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Water is your body's principal chemical component, making up, on average, 60 percent of your body weight. Every system in your body depends on water. For example, water flushes toxins out of vital organs, carries nutrients to your cells and provides a moist environment for ear, nose and throat tissues.
Lack of water can lead to dehydration, a condition that occurs when you don't have enough water in your body to carry out normal functions. Even mild dehydration can drain your energy and make you tired.
Every day you lose water through your breath, perspiration, urine and bowel movements. For your body to function properly, you must replenish its water supply by consuming beverages and foods that contain water. If you drink enough fluid so that you rarely feel thirsty and produce 1.5 liters (6.3 cups) or more of colorless or slightly yellow urine a day, your fluid intake is probably adequate.
You may need to modify your total fluid intake depending on how active you are, the climate you live in, your health status, and if you're pregnant or breast-feeding.
Thanks for stopping by and taking a peek. I hope you all know that I appreciate your comments however, awards and invites aren't necessary.
You can read more about water and how vital it is to our health here.
© All Rights Reserved - No Usage Allowed in Any Form Without My Written Permission
PT&P custom designed seventy-eight figure 2000 heavy duty pipe saddles for two 24" insulated ductile iron pipelines. The two pipelines are routed beneath a 650' bridge crossing over a river in upper New York State. The insulation is 3" thick with high density polyethylene jacketing. Axial movements due to expansion can approach 3". In order for the jacketing to avoid being damaged when displacements occur, the saddles have been lined with polished stainless steel.
Nog juist op tijd !!
Just in Time !!
Join the Group / one door a week / Donderdag /Thursday
Het hoofdbestanddeel moet een hele deur zijn /geen personen
The main component has to be a door / No persons
1982 Marcos GT Component Car
- 2.8 litre Cologne V6
- mechanical Bosch K-Jetronic fuel injection
- power 159 bhp / 5.500 rpm
- top speed 197 km/h
- curb weight 800 kg
CE02 EMBRAER ERJ-135LR E135
CSER
44F4A2
BAF Belgian Air Force
Belgian Air Component Luchtcomponent
EYSA 291220Z 17016KT 9999 FEW016 M06/M08 Q1035 R14L/29//95 BLU NOSIG
A component from inside one of my son's computers is amazing to me how something unseen can look quite attractive ( to me anyway) the sky blue color slightly reflects in the metal.
Small Electric Motor Armature Rotating
Overall Armature diameter is 23 mm
Many thanks for the Comments and the Favs much appreciated :-) HMM
Tigercat 1085C HD 25-Tonne Log Forwarder on display at WAJAX Industrial Components on Riverside Drive in Mountjoy Township in the City of Timmins Northeastern Ontario Canada
©Copyright Notice
This photograph and all those within my photostream are protected by copyright. They may not be reproduced, copied, transmitted or manipulated without my written permission.
Installation by John Cage (dates from 1993) Writings through the essency: On the duty of civil disobedience.
"The installation consists of 36-channel sound recordings and twenty-four theatrical lights selected and programmed according to instructions generated by the Chinese classic I-Ching (Book of Changes). As well, six chairs, sourced locally, are repositioned in new locations each day. Cage, whose voice is manipulated by pitch and by speed, reads a mesostic (a poetic structure similar to an acrostic, with a vertical phrase formed by lines of horizontal text) that references Erik Satie’s Messes des Pauvres and ‘On the Duty of Civil Disobedience’ (1849) by American transcendentalist Henry David Thoreau. In the text—a strong objection to slavery and the Mexican–American War—Thoreau asserts that citizens must oppose government attempts to implicate them in acts of injustice.
Cage creates an all-enveloping perceptual and spatial experience wherein present-day viewers interact with recorded voices; he did not intend for the work to be a political statement. Each iteration of the installation produces a site-specific and unique composition. The random, unpredictable play of lights that complement the aural component enlivens and remakes the work each time it is installed and every day it plays."
from www.westkowloon.hk/en/mplus/m-programmes/exhibition-john-...
Belgian Air Component NHIndustries NH90 Helicopter performing at the Belgium Air Force Days at Kleine Brogel Air Force base in Belgium.
The NHIndustries NH90 is a medium-sized, twin-engine, multi-role military helicopter. It was developed in response to NATO requirements for a battlefield helicopter which would also be capable of being operated in naval environments.
Artist: Sophie Smallhorn
Title: 999 - Component Cube 2
Material: aluminium, urethane board, cellulose paint and acrylic
Summer Exhibition 2015
8 June - 16 August 2015
Royal Academy of Arts
Main Galleries, Burlington House
London, England, UK
An idea inspired by Codey K.'s excellent BrickArms mods.
All components use a 1/16" pin and socket system and are held by friction.
The AK receiver has 5 holes to accommodate a butt stock, fore stock, mag, and two holes for scopes.
Proto parts have been injected, and parts will be available to hold and configure at BrickFair VA. See Codey for further details at the show.
An idea inspired by Codey K.'s excellent BrickArms mods.
All components use a 1/16" pin and socket system and are held by friction.
The M4 receiver has 5 holes to accommodate a butt stock, fore stock, mag, and two holes for scopes.
Proto parts have been injected, and parts will be available to hold and configure at BrickFair VA. See Codey for further details at the show.
The Malta flagged, 27,915 gt feedermax sized container ship, the CONTI EMDEN (MMSI 525020435) departing her berth at Fremantle Port on March 5, 2016. The CONTI EMDEN arrived at Fremantle March 4, 2016 from Jakarta and berthed at Patrick Stevedores operated North Quay No.10 berth to move big boxes. She remained there till her departure on March 5, 2016 for Adelaide in South Australia.
