View allAll Photos Tagged Relation
It´s the first time i see an almost perfect relation between lens rendition on film and on digital.
I find this lens awesome it really surprises me in every different environment.
The Canon 50mm f1.2 is more even and perhaps flat and consistent.
My next easy going lens test will be Canon 50mm f 1.2 and this sonnar!!!!!!
Daan Roosegaarde's (NL) Flow 5.0 is an interactive landscape made out of hundreds of ventilators which reacts on your sound and motion. By walking and interacting the visitor creates an illusive landscape of transparencies and artificial wind. Moving through Flow 5.0 the visitor becomes conscious of himself as a collective body, in a dynamic relation with space and technology.
credit: Daan Roosegaarde
Många åker till Ängsbacka för att fördjupa sin relation. Ängsbacka bjuder på ett smörgåsbord av olika evenemang, festivaler, kurser och workshops året runt. Varmt välkommen.
Welcome to depth, warmth, sharing, fun, joy, play, togetherness, giving meaning, sharing, caring, gratitude, creativity, strength, beauty, dissolving illusion, simplicity, experiencing nature, transformation, connection, reaching out, saying yes, nourishing, feeling, opening to touch, abundance, authenticity...
"Since I can think, I was doodling, filling every blank surface with scrawls. Then sketchbooks channeled that passion a bit more.
After finishing architecture studies ten years ago, I moved to Berlin, where i work as an illustrator now. We got children, and there was not much time for sketching anymore.
Kids got older and I discovered Urban Sketchers. Maybe it was not lack of time, but lack of influence, that had constricted my sketching? Now I draw more than ever. Since I reactivated my sketching, my relation to Berlin intensified and I got somehow involved in the city.
I rarely go out for the exclusive purpose to draw, but I always carry sketchbook and pen with me and use it on every occasion. Most of my sketches are done in short breaks into my common everyday-movements. I choose topic, view etc. spontaneously and try to let a place flow with as few resistance as possible on the sheet, trying, to get "disturbing me" out of the way. I like this state of concentrated "self-unawareness." Hopefully occasionally something of "common interest" emerges from that practice…"
• Rolf's sketches on flickr.
• Rolf's blog.
• Rolf's website.
Queensland State Archives DR136
The William Jolly Bridge is a heritage-listed road bridge over the Brisbane River between North Quay in the Brisbane central business district and Grey Street in South Brisbane, within City of Brisbane, Queensland, Australia. It was designed by Harding Frew and built from 1928 to 1932 by MR Hornibrook.
The style of the bridge's design is Art Deco, which was popular at the time. MR Hornibrook company built the bridge that consists of two piers that were built in the river and two pylons on the river banks, which support three graceful arches. The rainbow arch type, as it was described, was claimed to be the first of its type in Australia. It is a steel frame arch bridge with an unusual concrete veneer, treated to make it appear like "light-coloured porphyry".
When opened, during the worst year of the Great Depression, the bridge was known simply as the Grey Street Bridge. It was renamed to the William Jolly Bridge on 5 July 1955 in memory of William Jolly, the first Lord Mayor of Greater Brisbane. It was added to the Queensland Heritage Register on 6 August 1996.
History
The William Jolly Bridge was constructed between 1928 and 1932 following the formation of Greater Brisbane in 1925, and was one of the first major capital works of the new Brisbane City Council and bears the name of its first Mayor, William Jolly. At the time of construction, the only traffic bridge linking the Brisbane central business district and South Brisbane was the second Victoria Bridge, built in 1897 to replace an earlier bridge washed away in the flood of 1893. The William Jolly Bridge crosses the Brisbane River at the tip of the South Brisbane peninsula between Grey Street, South Brisbane, and at North Quay at the intersection of Skew and Saul Streets on the northern bank.
The tip of the South Brisbane peninsula is traditionally a point of crossing. A sandy beach marked the point of crossing for aboriginal tribes from the Moreton region, then later for Europeans who crossed the river near this point on the North Quay ferry, and then from the 1930s via the William Jolly Bridge. On the south bank, aboriginal and later European pathways and land use patterns formed the basis for subsequent traffic networks.
Prior to European settlement, the whole of the South Brisbane peninsula was known as Kurilpa, meaning the place of rats, due to the large number of bush rats to be found in the lush vegetation of the area. (The riverfront park adjacent to the bridge at South Brisbane is now called Kurilpa Point.). The first European use of the south bank occurred soon after the establishment of the Moreton Bay penal settlement in 1825 when convicts cleared the flats across the river in order to grow grain to feed the settlement. In 1830 the cultivation of the flats on the south bank was ordered to cease by the Commandant; however throughout the 1830s timber was being exported to Sydney from the south bank. Those en route to the outstations at Coopers Plains, Limestone Hill and Cleveland crossed the area.
On 10 February 1842, following the closure of the penal settlement, the Moreton Bay district was declared open for free settlement. As the point of entry and exit, South Brisbane prospered in the 1840s. In 1846 Brisbane was brought within the provisions of the Police Towns Act of 1839, and boundaries to the town were set.
The first ferry to convey passengers, horses and carriages began operation from Russell Street c.1842. For over 30 years this was the only vehicular ferry crossing to North Brisbane (as the Brisbane CBD was then known) in this area, except for a brief period from June 1865-November 1867 when a temporary timber bridge, which was rapidly destroyed by marine borer, spanned the river.
Brisbane's first burial ground had been established on the northern bank where Skew Street is now located, (later moved to Hale Street where it became known as Paddington Cemetery, site now partially occupied by Suncorp Stadium), and to the rear of the burial ground a new gaol was established by 1860 and military barracks in 1864. Farming was established along the banks of the river, and development concentrated on Petrie Terrace. Land between the new burial ground and barracks was put up for auction in 1861, and from 1863 the auctioning of suburban allotments (now Paddington) encouraged the spread of the settlement along the ridges.
The North Quay Ferry, a row boat, crossed the river where the bridge now stands, and the River Road (now Coronation Drive) was established as a track which serviced properties towards Toowong. The extension on the Main Line railway from Ipswich to Brisbane in 1875 isolated the strip of riverfront residences from the working-class houses in Milton and Paddington, and this contributed to the relative lack of development along the northern bank of the Milton Reach of the river in subsequent years.
The opening of the Victoria Bridge on 15 June 1874 provided an important transport and communications link between the north and south banks of the river, and provided further impetus to the development of the south bank. The Victoria Bridge was funded by the Brisbane Municipal Council and a toll was imposed to recover costs. Eventually, responsibility for the bridge was taken over by the Queensland Government.
