increase of sugar in ketchup, leading to the typically sweet and sour formula of today.
In Australia, it was not until the late 19th century that sugar was added to tomato sauce, initially in small quantities, but today it contains just as much as American ketchup and only differed in the proportions of tomatoes, salt and vinegar in early recipes.
The Webster's Dictionary of 1913 defined "catsup" as: "table sauce made from mushrooms, tomatoes, walnuts, etc. [Also written as ketchup]."
Modern ketchup emerged in the early years of the 20th century, out of a debate over the use of sodium benzoate as a preservative in condiments.
Harvey W. Wiley, the "father" of the Food and Drug Administration in the US, challenged the safety of benzoate which was banned in the 1906 Pure Food and Drug Act.
In response, entrepreneurs including Henry J. Heinz, pursued an alternative recipe that eliminated the need for that preservative.
Katherine Bitting, a bacteriologist working for the U.S. Department of Agriculture, carried out research in 1909 that proved increasing the sugar and vinegar content of the product would prevent spoilage without use of artificial preservatives. She was assisted by her husband, Arvil Bitting, an official at that agency.
Prior to Heinz (and his fellow innovators), commercial tomato ketchups of that time were watery and thin, in part because they used unripe tomatoes, which were low in pectin.
They had less vinegar than modern ketchups; by pickling ripe tomatoes, the need for benzoate was eliminated without spoilage or degradation in flavor.
But the changes driven by the desire to eliminate benzoate also produced changes that some experts (such as Andrew F. Smith) believe were key to the establishment of tomato ketchup as the dominant American condiment.
Later innovations
In fast-food outlets, ketchup is often dispensed in small sachets or tubs. Diners tear the side or top and squeeze the ketchup out of the ketchup packets, or peel the foil lid off the tub for dipping. In 2011,
Heinz began offering a new measured-portion package, called the "Dip and Squeeze" packet, which can be opened in either way, giving both options.
Some fast food outlets previously dispensed ketchup from hand-operated pumps into paper cups. This method has made a comeback in the first decades of the 21st century, as cost and environmental concerns over the increasing use of individual plastic ketchup tubs were taken into account.
In October 2000, Heinz introduced colored ketchup products called EZ Squirt, which eventually included green (2000), purple (2001), mystery (pink, orange, or teal, 2002), and blue (2003).[24] These products were made by adding food coloring to the traditional ketchup. By January 2006, these products were discontinued.
アサガオ ‘北京天壇’
ヒルガオ科 / サツマイモ属
Ipomoea nil (L.) Roth, 1797 ‘Tendan’
First published in Catal. Bot. 1: 36 (1797)
This species is accepted.
Confirmation Date: 08/25, 2023.
------------------------------------
Family: Convolvulaceae (APG IV)
------------------------------------
Authors:
Carl von Linnaeus (1707-1778)
Albrecht Wilhelm Roth (1757-1834)
-------------------------------------
Published In:
Catalecta Botanica 1: 36. 1797. (Catal. Bot.) Name publication detail
-------------------------------------
Annotation:as "Nil"
-------------------------------------
Distribution:Trop. & Subtrop. America
(13) grc (22) gha gui ivo nga sen sie (23) caf cmn con eqg ggi zai (24) cha eri eth soc sud (25) tan uga (26) zam zim (27) cpp nam nat (29) com mau mdg reu rod? sey (35) oma sau yem (36) chc chh chi chn chs cht (38) kor nns (40) ban ehm ind nep pak srl whm (41) cbd lao mya scs tha vie (42) jaw lsi mly mol phi sul sum xms (43) nwg (50) nta qld wau (60) nwc (76) cal (77) tex (78) ala fla lou nca 79 MXC MXE MXG MXN MXS MXT 80 BLZ COS ELS GUA HON NIC PAN 81 ARU BAH ber CUB DOM HAI JAM LEE NLA PUE TRT WIN 82 FRG GUY SUR VEN 83 BOL CLM ECU GAL PER 84 BZC BZE BZL BZN BZS 85 AGE AGW PAR URU
Lifeform:Cl. ther.
