View allAll Photos Tagged Reduce
The back end of a Fordson Major Diesel based Whitlock 'Dinkum' Digger built in Great Yeldham, Essex and new to Harvey Plant of Newton Abbott, Devon in June 1959 with the registration 101CTT.
Seen at a farm sale earlier this week, I'm pleased to say that the cab has been saved with the rest going to the scrapman.
The front half of this tractor appears to have been separated in 1983 going by an old newspaper found under the operating seat.
SOOC = Straight Out Of the Camera. In other words, no editing (although in this case, I did have to convert from RAW and reducing the size).
On tour with Moersch & Keyling.
Lithprint with reduced colors onto FomatoneMG, Charge 62xxx (the new colorless emulsion). Moersch SE5 1+10+15D.
The dark colour of the upper mandible of this species is an example of a characteristic of many birds that has been suggested helps reduce glare while hunting for food. The “Nightingale” part of the common name suggests the beautiful voice of this retiring bird.
I tried imaging of the object with dual narrow band filter, IDAS NB12 with a bit wider bandwidth, 12nm. It is said to be better for faster optics up to f/1.8.
The faintest hydrogen-alpha emission filaments got clearer near the east end compared to a frame taken without narrow band filter as below.
Here is a frame of the object taken with the same optics without narrow band filter in Hawaii December 2019:
www.flickr.com/photos/hiroc/50384659041
equipment: Takahashi FSQ-130ED, F3 Reducer 0.6x, IDAS NB12 filter, and EOS R-SP4II, modified by Seo-san on Vixen AXD Equatorial Mount, autoguided with TS 32 mm Mini Guide Scope, focal length 120mm, ZWO ASI 120MM-mini, and PHD2 Guiding
exposure: 10 times x 1,200 seconds, 15 x 240 sec. and 9 x 60 seconds at ISO 6,400, focal ratio f/3.0, and focal length 390mm
The exposure started at 11:13:33 UTC March 2, 2024.
site: 1,467m above sea level at lat. 35 55 54 North and long. 138 24 25 East near Mt.Yatsugatake 東沢大橋展望台駐車場. SQML was up to 21.04. Ambient temperature was around -9 degrees Celsius or 16 degrees Fahrenheit. Wind was mild, though atmospheric turbulence was awful as in the season here. Guide error RMS was around 1.3."
The Mount McAllister Fire burnt burnt over 26,000 hectares of forest near Hudson's Hope B.C. last summer. When I was able to explore some of the burned landscape in October after the fire fighting crews had left there was still many small isolated fires still burning and the air was still fairly smokey.
‘Reducing our carbon emissions is a matter of climate justice, as our poorest neighbours in Africa, Asia, South America and other parts of the world are hardest hit by a changing climate’ – Rt Rev James Jones, Bishop of Liverpool and founder of the Carbon Fast.
Here at Chapter One, we do our best to be conscious of the effect of our actions on people and the planet. So during Lent this year, we are taking on Tearfund’s Carbon Fast. The brilliant thing about the Carbon Fast is that everyone can get involved! Even taking on a few small actions – such as riding your bike or taking public transport to work, cleaning your house using natural ingredients, or buying your next ‘new’ outfit at a charity shop – can make a difference. For each week of Lent, Tearfund have suggested one particular action to take on if you can’t manage to do everything.
'Join the church’s response to climate injustice this Lent and help lighten our global neighbours' load and care for God’s creation with a carbon detox' – tearfund's carbon fast
We are really trying to do our part to reduce plastic use. I got these bags for the grocery store and Anna bought some bags for lunches so we can phase out our Ziploc use.
Here's the pictures for my 75218 X-Wing MOD.
It's 843 parts.
I optimized the build to reduce the number of part you would need to buy.
It's not the definitive edition, the space between the opening system and the only rubber band create a torque that slightly bend the wings when in the attack position. I'm building the same MOD for 75102 Poe's X-Wing and I will try to resolve this issue, if it work I will update this one and release the files and instructions for free.
The front part is surprizingly sturdy. But it use illegal technique in the way that some part are stressed. I used tolerance and deformation of parts to achieve this build.
Unfortunetly in Stud.io there isn't the new helmet, so I made my design with the old one (I prefer this one anyway) and when it come to build it I realize the new helmet was too big and prevents to close the windscreen, my bad.
I've never been sooo close!
We are talking just the thickness of the bars, and this is shot on full wide angle.
This is a beautiful Jaguar living at "The Cat survival Trust" (charity 272187) based on a 14 hectar site between the villages of Welwyn and Codicote in Hertforshire.
The trust house either surplus or unwanted Zoo cats or those rescued or impounded from unlicencesed private owners.
The cats are rehomed if suitable new locations can be found or allowed to live their lives in an improved stress reduced environment.
The Trust also aims to secure and protect cats in the wide. As such it is the only British based organiastion to have secured and purchased a 10,000 acre protected reserve in Argentina with the support of the government there that has protected it and designated it a Provincial Park.
I could go on a lot more ... visit the web site - become a member and help these wonderful cats...
The Transport Act 1985 and its effects are probably the biggest single upheaval seen to date in British buses. Under the terms of the act, British bus services outside London were 'deregulated' from 26 October 1986, with many changes on that day and thereafter.
Many established bus companies planned for 'D-Day' by reducing costs and the size of their vehicle fleets. One of the most prominent in this was Greater Manchester Transport, which took almost a third of its fleet off the road at deregulation.
Many of the redundant buses were sold via dealers to the very same companies who were now competing with the former GMT - now re-styled GM Buses - for business. We see one example here: the bus on the left of this photo had once been Greater Manchester 7055 but was now, after sale, Ribble's 1637 - competing against its former owner on the busy 582 service between Bolton and Leigh.
The bus on the right was new to Ribble and they look very similar, with both having a chassis built by Leyland and coachwork by Park Royal of London. But inside, they looked quite different with their buyers' ideas on passenger specification.
The 582 had once been a trolleybus service and was still busy (and is, to this day) so it wasn't a big surprise that Ribble used its Bolton garage to get a share of the traffic. GM Buses responded, branding its buses as 'the original 582' and the competition petered out after both companies were probably damaged by the effort and cost of this little 'bus war'.
A similar bus to this one, number 7001, is restored and on display in its original SELNEC orange livery in the Museum of Transport Greater Manchester. If you'd like to know more about the Museum of Transport Greater Manchester and its collection of vintage buses, go to www.gmts.co.uk.
© Greater Manchester Transport Society. All rights reserved. Unauthorised reproduction is strictly prohibited and may result in action being taken to protect the intellectual property interests of the Society.
www.flickr.com/photos/ferranp/2341304222/sizes/l/
The orchids, and especially the mediterranean ones, are a curious and very interesting group of plants. Does the name come from the greek όρχις that means "testicles" since many of the species they possess two tubers that liken enough that part of the anatomy.
It used to be said of the orchids that are to the vegetable Kingdom that that the man to the animal Kingdom. Saving the comparisons, the sentence makes reference to that evolved, specialized and extended of this group. There are orchids in all the ecosystems of the planet, lacking alone in the deserts and in the poles. What has given a quantity of enormous species, between 20.000 and 40.000 different species, and growing (according to who you read).
Here in the Delta of the Llobregat there is around a thirty of species.
Of the most attractive adaptations in the orchids it is their seed. For the dispersion they have opted to reduce to the minimum expression the seed eliminating of her the nutritious reservations, in such a way that the "sheath" of an orchid contains thousands or even millions of minuscule seeds that you/they go from some few millimeters to microns. To be able to germinate, the seeds associate with diverse types of mushrooms that contribute them the necessary nutrients during the growth and good part of their mature life forming micorrizas colonies (mico: mushroom, riza: root). This is one of the main reasons for which artificial reproduction of these plants is so complicated. When being carried out the germination in the face of the absence of the mushrooms that you/they form the micorriza and to lack the seed of nutritious reservations their germination it must be necessarily carried out on a broth of artificial nutritious cultivation and carried out under conditions of maximum sterilization.
In these latitudes, the orchids begin to sprout with the first rains that you/they close the summer and toward the months of January February they begin to flourish. According to the species, the floración extends until final of June. With the arrival of the heat, the plant dries off and it disappears being only the bulb buried to tolerate the heat of the summer.
Once again the Rosette Nebula!
But this time with the 0.8x reducer of the Askar APO 140.
The reducer makes even finer stars and images flawlessly right into the corners.