In the 1880s, the south bank experienced a development boom. The South Brisbane dry dock was opened in 1881, coal wharves at Woolloongabba and associated rail links were established c.1885, and South Brisbane railway station was established as the passenger terminus for suburban and country lines built during the 1880s. Industry and commerce was attracted to the area, and Stanley Street developed into a major retail centre and thoroughfare. The spread of housing included the development of large residences located along the ridges with views of the river, and industry developed along the southern bank of the Milton Reach.
The establishment of the South Brisbane municipality occurred on 7 January 1888. The development of the civic centre focused on the Stanley and Vulture Street intersection, with the construction of the South Brisbane Town Hall, Fire Station, Post Office and South Brisbane railway station. The boom of the 1880s collapsed, followed by maritime and pastoral strikes in the early 1890s, and the collapse of banks in 1893. Land and rent values plummeted to their lowest levels and hundreds of home owners applied to the council to work out their rates. A series of floods of the Brisbane River in 1893 resulted in the collapse of the Albert rail bridge at Indooroopilly in 1893, which diverted all rail traffic to South Brisbane, and the collapse of Victoria Bridge on 6 February 1893 which cut vital transport and communications links with the central city. A report in the Telegraph on 8 February 1893 described the event as:
"What a terrible hiatus in the course of business alone has been caused by the collapse of Victoria Bridge. Once again, for practical purposes, the metropolis is divided into two separate towns. No bridge, no telephone, no telegraph, and vastly inadequate ferry accommodation."
Urban expansion on both sides of the river continued with the opening of the new Victoria Bridge in 1897 and the advent of electric trams. The first encroachment of industry into the residential enclave along the high northern embankment occurred above the North Quay ferry terminal in 1897 with the construction of the Helidon Spa Company's extensive works from the North Quay-River Road intersection. The residential enclave was further reduced when the Morrow-Rankin (later Arnott's Biscuits) factory was established upstream from the Helidon Spa works in 1913.
On 3 October 1903, the Queensland Government gazetted the proclamation which constituted the City of South Brisbane. From 1908 the South Brisbane City Council tried to bring all the wharves in the South Brisbane Reach under its control and encouraged further commercial and industrial development along the river front. As finance permitted, provision of services such as gas, electricity, road sealing, water supply and an adequate system of drainage and sanitation improved the living and working conditions in the area and generated a demand for residential accommodation and improved cross-river communication.
In the immediate period after World War I, residential growth created continued demand for public transport, particularly through and from the South Brisbane peninsula. Land resumption for road widening was enacted in both Stanley and Melbourne Streets, and in September 1925, South Brisbane City Council is noted as having a population of 40,000 persons. In 1930 the completion of the Sydney to South Brisbane interstate railway benefited the local economy with a demand for factory and manufacturing sites. Health factors, noise and nuisance associated with industry and proximity to wharves and docks all contributed to the changing perception of the area bounded by Grey and Boundary Streets, Montague Road and the river. As a result, when the time came to resume land in connection with the construction of the Grey Street Bridge, there was scant opposition.
The Grey Street Bridge was conceived as a bypass for motor traffic between the southern suburbs and western suburbs of Brisbane to avoid increasing traffic congestion on the Victoria Bridge and on CBD streets such as George Street.
By the time Greater Brisbane was formed in 1925, the need for further cross river links had been established. Traffic across the Victoria Bridge had increased 76% from 1912–1925, and in 1923 it was noted that traffic tonnage had increased 49.5% in 15 months. The Victoria Bridge also contributed to traffic congestion in the Brisbane CBD as all traffic between the suburbs on the north and south sides of the river had to pass through the CBD. The 1897 Victoria Bridge had a paved deck with bituminous surfacing on wrought iron troughing. Between 1920-1922 this paving was replaced by concrete, causing traffic congestion. In 1922, the need for additional traffic on Victoria Bridge was identified, and the Mayor of Brisbane noted the need for cross river traffic as pressing and urgent. The Victoria Bridge structure was investigated in 1923 to determine its strength for further loading, and Walter James Doak, Bridge Engineer of the Queensland Railways, noted that the bridge is now loaded to rather more than its orthodox capacity under live load, but it was considered that there was no immediate danger of collapse. His recommendations included various repairs, and that a second bridge should be built.
The first meeting of the Greater Brisbane Council in March 1925 passed a motion concerning the employment of experts to investigate what cross river facilities were required and their best locations. Mayor William Alfred Jolly was Chairman of the Bridges and Ferries Committee, and recommended that three experts be employed. A motion was passed on 20 May 1925 to appoint a Cross River Commission, which reported on 11 January 1926 (chairman Roger Hawken, Professor of Engineering at the University of Queensland, William Muir Nelson and Ronald Martin Wilson). The report showed 11 proposed river crossings, and considered costs and savings made due to the reduction in haulage costs etc., and the need for a railway bridge was also discussed. A bridge at Grey Street would be a bypass for motor traffic between the southern suburbs and western suburbs of Brisbane to avoid increasing traffic congestion on the Victoria Bridge and on CBD streets such as George Street. A crossing at Kangaroo Point (where the Story Bridge was later built) was estimated to cost 6 times the Grey Street crossing, and further reports were commissioned from William John Earle, the City Planner, and Eneas Fraser Gilchrist, the City Engineer. These reports proposed the Grey Street bridge be two level for road and rail traffic, and a second bridge from Wellington Road to Sydney Street, New Farm, with a major ring road called the Main Parkway Boulevard, be constructed.
On 7 June 1926 Council decided to build a bridge from Grey Street, South Brisbane. However, Gilchrist Avenue (named after EF Gilchrist City Engineer), which is on the other side of the rail line to the proposed Main Parkway Boulevard, is in essence part of the proposed traffic system for the Grey Street Bridge as per Earle's recommended ring road system. The existing Gilchrist Avenue's original drawings are dated 25 June 1930.
The Council called applications for a bridge engineer to design a steel or reinforced concrete bridge on 10 July 1926. Harding Frew, a local but prominent civil engineer, was appointed Engineer for the bridge on 12 November 1926.
Problems were encountered with the design of the bridge due to the depth of rock below the river bed increasing from approximately 14 to 23 metres (46 to 75 ft) on the southern bank. Due to the costly foundation work, a bridge type with long spans was chosen. Harding Frew considered five bridge types, each a variation on a theme, stating in his report that:
"it is frankly admitted that the purely economical aspect alone has not been given as much weight... as the consideration of utility, with good taste, combined with minimum maintenance cost. ... The maintenance requirements for, and performance of, steel bridges was also noted as a concern."