Original Compiler:George Staples
-------------------------------------
Homotypic Names:
Convolvulus nil L., Sp. Pl. ed. 2: 219 (1762).
Convolvuloides triloba Moench, Methodus: 452 (1794), nom. superfl.
Pharbitis nil (L.) Choisy, Mém. Soc. Phys. Genève 6: 439 (1833 publ. 1834)[Conv. Or.: 57]
-------------------------------------
Basionym/Replaced Synonym:
Convolvulus nil L., Sp. Pl. ed. 2: 219 (1762).
-------------------------------------
Heterotypic Synonyms:
Ipomoea hederacea Anon. in ?, non Jacq.
Convolvulus hederaceus L., Sp. Pl.: 154 (1753).
Ipomoea scabra Forssk., Fl. Aegypt.-Arab.: 44 (1775).
Convolvulus coelestis G.Forst., Fl. Ins. Austr.: 14 (1786).
Ipomoea scabra J.F.Gmel., Syst. Nat.: 345 (1791), nom. illeg.
Convolvulus dillenii Desr. in J.B.A.M.de Lamarck, Encycl. 3: 544 (1792).
Ipomoea bicolor Lam., Tabl. Encycl. 1: 465 (1793).
Convolvulus hederifolius Salisb., Prodr. Stirp. Chap. Allerton: 123 (1796), nom. superfl.
Ipomoea cuspidata Ruiz & Pav., Fl. Peruv. 2: 11 (1799).
Ipomoea caerulea Roxb. ex Ker-Gawl., Bot. Reg. 4: t. 276 (1818).
Ipomoea dillenii (Desr.) Roem. & Schult., Syst. Veg., ed. 15 bis 4: 227 (1819).
Convolvulus caeruleus (Roxb. ex Ker-Gawl.) Spreng., Syst. Veg., 1: 593 (1824).
Convolvulus peruvianus Spreng., Syst. Veg., 1: 593 (1824).
Ipomoea caerulea J.König ex Roxb., Fl. Ind. 2: 91 (1824), nom. illeg.
Ipomoea caerulescens Roxb., Fl. Ind. 2: 90 (1824).
Ipomoea setosa Blume, Bijdr.: 714 (1826), nom. illeg.
Convolvulus tomentosus Vell., Fl. Flumin.: 74 (1829), sensu auct.
Convolvulus scaber Colla, Herb. Pedem. 4: 204 (1835).
Pharbitis cuspidata (Ruiz & Pav.) G.Don, Gen. Hist. 4: 263 (1837).
Pharbitis dillenii (Desr.) G.Don, Gen. Hist. 4: 263 (1837).
Pharbitis forsskaolii G.Don, Gen. Hist. 4: 263 (1837).
Pharbitis purshii G.Don, Gen. Hist. 4: 163 (1837).
Pharbitis scabra (Colla) G.Don, Gen. Hist. 4: 263 (1837).
Pharbitis caerulea (Roxb. ex Ker-Gawl.) G.Don ex Sweet, Hort. Brit., ed. 3: 482 (1839).
Pharbitis caerulescens (Roxb.) Sweet, Hort. Brit., ed. 3: 482 (1839).
Convolvulus lindleyi Steud., Nomencl. Bot., ed. 2, 1: 409 (1840).
Convolvulus variifolius Steud., Nomencl. Bot., ed. 2, 1: 412 (1840).
Ipomoea trichocalyx Steud., Nomencl. Bot., ed. 2, 1: 819 (1840).
Pharbitis nil var. abbreviata Choisy in A.P.de Candolle, Prodr. 9: 343 (1845).
Pharbitis nil var. integrifolia Choisy in A.P.de Candolle, Prodr. 9: 343 (1845).