On the second photo you can see the fine structures of the star formation.
Equipment:
ZWO ASI2600MM Pro
Askar APO140
10MICRON GM1000
Antlia 3nm narrowband filters
#astrophotography #skyphotography #sky #zwo #asi2600mm #askar #astrography #nebula #wintersky #primalucelab #eagle #pixinsight #photography #photoshop #rosetta #nebula #winter #wintersky #apo #refractor #astrography
Exif:
S: 15 x 300 secs
H: 15 x 300 secs
O: 15 x 300 secs
The iconic Sydney Harbour Bridge, seen from a slightly unusual angle, with the Garrison Church in the foreground. Taken from the grounds of the Sydney Observatory.
The bridge was designed and built by British firm Dorman Long and Co. Ltd of Middlesbrough and opened in 1932. It is the sixth longest spanning-arch bridge in the world and the tallest steel arch bridge, measuring 134m from top to water level. It was also the world's widest long-span bridge, at 48.8m wide until a new bridge was completed in Vancouver in 2012.
The church was designed by Henry Ginn, and built by mason George Payten/Paton and builder Edward Flood in 1840-44. The authorisation was for a north-south building, but it was built east-west. The design included a tower at the west end, which although it received support in a split vote in 1887, was never built, and the large buttresses built in preparation have since been reduced.
The church's architecture was considered to be of "mixed Gothic" style. The dimensions are about 30m by 17m, and the height of the walls about 14 m. It is constructed with sandstone from the nearby Argyle Cut.
One of the stained glass windows, depicting the Angel of Death sheltering a small child, was the subject of an Australian Christmas stamp in 1984.
The church was the garrison church for the troops of the Dawes Point Battery which guarded the harbour from the 1790s until it was demolished in 1925 to make way for the southern end of the Harbour Bridge.
the world is reduced to a single, bleeding instruction: proceed into the dark. the way the arrow points toward a destination that does not exist, or perhaps, toward a destination we have already passed. the color of the heart's interior at 3:00 AM, a pulse caught in a shutter.
The Royal Air Force unveiled impressive images of a unique aircraft formation to celebrate the forty years of service of the Panavia "Tornado GR4" attack jet.
From Wikipedia, the free encyclopedia
The Panavia "Tornado" is a family of twin-engine, variable-sweep wing multirole combat aircraft, jointly developed and manufactured by Italy, the United Kingdom, and West Germany. There are three primary "Tornado" variants: the "Tornado IDS" (interdictor/strike) fighter-bomber, the suppression of enemy air defences "Tornado ECR" (electronic combat/reconnaissance) and the "Tornado ADV" (air defence variant) interceptor aircraft.
The "Tornado" was developed and built by Panavia Aircraft GmbH, a tri-national consortium consisting of British Aerospace (previously British Aircraft Corporation), MBB of West Germany, and Aeritalia of Italy. It first flew on 14 August 1974 and was introduced into service in 1979–1980. Due to its multirole design, it was able to replace several different fleets of aircraft in the adopting air forces. The Royal Saudi Air Force (RSAF) became the only export operator of the "Tornado" in addition to the three original partner nations. A tri-nation training and evaluation unit operating from RAF Cottesmore, the Tri-National "Tornado" Training Establishment, maintained a level of international co-operation beyond the production stage.
The "Tornado" was operated by the Royal Air Force (RAF), Italian Air Force, and RSAF during the Gulf War of 1991, in which the "Tornado" conducted many low-altitude penetrating strike missions. The "Tornado's" of various services were also used in conflicts in the former Yugoslavia during the Bosnian War and Kosovo War, the Iraq War, Libya during the Libyan civil war, as well as smaller roles in Afghanistan, Yemen, and Syria. Including all variants, 992 aircraft were built.
Development
Origins
During the 1960s, aeronautical designers looked to variable-geometry wing designs to gain the manoeuvrability and efficient cruise of straight wings with the speed of swept wing designs. The United Kingdom had cancelled the procurement of the TSR-2 and subsequent F-111K aircraft, and was still looking for a replacement for its Avro "Vulcan" and Blackburn "Buccaneer" strike aircraft. Britain and France had initiated the AFVG (Anglo French Variable Geometry) project in 1965, but this had ended with French withdrawal in 1967. Britain continued to develop a variable-geometry aircraft similar to the proposed AFVG, and sought new partners to achieve this. West German EWR had been developing the swing-wing EWR-Fairchild-Hiller "A400 AVS (Advanced Vertical Strike) (which has a similar configuration to the "Tornado").
In 1968, West Germany, the Netherlands, Belgium, Italy and Canada formed a working group to examine replacements for the Lockheed F-104 "Starfighter", initially called the Multi Role Aircraft (MRA), later renamed as the Multi Role Combat Aircraft (MRCA). The participating nations all had ageing fleets that required replacing; but, as the requirements were so diverse, it was decided to develop a single aircraft that could perform a variety of missions that were previously undertaken by a fleet of different aircraft. Britain joined the MRCA group in 1968, represented by Air Vice-Marshal Michael Giddings, and a memorandum of agreement was drafted between Britain, West Germany, and Italy in May 1969.
By the end of 1968, the prospective purchases from the six countries amounted to 1,500 aircraft. Canada and Belgium had departed before any long-term commitments had been made to the programme; Canada had found the project politically unpalatable; there was a perception in political circles that much of the manufacturing and specifications were focused on Western Europe. France had made a favorable offer to Belgium on the Dassault "Mirage 5", which created doubt as to whether the MRCA would be worthwhile from Belgium's operational perspective.
Panavia Aircraft GmbH
On 26 March 1969, four partner nations – United Kingdom, Germany, Italy and the Netherlands, agreed to form a multinational company, Panavia Aircraft GmbH, to develop and manufacture the MRCA. The project's aim was to produce an aircraft capable of undertaking missions in the tactical strike, reconnaissance, air defence, and maritime roles; thus allowing the MRCA to replace several different aircraft then in use by the partner nations. Various concepts, including alternative fixed-wing and single-engine designs, were studied while defining the aircraft. The Netherlands pulled out of the project in 1970, citing that the aircraft was too complicated and technical for the RNLAF's preferences, which had sought a simpler aircraft with outstanding manoeuvrability. An additional blow was struck by the German requirement reduced from an initial 600 aircraft to 324 in 1972. It has been suggested that Germany deliberately placed an unrealistically high initial order to secure the company headquarters and initial test flight in Germany rather than the UK, so as to have a bigger design influence.
When the agreement was finalised, the United Kingdom and West Germany each had a 42.5% stake of the workload, with the remaining 15% going to Italy; this division of the production work was heavily influenced by international political bargaining. The front fuselage and tail assembly was assigned to BAC (now BAE Systems) in the United Kingdom; the centre fuselage to MBB (now EADS) in West Germany; and the wings to Aeritalia (now Alenia Aeronautica) in Italy. Similarly, tri-national worksharing was used for engines, general and avionic equipment. A separate multinational company, Turbo-Union, was formed in June 1970 to develop and build the RB199 engines for the aircraft, with ownership similarly split 40% Rolls-Royce, 40% MTU, and 20% FIAT.
At the conclusion of the project definition phase in May 1970, the concepts were reduced to two designs; a single seat Panavia 100 which West Germany initially preferred, and the twin-seat Panavia 200 which the RAF preferred (this would become the "Tornado"). The aircraft was briefly called the Panavia "Panther", and the project soon coalesced towards the two-seat option. In September 1971, the three governments signed an Intention to Proceed (ITP) document, at which point the aircraft was intended solely for the low-level strike mission, where it was viewed as a viable threat to Soviet defences in that role. It was at this point that Britain's Chief of the Defence Staff announced "two-thirds of the fighting front line will be composed of this single, basic aircraft type".
Prototypes and testing
The first of more than a dozen "Tornado" prototypes took flight on 14 August 1974 at Manching, Germany; the pilot, Paul Millett described his experience: "Aircraft handling was delightful... the actual flight went so smoothly that I did begin to wonder whether this was not yet another simulation". Flight testing led to the need for minor modifications. Airflow disturbances were responded to by re-profiling the engine intakes and the fuselage to minimise surging and buffeting experienced at supersonic speeds.