The CONTI EMDEN, who is now known as SEGARA MAS, was formerly known as the ZIM NORFOLK, was built in 2006 in Germany at the Nordseewerke, Emden shipyards and is as at January 2017 sailing as part of the Temas Line fleet and is managed by Temas Line of Indonesia.
Bagging the BAF Falcons at low level in Wales last month after 2015's washout was pretty sweet.
This was the lead jet of a pair - 3 more were to follow 4 mins later, all heading out towards the coast before joining up as a five-ship for 2 cheeky circuits. Brilliant!
Belgian Air Component F-16AM Fighting Falcon, 1st Sqn "Stingers"
© Ben Stacey All Rights Reserved - Unauthorized use of this photo is strictly prohibited
Two or more forces , Velocities or other vectors acting in different directions which are together equivalent to a given vector
"He resolved the motion into horizontal and vertical components "
Argentine Lighthouse in the Cape Virgenes (Cape Virgins),
departamento Güer Aike, provincia de Santa Cruz, ARGENTINA.
Imagen escaneada de una fotografía en papel . . . . . . . . (24 de octubre de 2006)
Situación geográfica: 52o. 21' latitud S. . . . . . . . . . . . . 68o. 21' longitud W.
Su descubrimiento europeo se debe al marino portugués Fernando de Magallanes (Fernão de Magelhães), que al ser humillado por el rey de Portugal decidió hacer una gran expedición en servicio del rey de España.
Zarpó de Sanlúcar de Barrameda el 20 de septiembre de 1519.
El 21 de octubre de 1520 descubrió un cabo detrás del cual se divisaba una gran entrada de mar.
Al cabo lo bautizó como de las Once mil Vírgenes.
En el plan de establecer faros para proporcionar seguridad a la navegación marítima, la Marina de Guerra argentina inauguró el 15 de abril de 1904 el faro Cabo Vírgenes, consistente en una torre metálica troncopiramidal con doble plataforma y garita, con franjas horizontales blancas y negras, construída sobre la barranca del citado cabo (con una altura constructiva de 26,30 metros, y una altura total sobre el nivel del mar de 69,50 metros.
En las pruebas se comprobó que la luz llegaba a más de 50 kms.
Las obras dirigidas por el ingeniero Ismael Marty y el teniente de navío Virgilio Moreno Vera, incluyeron una vivienda de material para los torreros.
En 1947 recibió mejoras en su estructura y comodidades, permitiendo que aún continúe prestando eficientes servicios.
El clima en este sector es semiárido, con una temperatura media anual de + 6°C, las precipitaciones anuales -uniformemente distribuidas- rondan los 260 mm, siendo predominantes los vientos del Oeste.
La flora es la correspondiente a la estepa patagónica, distrito magallánico.
De entre los componentes más destacados que constituyen su vegetación podemos enumerar: el coirón (Festuca gracillima), el calafate (Berberis buxifolia), la mata verde (Lepidophyllum cupressiforme), la mata negra (Verbeba tridens), y el romerillo (Chiliatrichium diffusum).
A principios de 1885 se difundió rápidamente la noticia del descubrimiento de oro en la zona, provocando la llegada de buscadores y empresarios deseosos de explotar el rico metal, quienes formaron un incipiente y precario poblado.
El Gobernador de Santa Cruz, Carlos María Moyano, envió en 1888 al teniente de fragata Teófilo de Loqui a mensurar la zona poblada de cabo Vírgenes y trazar el futuro pueblo, pero la actividad minera había decrecido porque no existía la cantidad de oro que se había pensando, y las ganancias no compensaban los gastos.
De Loqui registra en su plano las escasas viviendas existentes, figurando la Policía como única autoridad gubernamental. Además, con fecha 1º. de agosto de 1888 informa:
"Las pocas casas de comercio establecidas están liquidando sus existencias, por haber disminuído considerablemente el número de lavaderos; poco interés demostraron estos pobladores en solicitar solares, ya que puede preverse el día que todos se retirarán."
Sin embargo, hasta hace pocos años perduraron la presencia de algunos humildes lavadores de oro, quienes solo obtendrán lo necesario para sobrevivir, lejos de las grandes ganancias que fueron soñadas cuando se descubrieron pepitas del metal precioso.
Muy cerca de allí se encuentra la Estancia Monte Dinero de la familia Fenton (justo en el límite con chile y abierta al turismo).
En ella se crian más de dieciocho mil ovejas de la raza Corino; la que fue desarrollada por el abuelo del propietario, siendo su característica principal el combinar la resistencia y la buena carne del Corriedale con la fina lana del Merino.
El manejo es a la manera australiana, país líder en ovinos.
El trabajo ganadero se realiza en moto cross, contando con la ayuda de perros de razas ovejeras creadas en la misma Australia.
Dentro de su perímetro se halla la Reserva Provincial de Cabo Vírgenes, la cual protege una de las colonias más importantes del pingüino patagónico, o magallánico (Spheniscus magellanicus), con una superficie de nidificación de 875 mil metros cuadrados, con 0.14 nidos por metro cuadrado, lo que da un número de 120 mil parejas reproductivas actualmente.
Esta área protegida se creó en 1986 con una superficie de 1230 has. que hasta entonces eran propiedad de la Estancia Monte Dinero.
Hay 21 colonias de esta especie en la Argentina, 14 de ellas en Santa Cruz, y la colonia de Cabo Vírgenes hospeda el 40% de los ejemplares de la provincia.