Pharbitis speciosa Choisy in A.P.de Candolle, Prodr. 9: 343 (1845).
Ipomoea githaginea Hochst. ex A.Rich., Tent. Fl. Abyss. 2: 65 (1850).
Pharbitis limbata Lindl., J. Hort. Soc. London 5: 33 (1850).
Ipomoea hederacea var. limbata (Lindl.) Benth., Fl. Austral. 4: 417 (1868).
Pharbitis albomarginata Lindl. ex Hook.f., Bot. Mag. 94: t. 5720 (1868), not validly publ.
Pharbitis nil var. limbata (Lindl.) Hook., Bot. Mag. 94: t. 5720 (1868).
Ipomoea longicuspis Meisn. in C.F.P.von Martius & auct. suc. (eds.), Fl. Bras. 7: 227 (1869), nom. superfl.
Ipomoea longicuspis var. brevipes Meisn. in C.F.P.von Martius & auct. suc. (eds.), Fl. Bras. 7: 227 (1869).
Ipomoea nil var. limbata (Lindl.) Meisn. in C.F.P.von Martius & auct. suc. (eds.), Fl. Bras. 7: 228 (1869).
Pharbitis albomarginata Lindl. ex Meisn. in C.F.P.von Martius & auct. suc. (eds.), Fl. Bras. 7: 228 (1869).
Ipomoea hederacea var. himalaica C.B.Clarke in J.D.Hooker, Fl. Brit. India 4: 200 (1883).
Ipomoea hederacea var. integrifolia (Choisy) C.B.Clarke in J.D.Hooker, Fl. Brit. India 4: 200 (1883).
Ipomoea githaginea var. inaequalis Beck in P.V.Paulitschke, Harrar Leipzig, App.: 458 (1888).
Ipomoea nil var. japonica Hallier f., Bot. Jahrb. Syst. 18: 137 (1893).
Ipomoea limbata (Lindl.) Voss, Vilm. Blumengärtn. ed. 3, 1: 710 (1895).
Ipomoea speciosa (Choisy) Voss, Vilm. Blumengärtn. ed. 3, 1: 711 (1895), nom. illeg.
Convolvulus setosus Hallier f., Bull. Herb. Boissier 5: 1048 (1897), nom. illeg.
Ipomoea nil var. setosa Boerl., Handl. Fl. Ned. Ind. 2: 511 (1899).
Ipomoea hederacea var. inaequalis Baker & Rendle in D.Oliver & auct. suc. (eds.), Fl. Trop. Afr. 4(2): 160 (1905).
Ipomoea vaniotiana H.Lév., Repert. Spec. Nov. Regni Veg. 9: 453 (1911).
Pharbitis nil var. japonica (Hallier f.) H.Hara, Enum. Spermatophytarum Japon. 1: 167 (1949).
Ipomoea nil var. inaequalis (Beck) Cufod., Bull. Jard. Bot. Natl. Belg. 39(Suppl.): XXX (1969).
Ipomoea hederacea var. paichou J.R.Wu, J. Guiyang Tradit. Chin. Med. Coll. 1979(1): 97 (1979).
Ipomoea nil var. himalaica (C.B.Clarke) S.C.Johri, J. Econ. Taxon. Bot. 5: 432 (1984).
Pharbitis nil var. paichou (J.R.Wu) J.R.Wu, Fl. Guizhouensis 6: 348 (1989), without basionym page.
-------------------------------------
Accepted By:
AFPD. 2008. African Flowering Plants Database - Base de Donnees des Plantes a Fleurs D'Afrique.
Austin, D. F., G. W. Staples & R. Simão-Bianchini. 2015. A synopsis of Ipomoea (Convolvulaceae) in the Americas: Further corrections, changes, and additions. Taxon 64(3): 625–633.
Baksh-Comeau, Y. S., Maharaj, C. D. Adams, S. A. Harris, D. Filer & W. Hawthorne. 2016. An annotated checklist of the vascular plants of Trinidad and Tobago with analysis of vegetation types and botanical ‘hotspots’. Phytotaxa 250: 1–431.