According to Jim Quinn, programmer of the "Tornado" development simulation software and engineer on the "Tornado" engine and engine controls, the prototype was safely capable of reaching supercruise, but the engines had severe safety issues at high altitude while trying to decelerate. The triple shaft engine, designed for maximum power at low altitude, resulted in severe vibrations while attempting to decelerate at high altitude. At high altitude and low turbine speed the compressor did not provide enough pressure to hold back the combustion pressure and would result in a violent vibration as the combustion pressure backfired into the intake. To avoid this effect the engine controls would automatically increase the minimum idle setting as altitude increased, until at very high altitudes the idle setting was so high, however, that it was close to maximum dry thrust. This resulted in one of the test aircraft being stuck in a mach 1.2 supercruise at high altitude and having to reduce speed by turning the aircraft, because the idle setting at that altitude was so high that the aircraft could not decelerate.
The British Ministry of Supply ordered Chief Engineer Ted Talbot from the Concorde development team to provide intake design assistance to the "Tornado" development team in order to overcome these issues, which they hesitantly agreed to after noting that the "Concorde" intake data had apparently already been leaked to the Soviet Union. The German engineers working on the "Tornado" intake were unable to produce a functional "Concorde" style intake despite having data from the "Concorde" team. To make the problem worse, their management team incorrectly filed a patent on the "Concorde" design, and then tried to sue the British engineers who had provided the design to them. The German lawyers realized that the British had provided the designs to the German team, and requested further information to help their engineers overcome the problems with the "Tornado" intake, but Chief Engineer Talbot refused. According to Talbot, the "Concorde" engineers had determined the issue with the "Tornado" intake was that the engine did not respond to unexpected changes in the intake position, and therefore the engine was running at the wrong setting for a given position of the intake ramps. This was because the "Concorde" had similar issues due to control pressure not being high enough to maintain proper angles of the intake ramps. Aerodynamic forces could force the intakes into the improper position, and so they should have the ability to control the engines if this occurs. The "Tornado" intake system did not allow for this. Due to the behaviour of the German management team, the British engineers declined to share this information, and so the "Tornado" was not equipped with the more advanced intake design of the "Concorde".
Testing revealed that a nose-wheel steering augmentation system, connecting with the yaw damper, was necessary to counteract the destabilising effect produced by deploying the thrust reverser during landing rollouts.
From 1967 until 1984 Soviet KGB agents were provided details on the "Tornado" by the head of the West German Messerschmitt-Bölkow-Blohm Planning department, Manfred Rotsch.
Two prototypes were lost in accidents, both of which had been primarily caused by poor piloting decisions and errors leading to two ground collision incidents; a third "Tornado" prototype was seriously damaged by an incident involving pilot-induced pitch oscillation. During the type's development, aircraft designers of the era were beginning to incorporate features such as more sophisticated stability augmentation systems and autopilots. Aircraft such as the "Tornado" and the General Dynamics F-16 "Fighting Falcon" made use of these new technologies. Failure testing of the "Tornado's" triplex analogue command and stability augmentation system (CSAS) was conducted on a series of realistic flight control rigs; the variable-sweep wings in combination with varying, and frequently very heavy, payloads complicated the clearance process.
Production
The contract for the Batch 1 aircraft was signed on 29 July 1976. The first aircraft were delivered to the RAF and German Air Force on 5 and 6 June 1979 respectively. The first Italian "Tornado" was delivered on 25 September 1981. On 29 January 1981, the Tri-National "Tornado" Training Establishment (TTTE) officially opened at RAF Cottesmore, remaining active in training pilots from all operating nations until 31 March 1999. The 500th "Tornado" to be produced was delivered to West Germany on 19 December 1987.
Export customers were sought after West Germany withdrew its objections to exporting the aircraft; Saudi Arabia was the only export customer of the "Tornado". The agreement to purchase the "Tornado" was part of the controversial Al-Yamamah arms deal between British Aerospace and the Saudi government. Oman had committed to purchasing "Tornado's" and the equipment to operate them for a total value of £250 million in the late 1980s, but cancelled the order in 1990 due to financial difficulties.
During the 1970s, Australia considered joining the MRCA programme to find a replacement for their ageing Dassault "Mirage IIIs"; ultimately the McDonnell Douglas F/A-18 "Hornet" was selected to meet the requirement. Canada similarly opted for the F/A-18 after considering the "Tornado". Japan considered the "Tornado" in the 1980s, along with the General Dynamics F-16 "Fighting Falcon" and F/A-18, before selecting the "Mitsubishi F-2", a domestically produced design based on the F-16. In the 1990s, both Taiwan and South Korea expressed interest in acquiring a small number of "Tornado ECR" aircraft. In 2001, EADS proposed a "Tornado ECR" variant with a greater electronic warfare capability for Australia.
Production came to an end in 1998; the last batch of aircraft being produced went to the Royal Saudi Air Force, who had ordered a total of 96 IDS "Tornado's". In June 2011, it was announced that the RAF's "Tornado" fleet had flown collectively over one million flying hours. Aviation author Jon Lake noted that "The Trinational Panavia Consortium produced just short of 1,000 Tornados, making it one of the most successful postwar bomber programs". In 2008, AirForces Monthly said of the "Tornado": "For more than a quarter of a century ... the most important military aircraft in Western Europe."
Reworked photo.
Photos of these animals were taken in low light, and are particularly difficult due to their dark fur. Getting detail without too much noise was nearly impossible.
To overcome this, in photoshop, I used Topaz Glow on a new layer copy (fur & feathers) which exaggerates the fur and the wrinkles. I then merged this layer using soft light.
I then used a layer mask to reduce the over-aggressive bits and totally in the background (with the help of the selection tool).
For me, it work.
Kodak Model B Vest Pocket Camera (circa 1929)
Uses Autographic A127 film
Captured with Sony Alpha 6000 (ILCE-6000) and Yashica Yashinon 60/2.8 Macro preset lens mounted on a Zhong Yi Optics (Mitakon) Turbo II M42-NEX Focal Reducer / Speed booster
You can't whack these lovely 6X9cm negatives. This is reduced for uploading from its shmoozy hi-res original, but still looks good ...well I think so anyway. We are at Gospel Pass, looking down into the valley of the Afon Honddu, where Walter Savage Landor dwelt among the ruins and Eric Gill set up his artists' colony. The modern boundary between England and Wales runs along the top of the high ground on the left as, in antiquity, did Offa's Dyke.
I found Hay-on-Wye much diminished. The "king" of Hay, Richard Booth, claimed his as the world's largest secondhand bookshop ...although I think he cheated by including in the total several satellite establishments. One of these was the Hay Castle Bookshop, whose stock was strong on Photography and the Applied Arts. I once came away with an armful of back-numbers of the British Journal of Photography at 20p per issue. I found the shop firmly shut and boarded up. The main Richard Booth shop, where I entered one day to find the proprietor holding court before a group of customers and declaiming upon pack horse paths in an exquisite old-fashioned speaking voice, has now gone upmarket. I believe it has been sold into new ownership. The dreadful sliding stacks of the Illustrated London News, Picture Post, Life, Jackie and Woman's Realm, the disordered shelves of Judaica, Naval Aviation and Occult were no more. Where swallows had swooped in through the open windows to nests among the rafters (the building was a former chapel) there was now subdued lighting, customer toilets and a strong line in Mind, Body, Spirit and Gender Studies. I didn't make a single purchase and I'm damned if I'll pay Addyman's £6.50 asking price for a brown-edged Pan paperback edition of Cakes and Ale.
The dismembered remains of Robert Stephenson & Hawthorns 0-4-0 saddle tank 'Stella No.2' (W/No.7799 built in 1954) in the process of being reduced to scrap metal at Norwood Coking Plant, Dunston, on an appropriately murky 24th August 1971, steam shunting at the works having just been taken over by a Hunslet four-coupled diesel-hydraulic loco. The plant had originally opened in 1912, producing coke around 225,000 tons of coke per annum, as well as tar, benzole, sulphate of ammonia and gas as by products. The plant was originally linked at the northern end with the BR Tanfield branch, and at the southern end with the Pelaw Main Railway line to Dunston, but both sections were abandoned in 1962 and 1963 respectively, after a new BR rail connection had been installed to the north of the plant, interfacing with the Low Fell to Blaydon freight only line. Supplementing end-product taken out by rail, a ten-mile-long gas pipeline, built in 1952, inter-connected both Norwood and Derwenthaugh coke works with Consett Ironworks, providing gas for use in steel production. Norwood’s coke production finally ceased in May 1980 following closure of the Ironworks, the local coking coal collieries, and a general decline in demand for foundry coke. Coke stocking at the site from other plants continued until the last stocks were depleted in 1985, after which the rail connection was removed. The cleared and landscaped site was then used as the venue for the 1990 National Garden Festival, after which it was redeveloped for residential housing
© Gordon Edgar - All rights reserved. Please do not use my images without my explicit permission
14 Tips for Puppy Potty Training Success (Part -1)
Teaching your new puppy where and when to “go” is a huge milestone in your relationship. In addition to reducing messy potty accidents, housetraining will bring you closer together while helping your furry friend learn the rules of home. Follow these tips for puppy potty training to set up your pup for success!