Harding Frew recommended bridge type A and the Council adopted his recommendation, of which some of the details of approaches etc. changed from design to construction. The chosen bridge design was to be of concrete-encased steel with arched ribs which rise through the deck. The final decision of the type of bridge, from the five under consideration, was essentially aesthetic, and was influenced by the so-called Rainbow Arch Bridge, carrying Robert Street, St Paul, Minnesota across the Mississippi River. Harding Frew acknowledged this in his report, including photographs of the bridge, and stated that:
"the time has come when some improvement in the appearance of our city bridges should be looked for in Queensland. ...The questions of utility and aesthetics should also be weighed carefully, especially in relation to a city's importance, its civic pride, and its future."
The selected bridge design differed from the St Paul bridge in that it has three major spans whereas the St Paul bridge only has one, and this has been suggested as possibly making the William Jolly Bridge unique.
The council resumed large areas of land bounded by Roma, Saul and Skew Streets, and between Skew Street, Eagle Terrace and North Quay on the northern side, and on the southern side, east of Grey Street between Montague Road and Melbourne Street. The final position of the bridge was determined by Harding Frew's recommendations (Earle and Gilchrist's were slightly upstream from the present site) and was accepted by Council in late 1926. The bridge was to have a North Quay underpass, and the estimated total cost was ÂŁ700,000 including viaducts, compulsory acquisitions, roadways, approaches and contingencies. This caused dismay, and the Commissioner for Main Roads considered that the cost should be contained to ÂŁ500,000 by reducing the North Quay roadworks, minimising resumptions and building a different type of bridge.
Nevertheless, Council called tenders and MR Hornibrook Ltd submitted the lowest of ÂŁ384,850 and this was accepted on 8 May 1928. Work commenced in August 1928 and was completed in March 1932.
An artist's impression at the time of construction shows trams crossing the bridge with overhead cables, a monument of some kind at the intersection of Skew and Saul Streets, and a different number of viaducts on southern side to those actually built.
An incident occurred on 17 February 1927 which highlighted the potentially disastrous situation of having only one bridge across the Brisbane River. The cargo steamer Chronos was taken upstream by a rising tide and the bow was wedged under the Victoria Bridge. Tugs managed to pull it out eventually, but the rising tide could have dislodged a span of the bridge and dumped it in the river, and this was highlighted in the press at the time.
As mentioned, the depth-to-rock over much of the length of the William Jolly Bridge posed a major problem in the design of the foundations. The original design had the piers supported on timber piles, with inclined piles to resist the thrust from the small arch. Piles were driven immediately to the south of the pier, but it became impossible to drive them into the rock and the design was changed to utilise reinforced concrete caissons (heavy, hollow, vertical reinforced concrete cylinders), and the contractor was noted as being completely in accord with this decision. The southern approach spans piers founded on timber piles all driven to rock, or to such depths as it was possible to drive them without damage, and the river piers are founded on reinforced concrete caissons. To achieve this the Sand Island method was invented by Manuel Hornibrook (1893-1970).
The Sand Island is an artificial island constructed by placing sand within a closed ring of sheet piles driven into the bed of the river. Two islands were constructed for each pier (one for each of the cylindrical caissons) with the caissons being 28 feet (8.5 m) in diameter at the base. The pier on the sloping mud bank also used this method with rectangular caissons. Hornibrook is quoted as stating:
"...as far as I am concerned the idea is an original one....The idea came to me one morning about 3 o'clock. I was so much taken up with it that I got out of bed and commenced to design a scheme to carry out the piers for the Grey Street Bridge."
The use of Sand Islands was highly successful and very accurate, and overcame the problem of requiring the cutting edge to be placed directly on dry ground. The material was dredged out of the centre of the caisson and the cylinder progressively sank; however it was necessary to ensure that the caisson was fixed securely to rock and it was therefore essential to ensure man-access into the cylinder. This was achieved by using an air-lock system, but as the men worked under high pressure they could possibly suffer from the bends and an hospital air-lock was located at the surface for repressurisation if required. The foundations for the bridge were very deep, and the experience gained in the construction of this bridge, and later the Story Bridge, was considered of great value and to be a major achievement.
The steelwork was fabricated at the Evans Deakin & Company plant at Rocklea, and the arches had just been fixed in place when, on 5 February 1931 a major flood swept timber falsework away but fortunately the steelwork remained in place.
The steelwork was encased in Gunite, a sprayed dry mix concrete, the process of which was based on an invention in the United States at turn of century to spray plaster of paris in the reconstruction of skeletons of prehistoric animals. Between 1904-1909 this method was modified to spray sand and cement using a machine known as a Cement- Gun. Gunite was copyrighted in 1912 and continued as a proprietary trademark until 1967, when it became a generic term. The process involves a mixture of sand and cement which is loaded into one chamber, a stream of the dry mixture is forced along a delivery pipe to the gun, and on discharge is mixed with an annular jet of water. It was only in the 1920s that the process spread internationally, and it is difficult to ascertain whether other examples of bridges using the Gunite process, beside the St Paul Minnesota bridge, exist. It would appear that the use of Gunite in the arches, beams, deck members and hangers of the main spans, is a major early use of the process in Australia. The Opening Booklet for the bridge states:
"The encasing of broad flange beams with concrete applied under pressure introduces new methods to Brisbane."
The southern approach of the bridge, to the south of Montague Road, was designed to have wider footpaths and roadway than the remainder of the bridge to conform with the decision of the council to utilise this portion of the approach, so that access might be had to abutting buildings (directly) from the bridge roadway.
The concrete balustrades were made by the Hume Pipe Company, and were centrifugally cast in their factory at West End. The Hume brothers invented the centrifugal casting method, for the casting of concrete pipes etc., and their firm was established in Adelaide in 1910. The mould for the grotesques, which decorate the bridge, was made by Karma Eklund, daughter of the State Manager, Hugo Eklund.
The structural steelwork including angles, plates, channels etc. was almost wholly imported from Great Britain. Broad flange beams were supplied from Belgium, the largest being 30 x 12 inches (300 mm) which were larger than Australian rolled beams at the time. The use of large sections in the southern approaches allowed longer spans thereby reducing the number of piers. The cement and aggregate was supplied by the Queensland Cement and Lime Company.
Provision for a major water pipe never eventuated, and the closer spacing of stringers in the centre to support a tramway was not utilised. The decorative towers were intended to support overhead cables for the proposed tramway. The bridge originally crossed the North Quay underpass on two continuous, reinforced-concrete girder spans, each 33 feet (10 m) with girders of variable depth. These have since been replaced by precast, prestressed concrete deck units above Coronation Drive, which links onto the Riverside Expressway, and in the process the footpath widths have been reduced.
The extent of work included in the bridge contract excluded some retaining walls, roadways etc. on the northern side which were designed by the council. A statement was presented to the council on 14 November 1933 showing the official final cost as ÂŁ688,387/12/5.