La pingüinera se encuentra en la zona mareológica conocida como Boca Oriental del Estrecho de Magallanes.
Tiene un régimen de mareas semidiurno, registra dos pleamares y dos bajantes por día.
Presenta una amplitud de marea máxima de 10.7m y media de 6.7m.
Tomando los 5.9m como nivel medio registra pleamares de 11.0m de máxima con una media de 9.2m y bajamares de 0.3m con una media de 2.5m.
Estos datos implican que el ancho de playa afectado por la pleamar y la bajamar es muy considerable, sobrepasando los varios cientos de metros, afectando notablemente la distancia recorrida por los pingüinos en sus desplazamientos terrestres.
La nota distintiva es el fuerte viento, mas intenso en la primavera y verano, la temporada donde los pingüinos nidifican en las costas.
La intensidad máxima de las ráfagas puede ser de 70 a 90km/h pero no es raro que alcance velocidades superiores a los 120 km/h, soplando principalmente del cuadrante W, SW.
La batimetría indica que a unos pocos metros de la costa (200-300m) la profundidad es de 10m.
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EL PROYECTO DE NAVEGACIÓN ROLL ON-ROLL OFF:
Cada cierto tiempo se intenta reactivar el viejo proyecto fueguino de cruzar al continente navegando por aguas jurisdiccionales argentinas.
La esperada vinculación marítima de la Argentina continental con la isla Grande de Tierra del Fuego, surgió a fines de la década del 90.
Primeramente se planteó a través del sistema roll on-roll off entre los puertos de Punta Loyola, a pocos kilómetros de Río Gallegos, y el puerto fueguino de Caleta La Misión, a medio construir en la zona esteparia norte de Tierra del Fuego.
Ante la obvia dilación de las obras del puerto riograndense todo quedó en el olvido tras los anuncios, propuestas y firmas de ocasión; hoy este método fue descartado.
La idea de unir a ambas provincias resurgió hace pocos años.
La nueva iniciativa señala que las cabeceras terminales estarían ubicadas en Cabo Espíritu Santo y Cabo Vírgenes.
Otras de las posibilidades remplaza a este último accidente por la Punta Dúngeness.
El tramo entre estos dos puntos es de 18 millas náuticas, es decir, comprende unos 32 kilómetros de distancia.
Se sondeó incluso a representantes de la empresa Buquebús para conocer su interés en llevar a cabo la ambicionada conexión marítima de Santa Cruz con Tierra del Fuego mediante un roll on-roll off para traslado de pasajeros y cargas en general, este último es el sector más interesado en que el proyecto se cristalice, dados los singulares beneficios que esto les traería aparejado en materia de costos y tiempo.
Sea como fuere, y más allá de las dificultades y esfuerzos que la iniciativa demande, el más anhelado sueño de los fueguinos: poder transitar hacia el sector continental argentino sin salir de la Argentina, sigue siendo eso, solo un sueño.
Sería un paso fundamental para la definitiva integración de la isla con el resto del país, con todos los beneficios económicos, políticos, institucionales, sociales y culturales que el proyecto convertido en realidad traería consigo.
Con dos gobiernos nacionales comandados por habitantes de la zona en cuestión, y a pesar de ello la megaobra continúa estando presente solo en los papeles, parece dificil que el sueño alguna vez se haga realidad, por lomenos en los próximos años...
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~ ~ ~ EL ESTRECHO DE MAGALLANES ~ ~ ~
CARACTERÍSTICAS GEOGRÁFICAS:
A pesar de la corta distancia (menos de 5 kilómetros) que separa la Isla Grande con respecto al continente sudamericano, fue suficiente para mantener aislada dicha isla de la mayor parte de la fauna de mamíferos patagónicos que solo logran o lograron habitar la margen norte del Estrecho (foto).
Las frías, profundas, y tempestuosas aguas les resultaron infranqueables.
Viniendo desde el este, la Primera Angostura, separa dos sectores del gran Estrecho: al este los sacos formados por las bahía Posesión en el sector continental y la bahía Lomas en la Isla Grande, donde la influencia Atlántica es más marcada; al oeste un amplio saco que da origen a las bahías Santiago y Gregorio por el continente y la bahía Felipe por el costado insular con características más intermedias.
Más al sur y al oeste, continuará acrecentándose la influencia del Pacífico.
El largo total del Estrecho de Magallanes es de 305 millas marinas.
En general es profundo y ancho, siendo la menor profundidad, en el track, de 28 metros en las proximidades de la Isla Magdalena, siendo la mayor profundidad del Estrecho los notables 1080 metros! frente al Faro Cooper Key.
En cuanto a las distancias, la menor distancia a costa es de 5 cables a través del Faro Crosstide y la mayor de 9 millas náuticas a través de Puerto Porvenir.
El calado máximo permitido para navegar el Estrecho de Magallanes es de 70 pies, es decir 21,3 metros.
La corriente marina manifiesta sus efectos con mayor nitidez en las dos Angosturas y en el paso Inglés.
En la Primera Angostura, es donde se hace sentir con mayor intensidad en todo el Estrecho, allí va desde 2 nudos en períodos de baja intensidad, hasta 8 nudos en sicigias.
La máxima amplitud de mareas de todo el estrecho ocurre también en la Primera Angostura, Punta Delgada, donde en sicigias se puede observar hasta 8 metros de diferencia entre la plea y la bajamar.
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HISTORIA GEOLÓGICA Y PRECOLOMBINA:
Durante el cretácico superior, hace 80 millones de años, se originaron fracturas de paredes planas debido a los movimientos terrestres, las cuales dieron origen a los canales patagónicos.