Before Welcoming Home Your Pup
#1. Manage Your Expectations
One of the most important things to keep in mind when potty training your puppy is understanding there will be accidents. Successful housetraining takes several months for puppies and adult dogs alike, so be patient when teaching your dog.
#2. Pick the Right Pads
Whether you want to teach your dog to potty indoors or outdoors, dog training pads provide a dependable solution. These highly absorbent pads offer unparalleled floor protection and feature built-in attractant, which encourages dogs to potty on the pad. They are available in many sizes and are designed with different innovative features, so you will be sure to find the ideal variety for your new furry friend.
#3. Invest in a Collar and Leash
If you ultimately plan on teaching your pup to potty outdoors, you should purchase an easy-to-remove collar and leash. This will reduce the time spent suiting up your puppy to go outside, helping you avoid potential indoor accidents.
#4. Stock up on Pet Cleaners
Purchasing dog stain and odor removers, paper towels, and waste bags is an essential tip for puppy potty training. Keep these items on hand so you can quickly clean messes and prevent your pup from thinking your floor is an acceptable potty. Having these products will also help curb frustration during the training process.
#5. Put up Gates
Creating boundaries will provide your puppy a secure, comfortable spot and keep them away from places where they should not potty. Set up some dog gates in a safe area of your home.
Dowload This FREE E-Book Dog training : linktr.ee/dogloverpro
Tinker Horses and Foals
RMC Tokina 135mm 1:2.8 (Minolta MD mount) @ f/5.6
through Quenox Focal Reducer Minolta SR - Fuji X-Mount
on Fujifilm X-E1
Check my album Adapted Manual Lenses for more...
I increased the spacing of the reducer to increase the amount of reduction. The resolution changed to 0.95"/px from the native 0.6"/px. This image is uncropped and you will notice more noise on the edges due to dithering in between exposures. Th stars near the edges show a little coma which is to be expected, but I am really surprised at the small amount of coma.
Over all I am very happy with this result and plan on keeping this setup for awhile.
AT8RC Specs
Native - 200mm f8 fl 1623mm
with Reducer - 200mm f5 fl 1050mm
44 x 180 sec ISO 1600
3rd attempt at M31 in the constellation of Andromeda. Lots of issues with light pollution & learning the ropes in astro image processing, but this is to date by far my best. Stack of 29x5min exposures @ iso2000, with flats, darks & bias as well. M32 is the fuzzy blob above & left of M31 & M110 is below & right. Both are satellite galaxies of M31. Taken in my back garden through SW120 ED PRO scope with focal reducer on Celestron CG-5GT mount, guided with NEXguide.
M31 is approx 2.5 million light years away & is the furthest that can be seen with the naked eye although a dark site is needed. Its apparant size in the sky is about 6x the diameter of the full moon It is the largest galaxy in our local group which includes the Milky way & the Triangulum galaxy & is the nearest spiral galaxy to our own.
Buxton 22-9-25 66515 leaves Buxton URS on loaded box wagons forming a Tunstead-Hindlow service. This service has been re-introduced to supply Hindlow Works with stone for processing as their quarry reduces production. TAKEN FROM TREE
Incised slab taken from the floor of the chapel, reduced in size and put on this plain table tomb. It marked the grave of Sir John Cokayne 1504 & wife Agnes Vernon.
Part of the inscription & 4 shields of arms survive
John was the son & heir of John Cockayne 1438 www.flickr.com/gp/52219527@N00/Pkj956 & 2nd wife Isabel Shirley (His elder half brother also called John had died without issue c1417/19 in their father's lifetime)
He m Agnes daughter of Sir Richard Vernon 1451 nephew/ heir of Sir Fulke de Pembrugge 1409 , by Benedicta de Ludlow flic.kr/p/4o9ULD daughter of Fulkes 1st wife Isabel Lingen (1446) www.flickr.com/photos/52219527@N00/2219918943/ and her second husband Sir John de Ludlow.
Agnes' sister Anne m Sir John Bradbourne www.flickr.com/gp/52219527@N00/C7nJ35 , their tomb is nearby
Children
1. Thomas Cockayne 1488 at Youlgrreave www.flickr.com/photos/52219527@N00/8287632694/ m Agnes Barley ; times had changed and unlike his grandfather, he was a Yorkist
2. Roger
1. Beatrice m Sir Thomas Tyrrell
- Church of St Oswald, Ashbourne Derbyshire
donate your used birthday candles instead of throwing them away.
ecomonster.blogspot.com/2008/12/accepting-donations.html
{recycling process}
These egg shells were rescued by a great friend who wanted to help spread the green message! Used vanilla candles rescued from a 2nd hand shop were then remelted to make these cute ones. Used birthday candles were then trimmed to serve as the wick. Then these are packaged in cute strawberry baskets with donated straw packaging. Tah-dah! 100% post consumer egg candles.
In english Below.
Bon, c’est un vieux projet sur LDD, je viens de le passer en Studio. Je m’y étais mit peu après mon Tie « Mohawk ». Mon idée était qu’après avoir un Tie Fighter, il faudrait faire un Bombardier. Pour les dimensions de l’hexagone, j’ai pris les dimensions du Tie UCS. Et une fois placé le système de bombardement, et le moteur-hyperdrive-générateur il me restait la moitié de l’engin à meubler. Donc il y a deux versions. Une version « commando » avec porte latérale pour un débarquement rapide, une station d’écoute espionnage, de la place pour le commando, râtelier d’armement… L’autre version est équipée de gros canons.
Cet engin à l’aérodynamisme d’un parpaing, ce qui est une grande amélioration par rapport au modèle classique qui lui a l’aérodynamisme de deux parpaings. Bien plus armé que le modèle classique, mieux blindé, doté d’un bouclier énergétique et d’un hyperdrive (pour la version commando), grâce à son moteur (version très réduite de celui d’un destroyer stellaire), il perd à peine en vitesse de pointe et manœuvrabilité. Le souci, comme pour le Tie Défender, c’est le prix. Un seul de ses engins vaut autant qu’une vingtaine de Tie Bombers classiques, raison pour laquelle il n’en existe que quelques prototypes, tous récupérés par l’amiral Thrawn.
Well, it's an old project on LDD, I just put it in Studio. I started it shortly after my Tie " Mohawk ". My idea was that after having a Tie Fighter, I should make a Bomber. For the dimensions of the hexagon, I took the dimensions of the Tie UCS. And once the bombing system and the motor-hyperdrive-generator were in place, I still had half of the machine to furnish. So there are two versions. A "commando" version with a side door for a quick debarking, a spy listening station, room for the commando, armament rack... The other version is equipped with big guns.
This machine has the aerodynamics of a cinder block, which is a great improvement compared to the classic model which has the aerodynamics of two cinder blocks. Much more armed than the classic model, better armored, equipped with an energy shield and a hyperdrive (for the commando version), thanks to its engine (a very reduced version of that of a stellar destroyer), it hardly loses any of speed and maneuverability. The concern, as for the Tie Défender, is the price. Only one of its craft is worth as much as twenty conventional Tie Bombers, which is why there are only a few prototypes, all recovered by Admiral Thrawn.
A bit of a territorial dispute and the chase is on. Water was reduced from the Fort Gibson dam today and as a result the water was 3-4 feet lower in the Arkansas River. Fishing by the water birds was much more limited and further from shore.
As one climbs higher along the hiking path to the top of mount Inari, the torii get less dense but also bigger (hence more expensive, the largest can cost up to 10000 Euros...).
Minolta MD Rokkor 50mm 1:1.4 @ f/2
through Quenox Focal Reducer Minolta SR - Fuji X-Mount
on Fujifilm X-E1
Check my album Adapted Manual Lenses for more...
Piper Alpha was a North Sea oil production platform operated by Occidental Petroleum (Caledonia) Ltd.