The Grey Street Bridge opened on 30 March 1932. The bridge was officially opened to traffic on 30 March 1932 by Sir John Goodwin, the Governor of Queensland, just eleven days after the opening of the Sydney Harbour Bridge. A large crowd gathered on both sides of the river and 600 invited guests were in attendance.
There was great community interest in the massive public works under construction at the time. It was the era of the Great Depression and massive public works, and Vida Lahey, a distinguished Queensland artist, painted the bridge at least three times during its construction. She also painted other public works including Anzac Square, the State Government Offices (Anzac Square Building), and the Central railway station. Although there was widespread public interest in the bridge, it was eclipsed within ten years by the much larger and more prominent Story Bridge.
An unusual feature of the Grey Street Bridge is that the arches rise through the deck. It is noted that those living in Brisbane tend to regard this as normal for a bridge of this type; however this is in fact most unusual and few bridges around the world, including the Sydney Harbour Bridge, have this feature. The problem confronting Harding Frew was not the span-t- rise ratio of the arch itself, but rather its effect on the design of the deep foundations required at the site.
The bridge was designed to alleviate the traffic on the Victoria Bridge, but by as early as 1939 it was carrying 45% of the cross river traffic and was effectively doing more than it was designed to achieve.
On 5 July 1955, the Council decided to rename the bridge the William Jolly Bridge, in honour of William Alfred Jolly (1881-1955). Jolly was Alderman of Windsor Town Council from 1912 to 1925, including 5 years as Mayor. On 21 February 1925 he was elected first Mayor (later Lord Mayor) of the Greater Brisbane Council for six years until his retirement in 1931. John William Greene was the lord mayor when the bridge was opened. Jolly had moved the motions which led to the construction of the bridge. The Greater Brisbane Act gave the council a charter which vested in the council the power to frame its own legislation and the Council proceeded with a bold policy of civic improvements, including the Grey Street Bridge, the newBrisbane City Hall, Anzac Square, the tramways, water supply and sewerage.
Originally the bridge, roadways and footpaths were illuminated by spherical glass light fittings on cast metal mountings on both sides of the arches and the decorative arches of the tower-like elements. These fittings were replaced by the present lighting in 1964.
Many of the balustrades have been replaced, and prior to 1972 the complete roadway was resurfaced with asphalt. The bridge was first painted in 1974. A cream colour was chosen to reflect the approximate colour of newly poured concrete. Floodlighting was also introduced in 1974.
The original two-span overpass over North Quay, later over Coronation Drive, was replaced by the present single-span structure using precast, prestressed concrete deck units in 1988.
Description
The William Jolly Bridge crosses the Brisbane River at the tip of the South Brisbane peninsula between Grey Street, South Brisbane, and North Quay at the intersection of Skew and Saul Streets on the northern bank. The bridge carries four lanes of traffic with pedestrian paths to either side, and retaining walls return at right angles to the bridge at the northern end supporting North Quay above.
The bridge spans between ground level on the higher northern bank, ramping down to Grey Street inland from the southern bank. To achieve this, the bridge was constructed with three major spans of arched ribs across the river, with two smaller arches at the northern embankment and a single arch at the southern embankment, and a viaduct consisting of 16 spans ramping down to Grey Street to the south. The southern ramping section curves towards the southeast in plan, crossing Montague Road to align with Grey Street. The two smaller arches at the northern embankment are no longer extant, and have been replaced by precast, prestressed concrete deck units above Coronation Drive, which links onto the riverside expressway.
The bridge is constructed of concrete encased steel, with the three major spans of arched ribs rising through the deck. The roadway is partly supported by hangers from the arches which project above, and cross girders and stringers below. The ramping southern section roadway is supported by longitudinal broad flange beams supported by rows of piers, with the southern end abutment being earth filled between reinforced concrete retaining walls.
A misconception at the time of construction was that the concrete encasing was decorative and was only used to hide the structural steelwork of the bridge. This was incorrect as the bridge was designed as a reinforced concrete structure, with the steelwork acting as reinforcing and the concrete carrying a major part of the load. However, the concrete is also used in a decorative manner to represent oversized coursing on the main piers and voussoirs on the arched ribs.
Other decorative features include grotesques to the outer face of some balustrades, and a floral-like motif at either side of the top of the four ornamental tower-like elements. These four tower-like elements frame both entrances to the bridge, surmounting the end piers of the cross-river section, and each consists of an arched opening to a projecting balcony with a stepped crown surmounted by a metal spire. These were originally intended to have the functional purpose of supporting the overhead cables for the proposed electric tramway.
The bridge has cast concrete balustrades, and carefully detailed elements such as the curved ends to the concrete encased cross girders beneath the roadway, and the termination blocks for the upper portions of the arched ribs. Openings in the cross girders below the roadway, intended for a major water pipe which was not installed, are evident.
A pedestrian stair with iron balustrade is located on the southern side of Montague Road and rises through the southwestern footpath. A stair is also located within the North Quay retaining wall on the northeastern side of the bridge connecting North Quay and Coronation Drive. This stair has a solid concrete balustrade, and is no longer accessible from below.
Street lighting has been installed along the length of the bridge, and traffic lights are located at the northern end.
Traffic use
The William Jolly Bridge is shared by vehicular traffic, pedestrians and cyclists. It connects Grey Street in South Brisbane to Roma Street on the western edge of the Brisbane central business district. It was constructed with the intention of building tram lines over it and although the tracks were never installed, anchor points for tramway overhead were installed at the top of each arch. These overhead anchor points remain in situ.
Information sourced from en.wikipedia.org/wiki/William_Jolly_Bridge
Go to Page with image in the Internet Archive
Title: Milk fever : a treatise to show the relation which exists between the rise in temperature on the third to fifth day, and the beginning of the milk secretion : graduation thesis presented to the Harvard Medical School
Creator: Royal College of Surgeons of England
Publisher: New York : William Wood
Sponsor: Jisc and Wellcome Library
Contributor: Royal College of Surgeons of England
Date: 1876
Language: eng
The Royal College of Surgeons of England
If you have questions concerning reproductions, please contact the Contributing Library.
Note: The colors, contrast and appearance of these illustrations are unlikely to be true to life. They are derived from scanned images that have been enhanced for machine interpretation and have been altered from their originals.
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(no es de mi colecciĂłn)
La ciudad de Arica está emplazada entre las desembocaduras de los rĂos Lluta y Azapa, en un territorio que, por la calidad de sus suelos y la disponibilidad de agua, contrasta con la aridez predominante en el paisaje, constituyendo un ambiente propicio para el asentamiento humano. Debido a estas condiciones, las etnias locales asentadas en este territorio mostraban a la llegada de los españoles, hacia 1540, un elevado nivel de desarrollo cultural.