Una de estas fracturas, que comenzaba cercana a la latitud 53ºS, tomó progresivamente la dirección NO-SE formando una angosta y larga depresión que pasó a formar, posteriormente, la parte occidental del futuro Estrecho de Magallanes desde la boca occidental hasta el cabo Froward.
Durante el pleistoceno, hace 1.500.000 años, una era de clima polar cubrió el planeta y originó un vasto manto de hielo que cubría el extremo sur del continente americano desde el valle de Río Gallegos hasta el extremo sur de la isla Hoste, pero dejando fuera las isla Wallaston y Hermites.
Luego, este campo de hielo comenzó a variar, retrocediendo y avanzando, dando origen a enormes lenguas glaciares.
Una de estas lenguas, debido al movimiento erosivo de avance y retroceso labró y profundizó depresiones, formando la gran cuenca que forma la boca oriental del estrecho.
Una segunda lengua formó un lago entre las actuales angosturas y finalmente se formó un gran embalse orientado de norte a sur, que comenzaba en el paso Famine y que separaba la península de Brunswich de isla Dawson.
De esta forma la parte oriental del futuro estrecho estuvo formada por 2 grandes lagos y una amplia cuenca en su boca oriental.
Entre los dos lagos se formó, por un muy corto tiempo, un angosto istmo que permitió, hace más de 12.000 años, el paso hacia el sur de algunas pocas especies de fauna terrestre y de los primeros seres humanos: los indígenas aonikenk o tehuelches, llamados patagones por Magallanes, que eran tribus nómadas pedestres, cazadores-recolectores.
Cuando el nivel de las aguas subió debido a los deshielos del fin de la era glacial, se unieron los lagos con la cuenca de la boca y se formó el estrecho.
Esto sucedió en una fecha reciente no determinada.
Esto produjó un corte del flujo genético humano, lo que terminó generando la etnia de los selknam u onas, que poblaban la isla Grande de la Tierra del Fuego a la llegada del hombre blanco al estrecho.
Estos también eran cazadores pedestres, cazadores-recolectores.
Tehuelches y onas eran muy parecidos físicamente.
El área de Cabo Vírgenes se encuentra constituida por acantilados conformados por drift glaciario correspondiente al denominado "Drift Cabo Vírgenes", con una edad mayor a 360.000 años AP. Hace 5000 años, producto de la erosión marina del flanco oriental de estos depósitos, se inició el proceso de formación de la punta Dungeness por acreción marina.
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EL DESCUBRIMIENTO:
El descubrimiento europeo de este importante paso se debe al marino portugués Fernando de Magallanes (Fernão de Magelhães), que al ser humillado por el rey de Portugal, decidió hacer una expedición, pero en servicio del rey de España.
Zarpó de Sanlúcar de Barrameda el 20 de septiembre de 1519.
El 21 de octubre de 1520 descubrió un cabo detrás del cual se divisaba una gran entrada de mar.
Al cabo lo bautizó como de las Once mil Vírgenes.
El 1 de noviembre de 1520, luego de explorar la entrada de mar, Magallanes entró al estrecho al que llamó de Todos los Santos ya que ese día la iglesia católica celebraba esa festividad.
Al navegarlo, contempló en la ribera sur grandes fogatas que desprendían mucho humo, las cuales se producían por la cantidad inmensa de gas natural que emanaba en esa zona a la que los indios habían prendido fuego en algún momento para hacer sus rituales mágicos.
La bautizó como: Tierra de los Fuegos.
Por varios siglos la región continuó sin poblados permanentes hasta que el presidente de Chile, general don Manuel Bulnes Prieto, ordenó al intendente de Chiloé, Domingo Espiñeira que construyera y enviara una nave que tomara posesión del estrecho y sus territorios.
Espiñeira construyó en Ancud una goleta, la Ancud, que puso bajo el mando del capitán de marina don John Williams.
La nave zarpó el 21 de mayo de 1843 y el 21 de septiembre efectuó la toma de posesión del Estrecho de Magallanes en la punta Santa Ana.
Allí, construyó un fuerte, al que bautizó: Fuerte Bulnes.
En 1848, se construyó un nuevo fuerte en Punta de Arena, trasladando el 18 de diciembre de 1848 oficialmente parte de la población del fuerte a la que posteriormente se convertiría en la ciudad de Punta Arenas.
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EL TRATADO DE 1881:
Cuando la Argentina y Chile decidieron delimitar su frontera austral, Chile presionó para que el Estrecho quedara bajo su soberanía.
Esto lo logró concretar en casi toda su superficie, salvo una pequeña porción en su extremo oriental.
Si bien el comienzo del Estrecho en su sector este son los altos acantilados del cabo Vírgenes, el límite de las soberanías no podía partir de allí pues, a causa de la orientación de la costa en ese tramo, se hubieran generado profundas proyecciones marítimas de Chile hacia el Atlántico, lo cual quebraría el espíritu del tratado de límites de 1881.
Por esta causa se decidió dejar un pequeño sector costero del tramo norte del Estrecho de Magallanes bajo soberanía plena de la Argentina, de tan solo 9 kilómetros, estableciéndose el nuevo límite en la Punta Dungeness, accidente geográfico de baja altura por estar compuesto por sedimentos producto de la erosión marina de las barrancas de cabo Vírgenes, donde luego allí Chile levantaría un faro, actualmente todavía en actividad.