The platform began production in 1976, first as an oil-only platform and later converted to add gas production. An explosion, and the resulting oil and gas fires, destroyed it on 6 July 1988, killing 167, including two crewmen of a rescue vessel; 61 survived.
The total insured loss was about £1.7 billion (US$3.4 billion). At the time of the disaster, the platform accounted for approximately ten percent of North Sea oil and gas production, and the accident was the worst offshore oil disaster in terms of lives lost and industry impact.
The Kirk of St Nicholas in Union Street, Aberdeen has dedicated a chapel in memory of those who perished and there is a memorial sculpture in the Rose Garden of Hazlehead Park in Aberdeen. Thirty bodies were never recovered.
During the late 1970s, major works were carried out to enable the platform to meet UK Government gas export requirements and after this work had been completed, Piper Alpha was operating in what was known as phase 2 mode (operating with the Gas Conservation Module (GCM)) since the end of 1980 up until July 1988; phase 2 mode was its normal operating state. In the late 1980s, major construction, maintenance and upgrade works had been planned by Occidental and by July 1988, the rig was already well into major work activities, with six major projects identified including the change-out of the GCM unit which meant that the rig had been put back into its initial phase 1 mode (i.e. operating without a GCM unit).
Despite the complex and demanding work schedule, Occidental made the decision to continue operating the platform in phase 1 mode throughout this period and not to shut it down, as had been originally planned. The planning and controls that were put in place were thought to be adequate. Therefore, Piper continued to export oil at just under 120,000 barrels per day and to export Tartan gas at some 33 MMSCFD (million standard cubic feet per day) during this demanding period.
Because the platform was completely destroyed, and many of those involved died, analysis of events can only suggest a possible chain of events based on known facts. Some witnesses to the events question the official timeline.
12:00 noon Two condensate pumps, designated A and B, displaced the platform's condensate for transport to the coast. On the morning of 6 July, Pump A's pressure safety valve (PSV #504) was removed for routine maintenance. The pump's two-yearly overhaul was planned but had not started. The open condensate pipe was temporarily sealed with a disk cover (flat metal disc also called a blind flange or blank flange). Because the work could not be completed by 6:00 p.m., the disc cover remained in place. It was hand-tightened only. The on-duty engineer filled in a permit which stated that Pump A was not ready and must not be switched on under any circumstances.
6:00 p.m. The day shift ended, and the night shift started with 62 men running Piper Alpha. As he found the on-duty custodian busy, the engineer neglected to inform him of the condition of Pump A. Instead he placed the permit in the control centre and left. This permit disappeared and was not found. Coincidentally there was another permit issued for the general overhaul of Pump A that had not yet begun.
7:00 p.m. Like many other offshore platforms, Piper Alpha had an automatic fire-fighting system, driven by both diesel and electric pumps (the latter were disabled by the initial explosions). The diesel pumps were designed to suck in large amounts of sea water for fire fighting; the pumps had an automatic control to start them in case of fire (although they could not be remotely started from the control room in an emergency). However, the fire-fighting system was under manual control on the evening of 6 July: the Piper Alpha procedure adopted by the Offshore Installation Manager(OIM) required manual control of the pumps whenever divers were in the water (as they were for approximately 12 hours a day during summer) although in reality, the risk was not seen as significant for divers unless a diver was closer than 10–15 feet (3–5 m) from any of the four 120 feet (40 m) level caged intakes.
A recommendation from an earlier audit had suggested that a procedure be developed to keep the pumps in automatic mode if divers were not working in the vicinity of the intakes as was the practice on the Claymore platform, but this was never developed or implemented.
9:45 p.m. Because of problems with the methanol system earlier in the day, methane clathrate (a flammable ice) had started to accumulate in the gas compression system pipework, causing a blockage. Due to this blockage, condensate (natural gas liquids NGL) Pump B stopped and could not be restarted. As the entire power supply of the offshore construction work depended on this pump, the manager had only a few minutes to bring the pump back online, otherwise the power supply would fail completely. A search was made through the documents to determine whether Condensate Pump A could be started.
9:52 p.m. The permit for the overhaul was found, but not the other permit stating that the pump must not be started under any circumstances due to the missing safety valve. The valve was in a different location from the pump and therefore the permits were stored in different boxes, as they were sorted by location. None of those present were aware that a vital part of the machine had been removed. The manager assumed from the existing documents that it would be safe to start Pump A. The missing valve was not noticed by anyone, particularly as the metal disc replacing the safety valve was several metres above ground level and obscured by machinery.
9:55 p.m. First Explosion Condensate Pump A was switched on. Gas flowed into the pump, and because of the missing safety valve, produced an overpressure which the loosely fitted metal disc did not withstand.
Gas audibly leaked out at high pressure, drawing the attention of several men and triggering six gas alarms including the high level gas alarm. Before anyone could act, the gas ignited and exploded, blowing through the firewall made up of 2.5 by 1.5 m (8 by 5 ft) panels bolted together, which were not designed to withstand explosions. The custodian pressed the emergency stop button, closing huge valves in the sea lines and ceasing all oil and gas extraction.
Theoretically, the platform would then have been isolated from the flow of oil and gas and the fire contained. However, because the platform was originally built for oil, the firewalls were designed to resist fire rather than withstand explosions. The first explosion broke the firewall and dislodged panels around Module (B). One of the flying panels ruptured a small condensate pipe, creating another fire.
10:04 p.m. The control room of Piper Alpha was abandoned. "Mayday" was signalled via radio by radio operator David Kinrade. Piper Alpha'sdesign made no allowances for the destruction of the control room, and the platform's organisation disintegrated. No attempt was made to use loudspeakers or to order an evacuation.
Emergency procedures instructed personnel to make their way to lifeboat stations, but the fire prevented them from doing so. Instead many of the men moved to the fireproofed accommodation block beneath the helicopter deck to await further instructions. Wind, fire and smoke prevented helicopter landings and no further instructions were given, with smoke beginning to seep into the personnel block.
As the crisis mounted, two men donned protective gear and attempted to reach the diesel pumping machinery below decks and activate the firefighting system. They were never seen again.
The fire would have burnt out were it not being fed with oil from both Tartan and the Claymore platforms, the resulting back pressure forcing fresh fuel out of ruptured pipework on Piper, directly into the heart of the fire. The Claymore platform continued pumping oil until the second explosion because the manager had no permission from the Occidental control centre to shut down. Also, the connecting gas pipeline to Tartan continued to pump, as its manager had been directed by his superior. The reason for this procedure was the huge cost of such a shut down. It would have taken several days to restart production after a stop, with substantial financial consequences.
Gas pipelines of both 16 in (41 cm) and 18 in (46 cm) diameter ran to Piper Alpha. Two years earlier Occidental management ordered a study, the results of which warned of the dangers of these gas lines. Because of their length and diameter, it would have taken several hours to reduce their pressure, which meant fighting a fire fuelled by them would have been all but impossible. Although the management admitted how devastating a gas explosion would be, Claymore and Tartan were not switched off with the first emergency call.
10:05 p.m. The Search and Rescue station at RAF Lossiemouth receives the first call notifying them of the possibility of an emergency, and a No. 202 Sqn Sea King helicopter, "Rescue 138", takes off at the request of the Coastguardstation at Aberdeen. The station at RAF Boulmer is also notified, and a Hawker Siddeley Nimrod from RAF Kinloss is sent to the area to act as "On-Scene Commander" and "Rescue Zero-One".
10:20 p.m. Tartan Gas Line Rupture Tartan's gas line (pressurised to 120 Atmospheres) melted and ruptured, releasing 15-30 tonnes of high pressure gas every second, which immediately ignited. From that moment on, the platform's destruction was assured.
10:30 p.m. The Tharos, a large semi-submersible fire fighting, rescue and accommodation vessel, drew alongside Piper Alpha. The Tharos used its water cannon where it could, but it was restricted, because the cannon was so powerful it would injure or kill anyone hit by the water.
10:50 p.m. MCP-01 Gas Line Rupture The second gas line ruptured (the riser for the MCP-01 platform), ejecting millions of cubic feet of gas into the conflagration and increased its intensity. Huge flames shot over 300 ft (90 m) in the air. The Tharos was driven off by the fearsome heat, which began to melt the surrounding machinery and steelwork. It was only after this explosion that the Claymore platform stopped pumping oil. Personnel still left alive were either desperately sheltering in the scorched, smoke-filled accommodation block or leaping from the various deck levels, including the helideck, 175 ft (50 m) into the North Sea. The explosion also killed two crewmen on a fast rescue boat launched from the standby vessel Sandhaven and the six Piper Alpha crewmen they had rescued from the water.