Durante el perĂodo colonial, Arica adquiriĂł una importante funciĂłn articuladora en el circuito de circulaciĂłn de la plata, a partir del cual se organizaba la economĂa del Virreinato del PerĂş y de todo el monopolio comercial hispano en AmĂ©rica. Para resguardar los derechos de la corona sobre la producciĂłn de metales (quinto real), la plata en bruto que se extraĂa en las minas de PotosĂ era trasladada en caravanas de mulas hasta las Cajas Reales de Arica, donde era refinada, acuñada y gravada, para luego ser embarcada hacia El Callao y atender las necesidades financieras de la administraciĂłn colonial. La ruta seguĂa a Panamá, atravesaba el istmo y continuaba hacia La Habana, desde donde se dirigĂa a los puertos españoles de Sevilla y Cádiz.
Este flujo generĂł una intensa actividad en torno al puerto de Arica, el que además sostenĂa vĂnculos comerciales con regiones tan distantes como Arequipa, La Paz, Cochabamba e incluso Chile. La prosperidad se prolongĂł hasta la dĂ©cada de 1770, cuando la creaciĂłn del Virreinato de la Plata desviĂł la ruta del mineral hacia el OcĂ©ano Atlántico a travĂ©s de Buenos Aires. Aunque seriamente lesionada en su base econĂłmica, la ciudad logrĂł conservar parte de su actividad gracias a que continuĂł atendiendo la demanda por servicios portuarios de provincias vecinas, especialmente aquella originada en las emergentes industrias del guano y el salitre.
Luego de la emancipaciĂłn de España, Arica pasĂł a formar parte del estado peruano, aunque sin las atribuciones administrativas que habĂa ostentado en el pasado, pues por su lealtad a la causa realista durante las guerras de independencia, la ciudad debiĂł ceder a Tacna la calidad de capital del Departamento de Arica. En relaciĂłn con el comercio, PerĂş privilegiĂł sus exportaciones por El Callao; Bolivia decidiĂł desarrollar un puerto propio en Cobija; y al sur, Iquique le arrebatĂł el mercado minero. La declinaciĂłn ariqueña alcanzĂł su nivel más bajo con el terremoto de 1868 que, seguido de un tsunami, destruyĂł parte importante de sus construcciones e inutilizĂł las instalaciones portuarias.
Durante la Guerra del PacĂfico, Arica fue ocupada por el ejĂ©rcito chileno y se integrĂł definitivamente al territorio nacional luego del tratado de 1929, mediante el cual las cancillerĂas de PerĂş y Chile fijaron los lĂmites entre ambas naciones. La administraciĂłn chilena permitiĂł a la ciudad recuperar algunas vinculaciones comerciales perdidas, ya que la entrada en servicio del Ferrocarril Arica-La Paz en 1914 -como parte de los acuerdos de 1904 entre Chile y Bolivia- le devolvieron el acceso al traslado del comercio exterior del paĂs altiplánico. El advenimiento de la soberanĂa chilena abriĂł una nueva etapa en la historia de la ciudad, a partir de la introducciĂłn de polĂticas especiales para su desarrollo econĂłmico.
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The city of Arica is located between the mouths of the Lluta and Azapa rivers, in a territory that, due to the quality of its soils and the availability of water, contrasts with the predominant aridity of the landscape, constituting a favorable environment for human settlement. . Due to these conditions, the local ethnic groups settled in this territory showed a high level of cultural development when the Spanish arrived around 1540.
During the colonial period, Arica acquired an important articulating function in the silver circulation circuit, from which the economy of the Viceroyalty of Peru and the entire Hispanic commercial monopoly in America was organized. To protect the rights of the crown on the production of metals (fifth royal), the raw silver that was extracted in the mines of Potosà was transferred in caravans of mules to the Cajas Reales of Arica, where it was refined, minted and taxed. to later be shipped to El Callao and meet the financial needs of the colonial administration. The route followed Panama, crossed the isthmus and continued towards Havana, from where it went to the Spanish ports of Seville and Cádiz.
This flow generated intense activity around the port of Arica, which also had commercial links with regions as distant as Arequipa, La Paz, Cochabamba and even Chile. Prosperity lasted until the 1770s, when the creation of the Viceroyalty of La Plata diverted the mineral route to the Atlantic Ocean through Buenos Aires. Although its economic base was seriously injured, the city managed to preserve part of its activity thanks to the fact that it continued to meet the demand for port services from neighboring provinces, especially that originating from the emerging guano and nitrate industries.
After the emancipation from Spain, Arica became part of the Peruvian state, although without the administrative powers that it had held in the past, because due to its loyalty to the royalist cause during the independence wars, the city had to cede the quality to Tacna. capital of the Department of Arica. In relation to trade, Peru privileged its exports through El Callao; Bolivia decided to develop its own port in Cobija; and to the south, Iquique seized the mining market. The decline in Arica reached its lowest level with the 1868 earthquake that, followed by a tsunami, destroyed an important part of its buildings and made the port facilities useless.
During the War of the Pacific, Arica was occupied by the Chilean army and was definitively integrated into the national territory after the 1929 treaty, through which the foreign ministries of Peru and Chile set the limits between the two nations. The Chilean administration allowed the city to recover some lost commercial links, since the entry into service of the Arica-La Paz Railway in 1914 -as part of the 1904 agreements between Chile and Bolivia- gave it back access to the transfer of foreign trade from highland country. The advent of Chilean sovereignty opened a new stage in the history of the city, starting with the introduction of special policies for its economic development.
In the early hours of Thursday 19 March 2026 eight warrants were executed simultaneously across Tameside, Oldham and Rochdale to tackle a suspected criminal network involved in the distribution of class A drugs and firearms.
Officers from Tameside Programme Challenger team, the District Intelligence Unit (DIU), and our Tactical Aid Unit (TAU) were deployed to each of the addresses where a total of
11 people aged between 24 and 77 were arrested on suspicion of drug related offences following weeks of intelligence gathering and preparation.
A firearms strike was also carried out at one of the addresses.
Eight men and three women were arrested on suspicion of a range of offences including conspiracy to supply class A and B drugs, being part of an organised crime group, possession with intent to supply, money laundering, and possession of an offensive weapon.
During searches of the addresses, class A, B and C drugs including crack cocaine, heroin, cannabis and nitrous oxide were seized. Further recoveries of ÂŁ70,000 in cash, a zombie knife, a BB gun and four vehicles were also made.
Chief Superintendent Shan Nasim, District Commander for Tameside, said: “Today’s operation has been a powerful example of our continued, determined effort to dismantle organised crime in our district and Greater Manchester.
“We have 11 people in custody being questioned by our investigation teams in relation to an organised crime group (OCG) that have been causing widespread harm across our communities.