CONABIO. 2009. Catálogo taxonómico de especies de México. 1. In Capital Nat. México. CONABIO, Mexico City.
Carnevali, G., J. L. Tapia-Muñoz, R. Duno de Stefano & I. M. Ramírez-Morillo. 2010. Fl. Ilustr. Peníns. Yucatán 1–326. Centro de Investigación Científica de Yucatán, Mérida.
Correa A., M. D., C. Galdames & M. Stapf. 2004. Cat. Pl. Vasc. Panamá 1–599. Smithsonian Tropical Research Institute, Panamá.
Davidse, G., M. Sousa Sánchez, S. Knapp & F. Chiang Cabrera. 2012. Rubiaceae a Verbenaceae. 4(2): i–xvi, 1–533. In G. Davidse, M. Sousa Sánchez, S. Knapp & F. Chiang Cabrera (eds.) Fl. Mesoamer.. Missouri Botanical Garden, St. Louis.
Flora of China Editorial Committee. 1995. Flora of China (Gentianaceae through Boraginaceae). 16: 1–479. In C. Y. Wu, P. H. Raven & D. Y. Hong (eds.) Fl. China. Science Press & Missouri Botanical Garden Press, Beijing & St. Louis.
Forzza, R. C. 2010. Lista de espécies Flora do Brasil floradobrasil.jbrj.gov.br/2010. Jardim Botânico do Rio de Janeiro, Rio de Janeiro.
Funk, V. A., T. H. Hollowell, P. E. Berry, C. L. Kelloff & S. Alexander. 2007. Checklist of the plants of the Guiana Shield (Venezuela: Amazonas, Bolivar, Delta Amacuro; Guyana, Surinam, French Guiana). Contr. U.S. Natl. Herb. 55: 1–584. View in Biodiversity Heritage Library
Hammel, B. E. 2010. Convolvulaceae. En: Manual de Plantas de Costa Rica. Vol. V. B.E. Hammel, M.H. Grayum, C. Herrera & N. Zamora (eds.). Monogr. Syst. Bot. Missouri Bot. Gard. 119: 72–126.
Hokche, O., P. E. Berry & O. Huber. (eds.) 2008. Nuevo Cat. Fl. Vasc. Venez. 1–859. Fundación Instituto Botánico de Venezuela, Caracas.
Idárraga-Piedrahita, A., R. D. C. Ortiz, R. Callejas Posada & M. Merello. (eds.) 2011. Fl. Antioquia: Cat. 2: 9–939. Universidad de Antioquia, Medellín.
Jørgensen, P. M., M. H. Nee & S. G. Beck. (eds.) 2014. Cat. Pl. Vasc. Bolivia, Monogr. Syst. Bot. Missouri Bot. Gard. 127(1–2): i–viii, 1–1744. Missouri Botanical Garden Press, St. Louis.
Jørgensen, P. M., M. H. Nee, S. G. Beck & A. F. Fuentes Claros. 2015 en adelante. Catalogo de las plantas vasculares de Bolivia (adiciones).
Nasir, E. & S. I. Ali (eds). 1980-2005. Fl. Pakistan Univ. of Karachi, Karachi.
Nelson, C. H. 2008. Cat. Pl. Vasc. Honduras i–xxix, 31–1576. Secretaría de Recursos Naturales y Ambiente, Tegucigalpa.
Pérez J., L. A., M. Sousa Sánchez, A. M. Hanan-Alipi, F. Chiang Cabrera & P. Tenorio L. 2005. Vegetación terrestre. Cap. 4: 65–110. In J. Bueno, F Álvarez & S. Santiago (eds.) Biodivers. Tabasco. CONABIO-UNAM, México.