11:18 p.m. Claymore Gas Line Rupture The gas pipeline connecting Piper Alpha to the Claymore Platform ruptured, adding even more fuel to the already massive firestorm that engulfed Piper Alpha.
11:35 p.m. Helicopter "Rescue 138" from Lossiemouth arrives at the scene.
11:37 p.m. Tharos contacts Nimrod "Rescue Zero-One" to appraise him of the situation. A standby vessel has picked up 25 casualties, including three with serious burns, and one with an injury. Tharos requests the evacuation of its non-essential personnel to make room for incoming casualties. "Rescue 138" is requested to evacuate 12 non-essential personnel from Tharos to transfer to Ocean Victory, before returning with paramedics.
11:50 p.m. With critical support structures burned away, and with nothing to support the heavier structures on top, the platform began to collapse. One of the cranes collapsed, followed by the drilling derrick. The generation and utilities Module (D), which included the fireproofed accommodation block, slipped into the sea, taking the crewmen huddled inside with it. The largest part of the platform followed it. "Rescue 138" lands on Tharos and picks up the 12 non-essential personnel, before leaving for Ocean Victory.
11:55 p.m. "Rescue 138" arrives at Ocean Victory and lands the 12 passengers before returning to Tharos with 4 of Ocean Victory's paramedics.
00:07 a.m., 7 July "Rescue 138" lands paramedics on Ocean Victory.
00:17 a.m. "Rescue 138" winches up serious burns casualties picked up by the Standby Safety Vessel, MV Silver Pit.
00:25 a.m. First seriously-injured survivor of Piper Alpha is winched aboard "Rescue 138".
00:45 a.m. The entire platform had gone. Module (A) was all that remained of Piper Alpha.
00:48 a.m. "Rescue 138" lands on Tharos with three casualties picked up from MV Silver Pit.
00:58 a.m. Civilian Sikorsky S-61 helicopter of Bristow Helicopters arrives at Tharos from Aberdeen with Medical Emergency Team.
01:47 a.m. Coastguard helicopter land on Tharos with more casualties.
02:25 a.m. First helicopter leaves Tharos with casualties for Aberdeen Royal Infirmary.
03:27 a.m. "Rescue 138" lands on Tharos with the bodies of two fatalities. "Rescue 138" then leaves to refuel on the drilling rig Santa Fe 140.
05:15 a.m. "Rescue 137" arrives at Tharos and after landing, then leaves taking casualties to Aberdeen.
06:21 a.m. Uninjured survivors of Piper Alphaleave Tharos by civilian S-61 helicopter for Aberdeen.
07:25 a.m. "Rescue 138" picks up remaining survivors from Tharos for transfer to Aberdeen.
At the time of the disaster 226 people were on the platform; 165 died and 61 survived. Two men from the Standby Vessel Sandhaven were also killed.
Reichsbrücke
Coordinates: 48 ° 13 '42 " N, 16 ° 24' 36" E | |
(Pictures you can see by clicking on the link at the end of page!)
Empire Bridge, seen from the north bank of
Use motor vehicles in the basement underground,
Cyclists, pedestrians
Road train Lassallestraße - Wagramerstraße (B8 )
Location Vienna, between Leopoldstadt (2nd District)
and Danube City (22 nd District)
Prestressed concrete bridge construction, double deck bridge
Total length 865 meters
Width 26.10 meters
Release 8 November 1980
Altitude 157 m above sea level. A.
Card reichsbrücke.png
Location of the Empire Bridge in Vienna
The Empire Bridge is one of Vienna's most famous bridges. It crosses the Danube, the Danube Island and the New Danube and connects the second District of Vienna, Leopoldstadt, with the 22nd District, Danube city. The building extends from Mexico place at Handelskai (2nd district) in a northeasterly direction to the Danube City and the Vienna International Centre (District 22).
The current kingdom bridge (Reichsbrücke) was opened in 1980, it is the third crossing of the Danube in the same axis, which bears the name kingdom bridge. The first Empire Bridge (also: Crown Prince Rudolf bridge when Project: National Highway Bridge), an iron bridge on current five pillars existed from 1876 until 1937. The second Empire Bridge, a chain bridge with two 30-meter high pylons on two river piers, was opened in 1937, it was next to St. Stephen's Cathedral and the Giant Ferris one of the landmarks of the city of Vienna. After the Second World War it was the only intact Danube river crossing downstream of Linz in Austria and became the busiest stretch of road in Austria. On Sunday, the first August 1976 the bridge collapsed in the early morning hours on full width of the Danube into the water. In the accident, which was not foreseeable by the then state of the art, one person was killed. The meaning and emotional charge, which had received the bridge by its colorful past in the Viennese population, increased further by the collapse.
Prehistory
The Danube before regulation (centric is the location of the Reichsbrücke marked)
Some years after the devastating flood of 1830 was considering Emperor Ferdinand I to regulate the Danube and at the same time to build several bridges over the resulting stream bed. The plan was, among other things, a chain bridge approximately at the site of today's Empire bridge, whose construction costs were estimated at two to three million florins. However, these plans came as well as future intentions, build stable bridges over the unregulated Danube, before the Vienna Danube regulation not for execution, the projects went not beyond the planning stage. All bridges over the Danube, whether for road or since 1838 for the Northern Railway, then had rather provisional character. Jochbrücken Those were trestle bridges made of wood, which were regularly swept away by floods or Eisstößen (bumps of ice chunks) and then re-built.
On 12 September 1868 eventually ordered Emperor Franz Joseph I, the nephew and successor of Ferdinand, the regulation of the Danube. At the same time, eventually, should be built "stable bridges". One of them should represent a direct extension of the hunter line (Jägerzeile) (today: Prater Road and the Schwimmschulstraße (now Lassallestraße). With the choice of this location a central urban axis should be continued, which ranged from the Gloriette in Schonbrunn over St. Stephen's Cathedral and the Prater Stern to the Danube. On the other side of the Danube, the bridge should join to the Vienna, Kagraner and Leopold Auer Reichsstrasse (since 1910 Wagramerstraße), which became a major transit route in the northeastern areas of the monarchy. The name of the bridge was accordingly to "Empire Road bridge" set.
First Reichsbrücke - 1876-1937
Crown Prince Rudolf bridge
Since 6 November 1919 : Reichsbrücke
Crown Prince Rudolf bridge since 6 November 1919: Reichsbrücke
Official name of Crown Prince Rudolf Bridge (1876-1919), since then Reichsbrücke
Use vehicles, trams (from 26 June 1898 on the current bridge single track) and pedestrian
crossing of Handelskai, Danube and floodplain
Construction iron lattice structures (river bridge), 341.20 meters
Total length 1019.75 meter (incl. bridge over Handelskai and floodplain)
Width 11.40 meters
Release 21 August 1876
Closure 11 October 1937
Toll 32 cruisers and 64 Heller per vehicle (up to 1904)
The by Franz Joseph commissioned bridge, which the main part of the 2nd district after the regulation of the Danube with the on the left bank lying part of the city Kaisermuehlen, the now Old Danube and the to 1890/1892 independent community of Kagran connected, was navigable from August 1876 to October, 1937. It has been renamed several times: During the construction period it had the preliminary name of Empire Road bridge, after its opening, it was Crown Prince Rudolf bridge. The term "Empire Bridge" but soon won through in general usage, as was said, for example, the stop of the Donauuferbahn (Railway) at the bridge officially Kommunalbad-Reichsbrücke. After the fall of the monarchy on 6 November 1919 it was officially renamed Empire bridge.
With a total length of nearly 1,020 feet, it was at that time the longest bridge connection over the Danube. It was 11.40 meters wide, the road took 7.60 meters and 3.80 meters, the two sidewalks. The original plan had provided a total width of eight fathoms (15.20 meters), the Parliament decided shortly before the start of the construction to reduce the width because of cost reasons.
The bridge consisted of three parts. The so-called Hubertusdamm, protected the March field against flood, and the flood area created in the Danube regulation (inundation) on the north, the left bank of the river was spanned by a stone, 432 meters long inundation bridge, which consisted of 16 sheets of 23 and 39 m width. Handelskai on the southern right bank of the river spanned the so-called Kaibrücke of stone with a length of 90.4 meters and four arches, each 18.96 m width. The actual current bridge was 341.20 meters long and consisted of four individual iron grating structures that rested on five 3.80 meter thick pillars, three of which were in the water. The distance of each pillar was 79.90 meters.