“Today's action caused significant disruption of an organised crime group (OCG) and has prevented drugs and weapons from reaching the streets, as well as the associated harms that come hand in hand with organised crime.
“Organised criminals exploit vulnerable people and blight our communities; we will take robust action to catch offenders, keep our communities safe, and protect vulnerable people across Greater Manchester.”
Programme Challenger brings agencies across Greater Manchester together to protect vulnerable people, dismantle criminal networks and prevent exploitation in all its forms.
Members of the public are encouraged to share intelligence, which remains vital in disrupting criminal networks. GMP and partner agencies are committed to safeguarding vulnerable people who are victims of crime or at risk of committing offences.
If you are concerned about criminal activity in your area, contact police on 101, or call Crimestoppers, anonymously, via 0800 555 111.
A distant relation of Sir Winston Churchill, Lord Henry John Spencer Churchill (born 1797) was the fourth son of the 5th Duke of Marlborough, and a captain in the Royal Navy. He died in action in the China Sea, on 2 June 1840, and is buried in the Protestant cemetery in Macau.
This grave, and many around it, brings to mind Rupert Brooke's poem, 'The Soldier' of 1915:
If I should die, think only this of me:
That there's some corner of a foreign field
That is for ever England. There shall be
In that rich earth a richer dust concealed;
A dust whom England bore, shaped, made aware,
Gave, once, her flowers to love, her ways to roam,
A body of England's, breathing English air,
Washed by the rivers, blest by suns of home.
And think, this heart, all evil shed away,
A pulse in the eternal mind, no less
Gives somewhere back the thoughts by England given;
Her sights and sounds; dreams happy as her day;
And laughter, learnt of friends; and gentleness,
In hearts at peace, under an English heaven.
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Track Athlete, Derek Rae (Marathon T46 - Men), from Kirkaldy, Scotland, competing for ParalympicsGB at the Rio Paralympic Games 2016.
ParalympicsGB is the name for the Great Britain and Northern Ireland Paralympic Team that competes at the summer and winter Paralympic Games. The Team is selected and managed by the British Paralympic Association, in conjunction with the national governing bodies, and is made up of the best sportsmen and women who compete in the 22 summer and 4 winter sports on the Paralympic Programme.
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Jim Teicher and Sarah Nehrling presented CyberSmart Africa, their whole-class learning solution that integrates the use of a specially adapted interactive whiteboard directly into classroom instruction, at the 2011 USAID Global Workshop on Education and Development.
CyberSmart Africa started in 2010 and now operates in three primary schools and six middle schools in Senegal. The objective is to focus on learning, as teachers facilitate an active, student-centered classroom that integrates the use of digital resources in support of all core academic subjects. This is a compelling usage model for the Teacher Laptop and Projector hardware configuration.
More information about their solution and its relation to USAID's Education Strategy can be found at ABCs and ICTs: Delivering Scale and Value with a Whole Class Learning Solution.
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Alvin Adam School of Communication, Public Relation Government Sector, Public Relation Graduate Programs, Public Relation Graduate School, Public Relation Group, Public Relation History, Public Relation History In Nigeria, Public Relation History Malaysia, Public...
Patrick Oakley Community Relation Coordinator/ Phoenix-Mesa Gateway Airport
BOEING CO
Serial Number40693
Test number ZA004
Engine Model Rolls-Royce Trent 1000
The 787-8 is the base model of the 787 family with a length of 186 feet (57 m) and a wingspan of 197 feet (60 m) and a range of 7,650 to 8,200 nautical miles (14,200 to 15,200 km) depending on seating configuration. The 787-8 seats 210 passengers in a three class configuration. The variant will be the first of the 787 line to enter service in 2010. Boeing is targeting the 787-8 to replace the 767-200ER and 767-300ER, as well as expand into new non-stop markets where larger planes would not be economically viable. The bulk of 787 orders are for the 787-8. On December 8, 2009, in an unusual move, United Airlines announced an agreement for 25 Boeing 787-8s with an option for 50 more, while also ordering similar quantities of the larger Airbus A350.
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Continuing with re-edits of some old shots from the archives, here's one I converted to B&W and cropped square.
This was taken in Hungary, my ancestral homeland. This gentleman was a cousin of my maternal grandfather. Though obviously quite old, he seemed to still have some sharpness, as seen in his eyes. This would be a Hungarian Jew who somehow survived the Holocaust and decades of Soviet rule, so his eyes have seen much evil and sadness.
Source
Francois Froger, Relation d'un Voyage fait en 1695, 1696, & 1697 aux Cotes d'Afrique, . . . Brezil, Cayenne & Isles Antilles . . . (Paris, 1698), facing p. 150; A relation of a voyage made in the years 1695, 1696, 1697 (London, 1698), facing p. 120. (Copies in the John Carter Brown Library at Brown University)
Captions, (top), "comme les Portugais fouettent leurs esclaves lorsquils ont deserté" (how the Portuguese flog slaves who have escaped); (bottom left), "invention d'un Francois de la Martinique" (invention of a Frenchman of Martinique); (bottom right), "esclave qui a la jambe coupé pour avoir deserté" (slave who had his leg amputed for having escaped). The 1698 English edition contains this image, but facing p. 120, while the 1699 Amsterdam edition contains a similar, albeit derivative and not identical copy (facing p. 154). In a discussion of slavery in Brazil and the “miserable state” of the enslaved, Froger talks about runaway slaves and the punishments they receive when captured. The following translation appears in the 1698 English edition: “. . . if their masters once catch them, they give them no quarter; for they hang a great iron collar about their necks on each side whereof there are hooks, whereunto is fastened a stake or branch of a tree, with which they thrash them at pleasure. . . . But if it so happen that after this sort of chastisement they relapse again into the same fault, they . . . cut off one of their legs, nay, and sometimes hang them for an example, of terrour [sic] unto others . . .. I knew one [slave master] in Martinico who being of a compassionate nature could not find in his heart to cut off his slave’s leg, who had run away four or five times, but to the end he might not again run the risqué of losing him altogether, he bethought of fastening a chain to his neck, which trailing down backwards catches up his leg behind, as may be seen by the cut [engraving]. And this, in the space of two or three years does so contract the nerves that it will be impossible for this slave to make use of his leg. And thus, without running the hazard of this unhappy wretch’s death, and without doing him any mischief, he thereby deprived him of the means to make his escape” (pp. 119-120).
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ParalympicsGB homecoming lunch.
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This is Avatar (no relation to the movie)...isn't he just gorgeous? He was on a lead that I cloned out to show him in all his beauty.
He's even more beautiful if viewed Large On Black here.