Schatz, G. E., S. Andriambololonera, P.P. Lowry II, P.B. Phillipson, M. Rabarimanarivo, J. I. Raharilala, F. A. Rajaonary, N. Rakotonirina, R. H. Ramananjanahary, B. Ramandimbisoa, A. Randrianasolo, N. Ravololomanana, C. M. Taylor & J. C. Brinda. 2020. Catalogue of the Plants of Madagascar.
Standley, P. C. & L. O. Williams. 1970. Convolvulaceae. In Standley, P. C. & L. O. Williams (eds.), Flora of Guatemala - Part IX. Fieldiana, Bot. 24(9): 4–85. View in Biodiversity Heritage Library
Stevens, W. D., C. Ulloa Ulloa, A. Pool & O. M. Montiel Jarquín. 2001. Flora de Nicaragua. Monogr. Syst. Bot. Missouri Bot. Gard. 85: i–xlii,.
Ulloa Ulloa, C., P. Acevedo-Rodríguez, S. G. Beck, M. J. Belgrano, R. Bernal González, P. E. Berry, L. Brako, M. Celis, G. Davidse, S. R. Gradstein, O. Hokche, B. León, S. León-Yánez, R. E. Magill, D.A. Neill, M. H. Nee, P. H. Raven, H. Stimmel, M. T. Strong, J. L. Villaseñor Ríos, J. L. Zarucchi, F. O. Zuloaga & P. M. Jørgensen. 2017. An integrated assessment of vascular plants species of the Americas. Science 358: 1614–1617 [Online Suppl. Materials: 1–23 + 1–2497], f. 1–4 [f. S1–5].
Ulloa Ulloa, C., P. Acevedo-Rodríguez, S. G. Beck, M. J. Belgrano, R. Bernal González, P. E. Berry, L. Brako, M. Celis, G. Davidse, S. R. Gradstein, O. Hokche, B. León, S. León-Yánez, R. E. Magill, D.A. Neill, M. H. Nee, P. H. Raven, H. Stimmel, M. T. Strong, J. L. Villaseñor Ríos, J. L. Zarucchi, F. O. Zuloaga & P. M. Jørgensen. 2018 [Onwards]. An integrated Assessment of Vascular Plants Species of the Americas (Online Updates).
Villaseñor Ríos, J. L. 2016. Checklist of the native vascular plants of Mexico. Catálogo de las plantas vasculares nativas de México. Revista Mex. Biodivers. 87(3): 559–902. epublication
Wood, J. R. I., P. Muñoz Rodríguez, B. R. M. B.R.M. Williams & R. W. Scotland. 2020. A foundation monograph of Ipomoea (Convolvulaceae) in the New World. PhytoKeys 143: 1–823.
Zuloaga, F. O., O. Morrone, M. J. Belgrano, C. Marticorena & E. Marchesi. (eds.) 2008. Catálogo de las plantas vasculares del Cono Sur. Monogr. Syst. Bot. Missouri Bot. Gard. 107(1–3): i–xcvi, 1–3348.
Grisebach, A.H.R. (1862). Convolvulaceae. Flora of the British West Indian Isands: 466-476. Lovell Reeve.
Meisner, C.F. (1869). Convolvulaceae. Flora Brasiliensis 7: 199-370.
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Eggers, H.F.A. (1879). Convolvulaceae. The flora of St Croix and the Virgin Islands: 70-73. US Government Printing Office.
Boldingh, I. (1909). Convolvulaceae. Flora of the Futch West Indian Islands, vol. I: St. Eustatius, Saba, and St. Martin 1: 161-163. E.J. Brill.
Britton, N. (1918). Flora of Bermuda: 1-585. Charles Scribner's Sons, New York.
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Ooststroom, S.J. van & R.D. Hoogland (1953). Convolvulaceae. Flora Malesiana 4: 388-512. Noordhoff-Kolff N.V., Djakarta.
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Andrews, F.W. (1956). Convolvulaceae. The Flowering Plants of the Sudan 3: 102-125. T.Buncle & co., LTD., Arbroath, Scotland.