Construction
The current bridge seen from the north, from the left bank (St Stephen's Cathedral in the background); recording before the summer of 1898, there's no tram track
Construction began in August, 1872. Although at that time the stream bed of the Danube had already been largely completed, but not yet flooded. The Empire bridge was then, as the northern railway bridge Stadlauer Bridge and the Emperor Franz Joseph Bridge (later Floridsdorfer bridge), built in dry construction.
The building was designed by the Road and Hydraulic Engineering Department of Imperial Ministry of Interior, whose boss, Undersecretary Mathias Waniek Ritter von Domyslow, was entrusted with the construction management. Total construction cost of 3.7 million guilders. The metal construction had a total weight of 2,193 tons and was manufactured by Schneider & Co in Burgundy of Belgian welding iron.
The two piers on the banks were about five feet below the river bed, which is about eleven meters founded under the riverbed on so-called "blue Viennese Tegel" (a stiff to semi-solid floor similar to the clay which as sedimentary rock is typical for the Vienna basin). The pillars of the two foreland bridges (Kaibrücke and inundation bridge ) were established in shallow coarse gravel.
Of the four Danube bridges built at that time only the kingdom bridge (Reichsbrücke) was not opened to traffic when the new bed of the Danube on 14 April 1875 was flooded. Until 16 months later, on 21 August 1876, the birthday of the Crown Prince Rudolf, opened the Imperial Governor of Lower Austria , Baron Conrad of Sigmund Eybesfeld, representing the emperor, the bridge and gave her in honor of Crown Prince - contrary to the original plan - the name "Crown Prince Rudolf bridge". The opening ceremony was attended by a delegation from Japan, Minister of War Feldzeugmeister Graf Maximilian von Artur Bylandt-Rheidt and mayor of Vienna Cajetan Felder. The governor read a royal resolution, in which Franz Joseph announced the full imperial satisfaction with Oberbauleiter Waniek and several Engineers and Building Officers were awarded the Imperial Knights Cross. As highlight of the celebration the keystone of the last pillar of the ramp was set - under it were built into a cassette several documents, photos of the bridge, coins and medals.
Bridge operation
The Kaibrücke over the Handelskai on the south, the right bank of the Danube, recording c.1907
The bridge ramp and the four brick arches over the Handels on the south, the right bank of the Danube, it ( right) the bridge over the stream, recording from 1876
After the suicide of Crown Prince Rudolf in 1889, the bridge was popularly called "suicide bridge ". It was in the first years of its operation still not a very popular crossing of the Danube. Industry and trade settled slowly to the other side of the Danube. There were also no significant trade routes from north to March Field. Via the Old Danube, which it would have to be crossed, leading to around 1900 only a rickety wooden bridge.
In the first 28 years of its operation, the crossing of the Empire Bridge was charged. 32 cruisers and 64 Heller had to be paid per vehicle, which has been regularly criticized by newspapers in Vienna. Only after the villages north of the Old Danube in the year 1904/1905 than 21st district were incorporated, the crossing was provided free of charge and increased the popularity of the bridge. From 26 June 1898, the bridge was frequented by the tram. The occasion was the 50-year Jubilee of Emperor Franz Joseph. The route went (over the current bridge (Strombrücke) just single track ) for the moment to shooting range (Schießstätte) at Arbeiterstrandbadstraße and was on 22 December 1898 extended until Kagraner place. Operator was the Vienna-Kagraner train (WKB), which initially used for six railcars acquired from Hamburg. In 1904, the traffic operation of Vienna-Street Railways WKB.
The end of the bridge
1910 were counted in Vienna over two million inhabitants. On the left, northern bank of the Danube, more and more settlements and commercial enterprises emerged. This increased both the importance and the traffic on the Empire Bridge. Neither the load nor the total roadway width of less than eight meters were sufficient for this additional burden. 1930 damage was discovered at the bridge, which would have necessitated the refurbishment in the near future. In recent years, their stock weight restrictions has been to protect the bridge. Vienna's city government first planned a conversion of the old kingdom bridge. In 1933, under the federal government of Dollfuss a new building was disposed.
During the three years of construction work had the old bridge remain usable - ie the existing 340 meters long by 4,900-ton Strombrücke was there moved by 26 meters downstream in September 1934, and connected with the banks. The move operation lasted only six hours, the traffic interruption to the reusability lasted three days. The suspended bridge was then three years in operation. Immediately after the opening of its successor bridge it was dismantled.
Second Empire Bridge - 1937-1976
Second Reichsbrücke
The second Empire Bridge, circa 1975
Official name Reichsbrücke, from 11 April 1946 to 18 July 1956 the Red Army Bridge
Use private transport (2 lanes next to the tracks, 2 on the tracks), tram (2 tracks in the middle position), pedestrians (sidewalks 2)
Construction through the air: "Spurious" self-anchored chain bridge with reversed horizontal thrust); broadening of the inundation bridge used since 1876
Total length 1225 meters
Width 26.90 meters (including sidewalks)
Longest span 241.2 meters in the central opening, 60.05 and 61.05 meters in the side openings
Construction September 1934
Release 10 October 1937
Closure 1 August 1976 (collapse)
The second realm bridge had a total length of 1255 meters. The current bridge had a length of 373 meters and a maximum span length of 241.2 meters, the construction of the third largest chain bridge in Europe. It had two pylons made of steel with a height of 30 meters above road top, standing on two piers and with the bridge superstructure burd two steel chains carrying.
The bridge was staged as a symbol of the wealth and size of Vienna. So it was yet in the late 1930s next to St. Stephen's Cathedral and the Giant Ferris emblem for the third city of Vienna declared and served as an internationally used symbol on all promotional literature and invitations to the Vienna Exhibition in 1938.
Competition
First, the Commerce Department announced a precompetitive, although that could win the architects Emil Hoppe and Otto Schonthal, the result of which, however, did not correspond with the Ministry and the City of Vienna. The final competition for the construction of the Empire Bridge was finally announced in Spring 1933 and awarded in November. As architectural advisor to the eight-member jury acted the architect Clemens Holzmeister. The jurors selected from 64 submitted, one of which even provided for a tunnel under the river Danube. The winning project was a chain bridge by architects Siegfried Theiss and Hans Jaksch. This design provided only two pillars standing in the water. Three quarters of the full width of the river should be free spans. The bridge would connect directly to the still-to-use, only to be widened inundation bridge of the first Empire bridge over floodplain and Hubertusdamm.
Construction
Construction began on 26 February 1934, two weeks after the civil war-like battles in February. The cost of 24 million shillings were imposed to one third of the city of Vienna, two-thirds came from the federal budget. There were only Austrian companies involved in the construction. The two pillars were erected in caisson construction.
Soon the first difficulties appeared. The ground, especially in the Danube River, on which the bridge piers and anchor blocks for the chains should be founded, proved to be less viable than the planners had anticipated. It was originally planned to have to shoulder a large part of the weight of the Strombrücke, primarily of the area lying between the pillars middle part of the bridge, of two chains that run on both sides of the two pylons and should be anchored right in the river on heavy, solid anchor blocks of concrete. However, it was feared that this abutment on the Danube soft soil by the large tensile forces of 78.5 million N (8,000 t) per chain would start sliding and could not be adequately anchored in the Danube ground.
Professor Paul Fillunger of the Technical University of Vienna became the largest public critic of the building. He was of the opinion that not only the foundation of the anchor blocks, but also the pillars of the Danube in the soft ground was irresponsible because the bridge would not have the necessary stability. Contrasting opinion was his colleague of professors, soil mechanics Karl von Terzaghi. In his view, the nature of the Danube soil was suitable for the pier foundation. The disagreement was part of a personal feud, which was publicly held. Together with his wife Fillunger took in 1937 due to a disciplinary procedure that ran against him at the Technical University of Vienna his life. The construction of the bridge was rescheduled after the proposals Terzaghis: the chains were not fastened to anchor blocks on the Danube ground, but directly to the two main girders of the steel supporting structure, ie on the bridge itself anchored.
In June 1936, the building was overshadowed by a shipwreck: the people steamer "Vienna" DDSG was driven to a pillar. The ship broke up and sank immediately. Six people were killed.