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TODO EL ESTRECHO PERTENECE AL PACÍFICO:
La International Hydrographic Organization es una organización internacional encargada de
lograr la estandarización de las publicaciones cartográficas y náuticas de todo el mundo, ambicioso objetivo el cual fue alcanzado con notable éxito.
En el año 1919, en Londres, dictaminó:
«Aquellos estrechos que tuvieren salida a dos océanos, deben ser incluídos totalmente en uno, no pudiendo ser divididos en dos secciones».
Es por ello que, hasta el día de hoy, la totalidad del Estrecho de Magallanes está incluída por convención en el Pacífico.
Para esta Organización mundial, el límite oriental del Estrecho de Magallanes (y la frontera entre el Océano Pacífico y el Océano Atlántico) es una línea que va desde el Cabo Vírgenes (52°21′S 68°21′O) hasta el Cabo Espíritu Santo; de lo que se desprende que la Argentina es estado corribereño del Estrecho al ser propietaria de esa boca oriental, en la cuña formada entre punta Dungeness, el cabo Vírgenes y el cabo del Espíritu Santo, cuyas aguas y costas están por completo en el Océano Pacífico, aunque geográficamente serían netamente atlánticos (por lo menos es lo que percibí yo).
Este detalle suele ser ignorado por la enorme mayoría de la población, tanto chilena como argentina.
Lo que ocurre es que ambos países suelen ser reticentes de manifestar sus caracteres de naciones bioceánicas, porque en numerosos pactos y tratados suscriptos entre las dos repúblicas dejaron de alguna manera constancia de que no es su propósito el expandirse a futuro hacia el océano mayormente opuesto a su natural geografía; es decir, lo hacen por una cuestión meramente política y no geográfica.
A esto se le agrega la posición histórica de Chile de controlar a perpetuidad el tráfico marítimo por el Estrecho, para lo cual, la condición argentina de estado corribereño podría tal vez haberlo complicado si se hubiese terminado recurriendo a una instancia judicial internacional, por lo tanto Chile siempre planteó en todos los foros internacionales, que no aceptaba dicha delimitación, proponiendo en cambio que en lugar de ella sea la línea Cabo Espíritu Santo - punta Dungeness; aunque en realidad se intuye que el verdadero propósito argentino no era someterlo a un Tribunal Arbitral (casi seguro desfavorable), sino el simple hecho de sumar algo más para mejorar su posición a la hora de efectuarse las negociaciones que más tarde conformarían el Tratado de 1984.
Si bien en el Tratado de paz y amistad firmado el 29 de noviembre de 1984, ambos países son cuidadosos de no demarcar ni estrechos, ni océanos, y solo deslindan las fronteras de ambas soberanías, se suscribió que el control y la regulación de la navegación de buques por el Estrecho de Magallanes sería administrado solo por Chile, lo cual es más que lógico pues incluso la pequeña muesca argentina puede ser fácilmente controlada desde lo alto del chileno Faro Dungeness. Aunque se mantiene la libre circulación para barcos de cualquier bandera, y la prohibición de que Chile pueda construír fortificaciones en sus costas, esto último acota (aunque solo muy levemente) su soberanía sobre este paso.
A cambio Chile cedió a la Argentina su derecho sobre las aguas que desde el cabo del Espíritu Santo hasta Punta Catalina se proyectan hacia el mar abierto que, por estar claramente más próximas a la costa fueguina chilena, jurídicamente le hubieran correspondido de haberse llevado el caso a una instancia judicial internacional.
Esas aguas que Chile concedió son muy ricas en pesca, pero en especial en petróleo y gas, estando todo en plena explotación.
Por lo tanto, lo que trasunta de ello es que ha cesado la utilidad de esa tradicional, escrupulosa, y otrora imprescindible política de estado chilena que se cimentaba en la necesidad de que la República no adscriba los deslindes oceánicos o del Estrecho que son aceptados desde hace décadas por el resto de la comunidad internacional (representada en este caso por la International Hydrographic Organization), puesto que la frontera marítima con la argentina ha quedado delimitada en su totalidad, y desde hace más de un cuarto de siglo...
Por todo ello desde aquí apoyo la idea de que ambos países consideren los mismos límites geográficos que son aceptados por el resto de las naciones; entre ellos, el hecho indiscutible que tanto Argentina como Chile son poseedores de costas y aguas en ambos océanos, es decir, las dos repúblicas son bioceánicas, sin que el mero hecho de admitirlo amerite otra intención más que la de simplemente reconocer la realidad de las cosas, si es que se me permite...
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Old floppy disk drives (have you ever heard about such a device?) are good sources for many component for a slider.
5,25" drives have rather good stepper motors for sliders used for horizontal movement only. They aren't strong enough to rise a possibly heavy camera in vertical direction.
en.wikipedia.org/wiki/Tower_Bridge
Tower Bridge is a combined bascule and suspension bridge in London, England, over the River Thames. It is close to the Tower of London, which gives it its name.Name[›] It has become an iconic symbol of London.
The bridge consists of two towers which are tied together at the upper level by means of two horizontal walkways which are designed to withstand the horizontal forces exerted by the suspended sections of the bridge on the land-ward sides of the towers. The vertical component of the forces in the suspended sections and the vertical reactions of the two walkways are carried by the two robust towers. The bascule pivots and operating machinery are housed in the base of each tower. Its present colour dates from 1977 when it was painted red, white and blue for the Queen's Silver Jubilee. Originally it was painted a chocolate brown colour.[1]
Tower Bridge is sometimes mistakenly referred to as London Bridge, which is actually the next bridge upstream.[2] A popular urban legend is that in 1968, Robert McCulloch, the purchaser of the old London Bridge that was later shipped to Lake Havasu City, Arizona, believed that he was in fact buying Tower Bridge. This was denied by McCulloch himself and has been debunked by Ivan Luckin, the seller of the bridge.[3]
The nearest London Underground station is Tower Hill on the Circle and District Lines.