The Andalusian horse has been highly regarded since the Middle Ages. Also the Andalusian, has officially been known as the Purebred Spanish Horse, reigned for several centuries throughout the known world as the embodiment of perfection in horseflesh. The Andalusian is represented by the names Iberian Saddle Horse, Iberian War Horse, Jennet, Ginete, Lusitano, Alter Real, Carthusian, Spanish Horse, Portuguese, Peninsular, Castilian, Extremeno, Villanos, Zapata, and Zamaranos.
Spanish horses have been esteemed for their quality and appearance since Roman times. The Moors invaded Spain in the Seventh Century and brought Barb horses with them. These oriental horses were crossed with quality native Spanish stock, and the result was the Andalusian. In the Middle Ages, the Andalusian was the favored mount for European nobles. The Andalusian was a major influence on the Lipizzaner breed in the 1500's. More recently, it was used as a cavalry mount. Its numbers at one time diminished, but today the Andalusian's physical appearance and flashy action make it one of the world's most desirable riding horses.
Physical Description
The Andalusian has a distinguished appearance, usually appearing in the colors white and light gray, and occasionally bay. It is a compact horse with excellent proportions, and usually stands at 15.2 hands. The mane and tail are abundant. It has a flat or slightly convex nose, small ears, and its head is set on a substantial neck. The chest is quite massive and the quarters are lean. The legs are clean and the action is quite energetic. The Andalusian is renowned for its ability to learn and its superb temperament.
Origin
The Andalusian originated in and gained its name from the Spanish Province of Andalusia. Its ancestors are the Iberian (Spanish) horse and the Barb horse which was brought to Spain by invading Moors. It was bred principally by Carthusian Monks in the late Middle Ages. The famed William Cavendish, Duke of Newcastle, wrote: "...the Spanish horse is the noblest animal in the world..." Cortes brought Andalusians to America for his conquests.
Notes of Interest
Andalusian horses owe a great deal to the Carthusian Monks who bred them, beginning in the late Middle Ages. In the late 1400's, studs were founded at monasteries in Terez, Seville, and Cazallo. The monks were superb horse breeders and trainers, and kept the blood of their horses quite pure. The Andalusian's purity was threatened in the 1800's when Napoleon's army invaded Spain and stole many horses. One herd of Andalusians was hidden and used to renew the breed. In 1832, an epidemic devastated Spain's horse population. Only a small herd of Andalusians at the Monastery of Cartuja survived. No Andalusians were exported until 1962.
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This is what my brother in law asked the sono tech at my sister's ultrasound.
So... I thought it would be funny to include some produce in her maternity series.
At 13 weeks pregnant, the baby was about the size of a large Kiwi.
I'm so so so excited to be an Aunt! ...it's about time ya'll! :)
Thursday night, there's nothing on the TV, so time to make my own lightbox :-) It's a bit of a Heath Robinson affair, an old cardboard box, with a piece of plastic packing material over the open end, a hole cut in the side through which my daylight desk light fits, a bit of sticky tape to hold down the sides and away we go! ÂŁ250 at Wex Photographic, FOC DIY.
For those not knowing who Heath Robinson is: William Heath Robinson (31 May 1872 – 13 September 1944) was an English cartoonist and illustrator, best known for drawings of ridiculously complicated machines for achieving simple objectives. In the UK, the term "Heath Robinson" entered the language during the 1914–1918 First World War as a description of any unnecessarily complex and implausible contrivance, much as "Rube Goldberg machines" came to be used in the U.S. from the 1930s onwards as a term for similar efforts. "Heath Robinson contraption" is perhaps more often used in relation to temporary fixes using ingenuity and whatever is to hand, often string and tape, or unlikely cannibalisations. Its continuing popularity was undoubtedly linked to Second World War Britain's shortages and the need to "make do and mend".
Being a transgendered person does involve difficulties in relation to the general cultural environment. Mainly its is people who constitute a problem and isolation from the general population is a favoured possibility in order to avoid unnecessary conflicts.
There are the ordinary world and there are the Transgendered world. These 2 worlds do not really coexist other than in theory, in extreme rare cases and on rare occasions like ”Pride parade”, special events etc. Being a transgendered person one face either to live life in the subcultural transgendered world which borders is greatly within the realm of the Cyber world, or to ”face” the general world, which is much like walking into a tornado equiped with an umbrella.
Most choose not face such cultural tornado and live their transgender life in peaceful secrecy, which IS quite understandable when one come to think of it. But usually the transgendered making this peaceful choice, stand in eternal longing, dreaming of making the other choice. As you see, fighting tornados is not only challenging, whether you win or loose, you have the time of your life flying through the air like an airborn nymph, which is obviously even to the general population, most exhilarating. Free wheeling cultural tornado-fighting T-girls ARE a wild bunch, making Peter Fonda and Dennis Hopper from ”Easy Rider” look like timid Yale/Harward ”pretty boy's” in comparison. Let's face it, they got balls and the fun that goes with 'em.
But if asked, if they them self ever stand in longing, looking at the epicenter of the cultural tornado. They laugh so merrily, rolling on the floor, that they for an instant forget their choice of gender and their voices sound like a song of laughter, written in a tribute to all sexes. When they have dried their eyes from tears of joy and made you promise never to ask such funny questions again while they are wearing mascara, they often admit that ”going back” to that cultural tornado, would feel much like having escaped the KZ-camps of WW-2, only to return again... making everything, even suicide, a MOST advantageous alternative.
Many thus think, that the life of the freewheeling Tranny is the best and most enjoyable, but forget that it is a question of personal nature how one survive best. The happy freewheeling Tranny THRIVE on opposition, grow facing great conflicts and somehow always seem to be ”working against the stream”. They find ”normal life” not only too easy and unchallenging, but MOST boring. Those are the sort, that if everyone else was transgendered, they would probably choose the conservative heterosexual wife and life, just to be opposite. It is such a rebellious nature western society should consider it self blessed that these persons are actually transgendered, as if such ”balls”, ”devotion” and ”anti-society” behavoir was chanelled differently, you could probably spawn a most devoted, effective and fearless terrorist.
But if you have the opposite and more commonly known timid nature, if you tremble speaking before great crowds, if you fear it should be publicly know what is really in your heart, then perhaps the reason why you are not a freewheeling T-girl is, that you don't have what it takes. This is not your fault as we all are born differently. Some are born by natures hand with skills, traits and abilities as ideals, as ”natural leaders” or the more scientific known term, the "Alpha" sort. But again some (as in most) are born to be average (or below) and must as such follow in silent obedience those stronger in mind and spirit than them self, the unwritten laws of society and the boundaries of common men. Wolves and sheep, very Nietzsche. Look him up, he has a point.