Leon, H. & Alain, H. (1957). Convolvulaceae. Flora de Cuba 4: 218-248. Cultural S. A., La Habana.
O'Donell, C.A. (1959). Convolvuloideas de Uruguay. Lilloa 29: 349-376. Universidad Nacional de Tucuman, Instituto 'Miguel Lillo'.
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Gooding, E.G.B. & A.R. Loveless (1965). Convolvulaceae. Flora of Barbados: 332-344. Her Majesty's Stationery Office.
Standley, P.C. & Williams, L.O. (1970). Convolvulaceae. Fieldiana Botany New Series 24 (9: 1,2): 4-85. Field Museum of Natural History.
Shinners, L. (1970). Convolvulaceae. Manual of the vascular plants of Texas: 1241-1261. Texas Research Foundation.
Wiggins, I.L. (1971). Convolvulaceae. Flora of the Galápagos Islands: 367-383. Stanford University Press.
Adams, C.D. (1972). Flowering Plants of Jamaica: 601-614. University of the West Indies, Mona.
Austin, D.F. (1975). Convolvulaceae. Annals of the Missouri Botanical Garden 62: 157-224.
Long, R. W. & O. Lakela (1976). Convolvulaceae. A flora of tropical Florida: 711-724. Banyan Books.
Verdcourt, B. (1978). Corrections and additions to the 'Flora of Tropical East Africa: Convolvulaceae': IV. Kew Bulletin 33: 159-168.
Austin, D.F. & S. Ghazanfar (1979). Convolvulaceae. Flora of West Pakistan 126: 1-64.
Powell, Dulcie A. (1979). The Convolvulaceae of the Lesser Antilles. Journal of the Arnold Arboretum 60: 219-271.
Austin, D.F. (1980). Rev. Handb. Fl. Ceylon Convolvulaceae. A Revised Handbook to the Flora of Ceylon 1: 288-363. Oxford & IBH Publishing Co. PVT. LTD., New Delhi, Calcutta.
Wiggins, I.L. (1980). Convolvulaceae. Flora of Baja California: 373-385. Stanford Univ. Press.
Austin, D. F. (1982). Flora of Ecuador 15: 3-99. Botanical Institute, University of Göteborg, Riksmuseum, Stockholm.
Austin, D.F. (1982). Convolvulaceae. Flora de Venezuela 8(3): 15-226. Fundación Educación Ambiental.
Austin, D.F. & Cavalcante, P.B. (1982). Convolvuláceas da Amazônia. Publicações Avulsas do Museo Goeldi 36: 1-134.
Austin, D.F. (1982). Convolvulaceae. Flora of the Bahama Archipelago: 1161-1190. J.Cramer, Vaduz.
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Khan, M.S. (1985). Fl. Bangladesh Convolvulaceae. Flora of Bangladesh 30: 1-59. Bangladesh National Herbarium, Dhaka.
Gonçalves, M.L. (1987). Convolvulaceae. Flora Zambesiaca 8(1): 9-129. Royal Botanic Gardens, Kew.
Austin, D.F. (1990). Comments on southwestern United States Evolvulus and Ipomoea (Convolvulaceae). Madrono 37: 124-132.
Lejoly, J. & S. Lisowski (1992). Les genres Merremia et Ipomoea (Convolvulaceae) dans la Flore d'Afrique Centrale (Zaire, Rwanda, Burundi). Fragmenta Floristica et Geobotanica 37: 21-125.
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The diameter of the flower is about φ4 cm and it is a very cute flower.
花の直径はφ4cm ほどの大変可愛らしい花です。
SONY α7 ILCE-7
Minolta AF MACRO 100mm F2.8
Another view to give a rough idea of how large the model is. This module/model was created in 1990 and first published in Modular Origami [self-publication]. The model is also published in "The New Origami" by Steve & Megumi Biddle in 1993 and later in the British Origami Society Booklet #58.