The nearest Docklands Light Railway station is Tower Gateway.
In the second half of the 19th century, increased commercial development in the East End of London led to a requirement for a new river crossing downstream of London Bridge. A traditional fixed bridge could not be built because it would cut off access to the port facilities in the Pool of London, between London Bridge and the Tower of London.
A Special Bridge or Subway Committee was formed in 1876, chaired by Sir Albert Joseph Altman, to find a solution to the river crossing problem. It opened the design of the crossing to public competition. Over 50 designs were submitted, including one from civil engineer Sir Joseph Bazalgette. The evaluation of the designs was surrounded by controversy, and it was not until 1884 that a design submitted by Horace Jones, the City Architect (who was also one of the judges),[4] was approved.
Jones' engineer, Sir John Wolfe Barry, devised the idea of a bascule bridge with two towers built on piers. The central span was split into two equal bascules or leaves, which could be raised to allow river traffic to pass. The two side-spans were suspension bridges, with the suspension rods anchored both at the abutments and through rods contained within the bridge's upper walkways.
Construction started in 1886 and took eight years with five major contractors – Sir John Jackson (foundations), Baron Armstrong (hydraulics), William Webster, Sir H.H. Bartlett, and Sir William Arrol & Co.[5] – and employed 432 construction workers. E W Crutwell was the resident engineer for the construction.[6]
Two massive piers, containing over 70,000 tons of concrete,[4] were sunk into the riverbed to support the construction. Over 11,000 tons of steel provided the framework for the towers and walkways.[4] This was then clad in Cornish granite and Portland stone, both to protect the underlying steelwork and to give the bridge a pleasing appearance.
Jones died in 1887 and George D. Stevenson took over the project.[4] Stevenson replaced Jones' original brick facade with the more ornate Victorian Gothic style, which makes the bridge a distinctive landmark, and was intended to harmonise the bridge with the nearby Tower of London.[6] The total cost of construction was £1,184,000.[6]
The bridge was officially opened on 30 June 1894 by The Prince of Wales (the future King Edward VII), and his wife, The Princess of Wales (Alexandra of Denmark).[7]
The bridge connected Iron Gate, on the north bank of the river, with Horsleydown Lane, on the south – now known as Tower Bridge Approach and Tower Bridge Road, respectively.[6] Until the bridge was opened, the Tower Subway – 400 m to the west – was the shortest way to cross the river from Tower Hill to Tooley Street in Southwark. Opened in 1870, Tower Subway was the world's first underground ('tube') railway, but closed after just three months and was re-opened as a pedestrian foot tunnel. Once Tower Bridge was open, the majority of foot traffic transferred to using the bridge, there being no toll to pay to use it. Having lost most of its income, the tunnel was closed in 1898.[8]
Tower Bridge is one of five London bridges now owned and maintained by the Bridge House Estates, a charitable trust overseen by the City of London Corporation. It is the only one of the Trust's bridges not to connect the City of London to the Southwark bank, the northern landfall is in Tower Hamlets.
The bridge is 800 feet (244 m) in length with two towers each 213 feet (65 m) high, built on piers. The central span of 200 feet (61 m) between the towers is split into two equal bascules or leaves, which can be raised to an angle of 83 degrees to allow river traffic to pass. The bascules, weighing over 1,000 tons each, are counterbalanced to minimize the force required and allow raising in five minutes.
The two side-spans are suspension bridges, each 270 feet (82 m) long, with the suspension rods anchored both at the abutments and through rods contained within the bridge's upper walkways. The pedestrian walkways are 143 feet (44 m) above the river at high tide.[6]
The original raising mechanism was powered by pressurised water stored in several hydraulic accumulators.Hydraulics[›][clarification needed]
The system was designed and installed by Sir W. G. Armstrong Mitchell & Company of Newcastle upon Tyne. Water, at a pressure of 750 psi, was pumped into the accumulators by two 360 hp stationary steam engines, each driving a force pump from its piston tail rod. The accumulators each comprise a 20-inch ram on which sits a very heavy weight to maintain the desired pressure.
In 1974, the original operating mechanism was largely replaced by a new electro-hydraulic drive system, designed by BHA Cromwell House. The only components of the original system still in use are the final pinions, which engage with the racks fitted to the bascules. These are driven by modern hydraulic motors and gearing, using oil rather than water as the hydraulic fluid.[9]
Some of the original hydraulic machinery has been retained, although it is no longer in use. It is open to the public and forms the basis for the bridge's museum, which resides in the old engine rooms on the south side of the bridge. The museum includes the steam engines, two of the accumulators and one of the hydraulic engines that moved the bascules, along with other related artefacts.
During World War II, as a precaution against the existing engines being damaged by enemy action, a third engine was installed in 1942:[10] a 150 hp horizontal cross-compound engine, built by Vickers Armstrong Ltd. at their Elswick works in Newcastle upon Tyne. It was fitted with a flywheel having a 9-foot diameter and weighing 9 tons, and was governed to a speed of 30 rpm.
The engine became redundant when the rest of the system was modernised in 1974, and was donated to the Forncett Industrial Steam Museum by the Corporation of the City of London.