But we must all (even wolves) grow from being small children at heart. Even I was ones a small child, when one of the worlds greatest warriors between battles was inspecting ranks and with a gloved metal armoured hand, liftet my chin to gaze upon my face and said. ”Young apprentice, such beauty and yet eyes who tell tales of endless depths.” and placing a heavy hand on my young shoulders continued ”What shall you in time be, when reaching the summit of your work on this gods earth. Will you be a mighty warrior like the men fighting here on this day?” I hesitated, as back then speaking to a army general was quite intimidating. ”Well... ” I stuttered. ”... I would like to be a champion fighting for what is right and what is good... but...” the general prompted me on ”Yes.. speak out now boy”. I continued as best I could. ”Well... I would like to fight, but would prefer to do so wearing dress and skirt as uniform, wielding words and only if necessary, use my bare hands as deadly weapons...” A great hush spread throughout the ranks of armed soldiers and for several seconds the only sound that could be heard, was the wind moving swiftly across the planes of Saint Pierre-le-Moutier and the banners flapping in its wake. Then the general said out loud for all to hear. ”Behold soldiers, a boy wanting to fight in the uniform of a dress, for what is right and what is good!” the general paused for a second, then continued ”Let it henceforth be known, that fighting for righteousness and good is the will of god. If such is also the will of the heart, then what uniform you wear, is the will of god.” And with those words said, Jean D´arc mounted her white warhorse and lead the army on to a great victory.
Surely we all need to be prompted, to be brave, victorious and hopefully, finally one day, be proud of our self.
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ParalympicsGB Athlete, Hetty Bartlett aged 30, from Cratfield, competing in the Long Jump T38 - Women event, at the Tokyo 2020 Paralympic Games.
ParalympicsGB is the name for the Great Britain and Northern Ireland Paralympic Team that competes at the summer and winter Paralympic Games. The Team is selected and managed by the British Paralympic Association, in conjunction with the national governing bodies, and is made up of the best sportsmen and women who compete in the 22 summer and 4 winter sports on the Paralympic Programme.
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N38899
From EAA Website:
The Thomas-Morse Scout, built in Bath, New York, was an advanced trainer, operated by the both the U.S. Army and the U.S. Navy. Dubbed the “Tommy” by its pilots, the aircraft became the favorite single-seat training airplane produced in the U.S. during World War I. Its long career began in the summer of 1917.
Englishman Douglas Thomas (no relation to company founders, brothers William and Oliver Thomas) was recruited by Glenn Curtiss to leave the famed Sopwith Aviation Company in 1914. While working for Curtiss, he played an integral role in the design of the Curtiss Jenny, before leaving to work for Thomas-Morse, where he designed the S-4 which first flew in June 1917. The follow-on S-4B, with a 110-hp Gnome engine, resulted in an order of 97 for the Army and 10 for the Navy. Six more were completed for the Navy as S-5 float planes. The S-4B was used extensively by pursuit flying schools in the U.S. during 1918. The S-4C arrived in 1918 mainly using the 80-hp Le RhĂ´ne C-9. The Army bought 461 S-4Cs while four S-4Cs with floats went to the Navy.
Many Tommys were sold as surplus after the war. This included the example on display in the museum, Army serial number 38899, which had slightly over 20 hours of flight time when it was given civil registration 3991, later NC3991. Most Scouts were used by civilian flying schools and sportsmen and a few appeared in World War I aviation movies in the 1930s. The Tommy, one of approximately 10 of the 600 or so built that are known to survive, was donated to the EAA Aviation Museum from its owner, Allen Johnson of The Woodlands, Texas in March 2018.
Length: 19 feet, 10 inches
Wingspan: 26 feet, 6 inches
Height: 8 feet, 1 inch
Empty Weight: 935 pounds
Gross Weight: 1,330 pounds
Crew: One
Powerplant: Le RhĂ´ne 9C Rotary
Horsepower: 80
Maximum Speed: 97 mph
Range: 250 miles
Service Ceiling: 16,000 feet
Armament: .30 caliber Marlin machine gun
→ 65 →
THE DISCOVERY OF FLORIDA | BEING A TRUE RELATION OF
THE VICISSITUDES | THAT ATTENDED THE GOVERNOR DON
HERNANDO | DE SOTO AND SOME NOBLES OF PORTUGAL
IN THE | DISCOVERY OF FLORIDA [decoration] NOW JUST
GIVEN BY A | FIDALGO OF ELVAS | [coat-of-arms] | TRANSLATED
BY BUCKINGHAM SMITH WITH A NEW | INTRODUCTION
BY GEORGE P. HAMMOND | PRINTED AT THE
GRABHORN PRESS | FOR THE BOOK CLUB OF | CALIFORNIA
13 ½ × 9. 116 pp.—title (i), blank (ii), introduction iii–vi (vii), blank (viii), text
including epigram and table of contents (1–4) 5–105 (106), colophon (107),
blank (108).
Coat-of-arms on title, forty-seven initials and special printer’s device, all in
red, yellow and black, designed and cut by Mallette Dean. Decorations in chapter
headings in red. Type Franciscan, handset. Paper handmade. Bound in yellow
decorated boards (designed by Mallette Dean) with white cloth back, yellow
label printed in red and black on back. 280 copies printed by the Grabhorn
Press. Price $27.50.
The translation of this important 16th century Spanish chronicle of exploration
was made by Buckingham Smith in 1866.
In an article entitled “Fifty Books, 1947: A Commentary,” written for the
Publisher’s Weekly, Maurice S. Kaplan says in part: “From the Grabhorn Press
comes the most dazzling book in the show, The Discovery of Florida. The yellow
paper covers printed in orange-red and black set the pace that is followed
throughout the title pages and specially drawn pictorial initials and decorations.
. . . The whole gives the effect of a parchment on which a talented scribe has
done a beautiful and painstaking job and on which then an uninhibited illuminator
went on a delicious spree. It is unfair to look at another book immediately
afterwards.” If in somewhat inelegant prose, this is high praise.
One of the Fifty Books of the Year; also included in the Exhibition of Western
Books (Rounce & Coffin Club).
Westin Spa Relation Room
Spa Facility
The Westin Snowmass Resort
100 Ebert Lane
Snowmass, Colorado (CO), 81615
United States
www.starwoodhotels.com/westin/property/overview/index.htm...
jonathan.phillips@starwoodhotels.com
970-923-8200
No relation with the adem ayem restaurant in Solo, both claim they are the rightful owner of the name. The Jakarta adem ayem restaurant has the best krecek, while the one in Solo has a better gudeg. Nobody is perfect. This however is a 7/10 on my scale.
RM.Adem Ayem
Jl.Percetakan Negara 640c, Jakarta Pusat 10510
+6221 4240274