The final link in the chain was composed of 98 members on 16 November 1936 inserted. Thereafter the lowering of the support stand began to displace the chain in tension. The production of the concrete deck slab of the bridge deck and the installation of sidewalks followed in the spring of 1937, in the summer, the bridge was painted dark green.
From 1 to 3 October 1937 the stress test of the building took place in the stretched chains and the pylons were slightly rotated. Were then driven as a load test 84 trucks and 28 loaded with stones streetcars on the bridge and left to stand there for a few hours. All measurements were running satisfactorily, so that on 4 October the first tram of line number 16 was able to drive over the kingdom bridge. A day later, the bridge was unofficially released for streetcar traffic. To traffic it remained locked up to its opening.
Austro-Fascist propaganda
A labor-and cost-intensive project such as the construction of the bridge was fully in line with the spirit of the Austro-fascist regime: the end of 1933, unemployment stood at 38.5 percent. The construction of the second Empire bridge can therefore be seen as a job creation project, similar to the construction of the Grossglockner High Alpine Road or the Vienna High Road.
On 10 October 1937, the Empire Bridge was officially opened. The corporate state government held a solemn state ceremony with President Wilhelm Miklas, Chancellor Kurt Schuschnigg, Cardinal Theodor Innitzer, the Vienna Vice Mayor Fritz Lahr and Trade Minister Taucher who called the new Reich bridge as a "symbol of creating life force of the new Austria". Present were alongside architects, project managers and designers also a delegation of the opus "New Life" of the Fatherland Front, all workers involved in the construction of the construction companies and 10,000 school children. Soldiers of the armed forces lined the shore.
The Viennese city researcher Peter Payer writes about the pompous production:
"Conspicuously, propagated the carefully staged celebration the new model of society of the Austro-fascist government: the ending of the class struggle and overcoming social barriers through meaningful work and cooperation of all professional groups. [ ...] The completion of the bridge was portrayed as unprecedented cultural achievement, as a joint work of all involved". - Peter Payer.
The event was broadcast live on the radio, the newspapers reported widely about it. At the event, postcards, envelopes, and a commemorative stamp was issued and even a "Reichsbrücke song "composed, in which was said:
"A thousand hammers, wheels, files,
thousand hands had to rush
the great work that was!
Salvation of the work that connects,
Hail to the work, healing our land!"
- Empire Bridge Song
The Empire Bridge in the Second World War
During the Second World War the German army used two support pillars of reinforced concrete under the Empire Bridge into the Danube, so that the building would not completely fall into the water when it was hit, but could be repaired. In addition, at each of the two pylons were erected platforms for anti-aircraft guns.
In early April, 1945, in the last days of the war, Soviet armies were moving from the south and west heading to the city center. The fleeing units of the SS blew up in their retreat to the north gradually almost all Vienna Danube bridges.
For the Nordwestbahnbrücke, the Floridsdorfer bridge and the Nordbahnbrücke the "defenders" of Vienna had by Hitler's headquarters on the 8th April 1945 sought the permission for demolition, the Stadlauer Ostbahnbrücke was also blown up without explicit permission. With the Reichsbrücke, however, Hitler had personally for days the blasting ruled out, still yet at 11 April 1945, just on 13 April afternoon allowed, at a time when the southern bridgehead was already occupied by the Red Army, was the northern bridgehead without coverage in their field of fire and the German troops who had retreated to the left bank of the Danube, north west withdrew, for not beeing closed in by the Red Army. There was therefore no chance to blow. The Red Army occupied the evening of the 13th April also the northern bridgehead.
On 11 April, at the height of the battle of Vienna, the Russian troops with armored boats already had been advanced on the Danube to the Reichsbrücke (officially called by the Russians "Object 56") and had obscured the area. They went on the right bank of the Danube, about 500 meters northwest of the bridge, on land and moved slowly to the building.
Decades later, it was unclear why exactly the Empire bridge was not blown up. The Red Army, the Austrian resistance movement O5 as well as members of the armed forces later claimed they just would have prevented the explosion. One version said that, at the Battle of 11 April some soldiers of the Red Army should have gotten to the beachhead, where they destroyed the explosive lines. Another version was that Red Army soldiers were led by a knowledgeable local Vienna sewer worker sneaked through the sewer system of Vienna to the bridge to prevent the demolition. Clarity created in 2012 the analysis of historical sources with the résumé. Ultimately, it was Hitler himself which had prevented demolition of the bridge until the last moment. The Reichsbrücke was now the only intact bridge crossing over the Danube between Linz and the state border. She was thus given a status symbol, it was a sign of the resilience of Austria.
The city council renamed the Empire Bridge on the anniversary of the liberation of Vienna on 11 April 1946 in honor of the liberators "Bridge of the Red Army Bridge". Was also on this occasion by the city government to the left of the bridge driveway in the 2nd district an obelisk (reddish colored lightweight concrete on wood construction) erected with the Soviet Star on the top of which was in German and Russian to read:
"THE HERO WILL
LANDING GUARD SQUAD
AND SAILORS
IN GRATITUDE
THE EXEMPT
VIENNA "
- Obelisk, then plaque on the bridge
The obelisk was removed after 1955. The inscription was then attached on a bronze plaque that was mounted directly to the bridge. The bridge was at 18 July 1956 re-named Reichsbrücke.
Reichsbrücke in the postwar period
To the rebuilding of Floridsdorfer bridge 1946 the Reichsbrücke was the only way to reach Vienna coming from the northeast on the road. Although it was not blown up, it still suffered numerous losses, primarily by shellfire. In 1946, took place the first rehabilitation of war damage of the bridge, from May 1947 work on a larger scale was made. Thereby five hanging rods have been mended and repaired the vault of the inundation bridge. The smoke control ceiling above the Donauuferbahn has been replaced. At seven chain links had to be renewed a total of 26 blades. For this temporary piers were used on barges, which again ate on the river bed. The work was finished in 1952. On the Reichsbrücke originally was wooden heel patch installed, this was 1958-1960 replaced by granite stone pavement, which resulted in an additional load of 4688 kN for each pylon bearing. The enormous, newly ascended individual traffic led more often hinder the tram traffic on the bridge, therefore the tracks in the sixties by blocking lines have been declared not approved for individual traffic of the roadway. Now, congestion of vehicular traffic was the result.
Empire bridge collapse in 1976
The southern, right after the collapse of the banks, recording August 1976
Bridge debris on the north, left bank, recording August 1976
On Sunday, the first August 1976 Reichsbrücke 4:53 to 4:55 clock crashed to almost full length of the main bridge into the water. The first radio announcement was made at 5:00 clock. An eyewitness described the collapse as". The whole bridge has suddenly lifted a foot and then dropped loud crashing on the entire length".
On the Kaibrücke as well as on the Überschwemmungsbrücke (inundation bridge) the carrier collapsed in several places, but both bridges were standing. The Strombrücke itself broke into three parts, the middle part falling into the water as a whole and and the two outer parts obliquely hanging into the water. The south-facing pylon fell downstream and damaged heavily the stern of a passenger ship, the north side pylon collapsed in the other direction on the flood plain.
At the time of the collapse, five people were in four vehicles on the bridge: a bus driver in an urban articulated, two employees of the ÖAMTC in a roadside assistance vehicle, the driver of a Volkswagen Beetle, which had requested the breakdown service because of a defective tire following an accident as well as the driver of a minibus, who was employed as a driver at the ORF. The bus driver crashed his vehicle into the Danube and was rescued unharmed within hours. The ÖAMTC employees and the VW drivers were on that part of the Kaibrücke, which indeed broke and fell, but not completely destroyed, so that they could save themselves by foot. The ORF driver was trapped in his pickup truck and found his dead the day after the collapse.
Within an hour was a quarter of all vehicles of the in Vienna available Fire Brigade on the site of the collapse, it was the alarm given stage IV. Also, police, ambulance and army were represented by large contingents. The on the bridge located water pipes that supplied drinking water to the north of Vienna, put the Handelskai under water. Explosions were also feared because the gas lines running across the bridge were broken. There was on the scene for days strict non-smoking. First, many people were north of the Danube without gas, electricity, water and telephone. Already on the second August was, however, restored the supply.
One of a series of WW2 posters issued by the umbrella group "British Buses' exhorting changes in travelling habits due to wartime demand and conditions. It is certainly very graphic with the 'sardines' and sardine tin motif! James Fitton was born in Oldham, Lancashire, in 1899 and who died in 1982. He was a poster designer, artist and lithographer.