To control the passage of river traffic through the bridge, a number of different rules and signals were employed. Daytime control was provided by red semaphore signals, mounted on small control cabins on either end of both bridge piers. At night, coloured lights were used, in either direction, on both piers: two red lights to show that the bridge was closed, and two green to show that it was open. In foggy weather, a gong was sounded as well.[6]
Vessels passing through the bridge had to display signals too: by day, a black ball at least 2 feet (0.61 m) in diameter was to be mounted high up where it could be seen; by night, two red lights in the same position. Foggy weather required repeated blasts from the ship's steam whistle.[6]
If a black ball was suspended from the middle of each walkway (or a red light at night) this indicated that the bridge could not be opened. These signals were repeated about 1,000 yards (910 m) downstream, at Cherry Garden Pier, where boats needing to pass through the bridge had to hoist their signals/lights and sound their horn, as appropriate, to alert the Bridge Master.[6]
Some of the control mechanism for the signalling equipment has been preserved and may be seen working in the bridge's museum.
Although the bridge is an undoubted landmark, professional commentators in the early 20th century were critical of its aesthetics. "It represents the vice of tawdriness and pretentiousness, and of falsification of the actual facts of the structure", wrote H. H. Statham,[11] while Frank Brangwyn stated that "A more absurd structure than the Tower Bridge was never thrown across a strategic river".[12]
Architectural historian Dan Cruickshank selected the bridge as one of his four choices for the 2002 BBC television documentary series Britain's Best Buildings.[13]
Tower Bridge is still a busy and vital crossing of the Thames: it is crossed by over 40,000 people (motorists and pedestrians) every day.[14] The bridge is on the London Inner Ring Road, and is on the eastern boundary of the London congestion charge zone. (Drivers do not incur a charge by crossing the bridge.)
In order to maintain the integrity of the historic structure, the City of London Corporation have imposed a 20 miles per hour (32 km/h) speed restriction, and an 18-tonne weight limit on vehicles using the bridge. A sophisticated camera system measures the speed of traffic crossing the bridge, utilising a number plate recognition system to send fixed penalty charges to speeding drivers.[citation needed]
A second system monitors other vehicle parameters. Induction loops and piezoelectric detectors are used to measure the weight, the height of the chassis above ground level, and the number of axles for each vehicle.[citation needed]
River traffic
The bascules are raised around 1000 times a year.[15] River traffic is now much reduced, but it still takes priority over road traffic. Today, 24 hours' notice is required before opening the bridge. In 2008, a local web developer created a Twitter feed to post live updates of the bridge's opening and closing activities.[16]
A computer system was installed in 2000 to control the raising and lowering of the bascules remotely. Unfortunately it proved less reliable than desired, resulting in the bridge being stuck in the open or closed positions on several occasions during 2005, until its sensors were replaced.[14]
The high-level walkways between the towers gained an unpleasant reputation as a haunt for prostitutes and pickpockets and were closed in 1910. In 1982 they were reopened as part of the Tower Bridge Exhibition, an exhibition now housed in the bridge's twin towers, the high-level walkways and the Victorian engine rooms. The walkways boast stunning views of the River Thames and many famous London sites, serving as viewing galleries for over 380,000 tourists[citation needed] who visit each year. The exhibition also uses films, photos and interactives to explain why and how Tower Bridge was built. Visitors can access the original steam engines that once powered the bridge bascules, housed in a building close to the south end of the bridge.
In April 2008 it was announced that the bridge will undergo a 'facelift' costing £4m, and taking four years to complete. The work entails stripping off the existing paint and repainting in blue and white. Each section will be enshrouded in scaffolding to prevent the old paint from falling into the Thames and causing pollution. Starting in mid-2008, contractors will work on a quarter of the bridge at a time to minimise disruption, but some road closures are inevitable. The bridge will remain open until the end of 2010, but is then expected to be closed for several months. It is hoped that the completed work will stand for 25 years.[17]
The walkway section of the renovation was completed in mid 2009. Within the walkways a versatile new lighting system has been installed, designed by Eleni Shiarlis, for when the walkways are in use for exhibitions or functions. The new system provides for both feature and atmospheric lighting, the latter using bespoke RGB LED luminares, designed to be concealed within the bridge superstructure and fixed without the need for drilling (these requirements as a result of the bridge's Grade I status).[18]
In December 1952, the bridge opened while a number 78 double-decker bus (stock number RT 793) was on it. At that time, the gateman would ring a warning bell and close the gates when the bridge was clear before the watchman ordered the lift. The process failed while a relief watchman was on duty. The bus was near the edge of the south bascule when it started to rise; driver Albert Gunter made a split-second decision to accelerate the bus, clearing a three-foot drop on to the north bascule, which had not started to rise. There were no serious injuries.[19]
Main article: Hawker Hunter Tower Bridge incident
On 5 April 1968 a Hawker Hunter FGA.9 jet fighter from No.1 Squadron RAF, flown by Flt Lt Alan Pollock, flew under Tower Bridge. Unimpressed that senior staff were not going to celebrate the RAF's 50th birthday with a fly-past, Pollock decided to do something himself. Without authorisation, Pollock flew the Hunter at low level down the Thames, past the Houses of Parliament, and continued on to Tower Bridge. He flew the Hunter beneath the bridge's walkway, remarking afterwards it was an afterthought when he saw the bridge looming ahead of him. Pollock was placed under arrest upon landing, and discharged from the RAF on medical grounds without the chance to defend himself at a court martial.[20][21]
In May 1997,[22] the motorcade of United States President Bill Clinton was divided by the opening of the bridge. Thames sailing barge Gladys, on her way to a gathering at St Katharine Docks, arrived on schedule and the bridge was duly opened for her. Returning from a Thames-side lunch at Le Pont de la Tour restaurant, with UK Prime Minister Tony Blair, President Clinton was less punctual, and arrived just as the bridge was rising. The bridge opening split the motorcade in two, much to the consternation of security staff. A spokesman for Tower Bridge is quoted as saying, "We tried to contact the American Embassy, but they wouldn't answer the 'phone."[23]
On 19 August 1999, Jef Smith, a Freeman of the City of London, drove a "herd" of two sheep across the bridge. He was exercising an ancient permission, granted as a right to Freemen, to make a point about the powers of older citizens and the way in which their rights were being eroded.[24] However, this was a hollow gesture as the so-called right is to drive sheep across London Bridge into the City of London, and Tower Bridge does not have its northern landfall in the City.[citation needed]
Before dawn on 31 October 2003, David Crick, a Fathers 4 Justice campaigner, climbed a 120 ft (37 m) tower crane near Tower Bridge at the start of a six-day protest dressed as Spider-Man.[25] Fearing for his safety, and that of motorists should he fall, police cordoned off the area, closing the bridge and surrounding roads and causing widespread traffic congestion across the City and east London. The Metropolitan Police were later criticised for maintaining the closure for five days when this was not strictly necessary in the eyes of some citizens.[26][27]
On May 11, 2009, six persons were trapped and injured after a lift fell 10 ft inside the north tower.[28][29]
15th July 2017 - General Dynamics F-16A Block 20 MLU 'FA-121' of the Belgium Air Components 1 Squadron 'Stingers' taxis up past the crowd at the 'Spottersday' during the Tactical Weapons Meet at Base Aeria Florennes.
Instax mini with KiiPix (not a camera). The KiiPix is basically a toy that uses Instax mini film to capture an image from a phone (So they think). In this case i basically squeezed my head into the device and added a lot of light :)
“An outbreak of a pandemic disease.”
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+ Components Details +
♦️Shape: Kidorable – Lean Bento Shape – Youth / BABY FACE
♦️Body:Bebe – Youth Fitted Mesh Body (For 5-12 years look)
♦️Head: GENUS Project- Genus Head – Baby Face
♦️Skin:Bf. Face BAILEE 500 ( Purchased Body Applier Separate: BF Body Slim – Bebe) Available in Tones 300-600 Don’t forget to Try demo.
♦️Hair: Unorthodox– Afriloc Hair (with option to dye the tips / Rigged and unrigged versions)
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+Apparel Details +
♦️Outfit:{Feral Youth}– Chino Roll-Ups Collection – Daydream
( Roll - Ups Outfit comes with an extra pair not attached to wear Separately-Alone / Tshirt from the Chinos Outfit can't be worn alone. / Sporty Stripes Texture change Sneaks and texture change Socks - Earthy Stripes & Pastel Stripes / Tshirt Hud: Earthy Basics - Earthy Soft Stripes - Graphics 1 - Graphics 2 - Cammo - Heart Sleeves - Pastel Soft Stripes - Pastel - Rainbow Special / Pant Hud: Lights - Darks)
On picture:
TShirt & Roll-Ups (Graphics 1 - Pandemic Top / Dark - Navy Blue Pants) / Sneaks & Socks
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+Decor Details +
♦️ Chairs & Blanket: Breaux Willow - Darling Chair & Rugs (2 Color chairs: Pink & White
Each come with a HUD for 7 styles of blanket or no blanket -
7 Floor Throw options!) - Pretty by Flair
♦️ Panda: SEmotion Libellune - Panda Bear #6 - Arcade Event
English Electric Canberra tail and engines on the ground, showing the components that powered the iconic post-war jet bomber.
01534 - cn.4569 - 338 Fighter-Bomber Squadron 'Ares' - 117th Combat Wing - Hellenic Air Force - Andravida AB
A Greek F-4 Phantom taxiing ahead of a mission as part of Tactical Weapons Meet 2017, held at Florennes AB by 1st Squadron 'Stingers' of the Belgian Air Component.
© Nicholas Thompson - All Rights Reserved
Florennes AB - 15 Jun '17
Monochrome Monday on the Mountain.
The Conway Scenic Railroad's Mountaineer excursion is headed to Crawford Depot led by GP7 573 with F7 4268 trailing (the ex MEC and B&M duo were built by EMD in Sep. 1950 and Oct. 1949 respectively). The train is curling across the 500 ft long and 80 ft high Frankenstein Trestle near MP 79.5 on the former Maine Central Railroad Mountain Subdivision.
The 5u3 is owned by the railroad and has been in continous service her entire life, while the 4268 is owned by the 470 Railroad Club and ran for the first time in almost a half century just a few months prior to this shot. I'm not sure when her last run was, but I can find no photos of her in service after about July 1974. She languished for a decade behind the Billerica shops after being stripped of all major components including prime mover, main generator and traction motors. In 1986 she finally left Billerica by truck after being acquired by George Feuderer who displayed her in a field in East Swanzey, NH until acquired by the 470 Club and trucked to North Conway in October of 1991.
She received a cosmetic restoration in 1993 and had been prominently displayed at the Conway Scenic in the company of her operational sibling 4266 ever since. After years of planning, the club began restoration in earnest in 2018 with the full support of the railroad and its shop using ex New Hampshire Northcoast GP9 1751 (ex PRR) as a major parts donor for the four year long restoration project.
Crawford Notch State Park
Town of Hart's Location, New Hampshire
Saturday August 6, 2022