View allAll Photos Tagged engineering
was on my way to work this morning, i noticed this couple building their house ...
the place seemed to me little risky, if the water goes high...but what do i know?! They know better...
the shot is simple, i didn't like to disturb them and get closer...but i was wondering what are those genes telling these animals what to build how to build where to build??? I was amazed by the ability of the swan picking up reed and trying to cut others ...nature is amazing!
Here is a spring shot of the Engineering Building on the BYU campus.
To enjoy my other creative project, please visit my funny short stories website: 500ironicstories.com where you can read or listen to new stories each week. I have also curated the stories into three different selections:
Stories for Kids - 500ironicstories.com/stories-for-kids Love Stories - 500ironicstories.com/love-story
Moral Stories - 500ironicstories.com/moral-stories
Its been a while since the track was replaced on this secton at Bitton, recent engineering works having been taken place on the nearby bridge, 28/3/21.
Pop top from a soda can -- a marvel of engineering.
Day 151 of my 366 Project
www.wired.com/2015/03/secret-life-aluminum-can-true-moder...
These pictures were taken with my brand new Tokina 11-16mm 2.8 wide angle lens and I was just having some fun. The location for these pics is the University of Illinois, particularly the Main and Engineering Quad.
The new Engineering 5 building on campus. Taken at a UW Photo Club meeting.
Velvia 100, 4x5 processed at home. No post-processing at all - just as scanned.
Taken with a Schneider 90mm, f/8
It was hard to decide which to enter the contest with, but I went with this shot instead.
I hope this one shot explains why I haven't been around for a while.
You know the busiest one can be, yeah take that and multiply it by 10, that's how busy I am now, I just had to upload something because I feel that there is something missing in me when I don't photograph.
I honestly miss photographing so much, and miss you guys, wish me luck. =)
View of the full-size Rosetta engineering model (EQM) at ESOC, Darmstadt.
Rosetta is en route to Comet 67P/Churyumov-Gerasimenko, where it will make the most detailed study of a comet ever attempted. It will follow the comet on its journey through the inner Solar System, measuring the increase in activity as the icy surface is warmed up by the Sun. The lander will focus on the composition and structure of the comet nucleus material. It will also drill more than 20cm into the subsurface to collect samples for inspection by the lander’s onboard laboratory.
More about Rosetta: www.esa.int/rosetta
Credit: ESA/J.Mai
Was lucky enough to visit the McLaren showroom for a second time! Lovely red spider was the feature car!
Please 'Like' my Facebook page!
But No Replacement Bus Service !!
During the week I was in Scarborough , the Central Cliff Lift ( Tramway ) was closed because of work on the tracks .
Regrettably I had to walk up the adjacent stairs . It took me over 15 minutes , and two squirts of my Angina spray .
Scarborough , North Yorkshire .
Thursday lunchtime 07th-November-2024.
#483
©
This image is copyright and all rights are reserved.
However if you contact me via Flickr mail with the image number (# above) I may well license it to you free of charge, depending on your purpose.
As per the copyright act you may reproduce this image for criticism. If you do I'd appreciate a link or Flickr mail.
©
In 1975, Northern Counties Motor and Engineering Co (Wigan) collaborated with Foden Ltd (Sandbach), the well-known truck manufacturer, to produce a semi-integral double-deck bus intended to compete with commercial chassis manufacturer Leyland. Leyland had merged with traditional bus making rival Daimler, however, at the time, Leyland were experiencing production and quality problems. It therefore seemed an oppotune moment for Foden to break back into the PSV market with the Foden-NC bus. In the event, only seven Foden-NC's were sold, going to Greater Manchester PTE (x 2), West Midlands PTE, West Yorkshire PTE, Derby City Transport, and Potteries Motor Traction. Although one of these (for South Yorkshire PTE) had an East Lancs body, which strictly speaking made it a Foden-EL! An eigth chassis was also produced, but was only ever used as a test bed, receiving just the lower saloon of its NC double deck body. The test-bed chassis later being sold to R Bullucks of Cheadle, who broke it up. The model never went into series-production, although Derby's 101 was the last built and would have been the nearest to a production type of any of the prototypes. Sadly. the Foden-NCs Achilles’ heel was its unreliable Foden built Step-Down transfer box in the transmission line. However, the thirsty fuel drag of the Allison gearbox didn’t help either. Derby did eventually converted their Foden-NC over to a Voith D851 transmission line, but it didn’t prevent it from being prematurely scrapped in the 1980’s
WVT 900S (pictured), was Potteries Motor Traction’s example (No900), which was purchased in 1978. After its withdrawal in the 1980’s, it was put to one side pending a decision on its future. Enquiries were made by interested parties to acquire the bus for preservation, but PMT’s insistence on a high asking price ruled out any possibility of that happening. Ironically, on the takeover of the Company by First Bus Plc, the Foden-NC was quickly disposed of to a Barnsley scrap dealer and broken up, without prior warning.
The picture shows 900 parked up behind Hanley Garage in its withdrawn condition on a wet and dismal 16th March 1991.
Here's the WMPTE example: www.flickr.com/photos/8050359@N07/2126531859/
And the WYPTE example: www.flickr.com/photos/8050359@N07/1259934449/in/set-72157...
this photo was inspired by the importance of education and awareness, regardless of a persons social status etc.
Taken at about 5.15pm, this is actually a sunset. Once again D80 in my backpack proves worthy. I was going to attend a lecture, when I simulated this composition in my mind and couldn't resist taking this shot.
* Looks superb in black background.
THANK YOU for the appreciation, this picture got into Flickr Interestingness on March 2, 2007 :)
Stabled facing Cleveleys on the little spur off the Little Bispham turning circle is Blackpool Transports Engineering car 753, which was converted from Blackpool Standard car No 143 in 1958, this little spur which was literally only the length of a tram has since been lifted.
20th October 1984
Some photos while waiting around on set filming this week. Took up the opportunity to play with my Sony RX100 M3. Very pleased with this little camera. I also had my Canon 7D with me and the Sony holds up very well when comparing similar images taken with each camera.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Clarence L. "Kelly" Johnson, vice president of engineering and research at Lockheed's Skunk Works, visited USAF air bases across South Korea in November 1951 to speak with fighter pilots about what they wanted and needed in a fighter aircraft. At the time, the American pilots were confronting the MiG-15 with North American F-86 Sabres, and many felt that the MiGs were superior to the larger and more complex American design. The pilots requested a small and simple aircraft with excellent performance, especially high speed and altitude capabilities. Armed with this information, Johnson immediately started the design of such an aircraft on his return to the United States.
Work started in March 1952. In order to achieve the desired performance, Lockheed chose a small and simple aircraft, weighing in at 12,000 lb (5,400 kg) with a single powerful engine. The engine chosen was the new General Electric J79 turbojet, an engine of dramatically improved performance in comparison with contemporary designs. The small L-246 design remained essentially identical to the Model 083 Starfighter as eventually delivered.
Johnson presented the design to the Air Force on 5 November 1952, and work progressed quickly, with a mock-up ready for inspection at the end of April, and work starting on two prototypes that summer. The first prototype was completed by early 1954 and first flew on 4 March at Edwards AFB. The total time from contract to first flight was less than one year.
The first YF-104A flew on 17 February 1956 and, with the other 16 trial aircraft, were soon carrying out equipment evaluation and flight tests. Lockheed made several improvements to the aircraft throughout the testing period, including strengthening the airframe, adding a ventral fin to improve directional stability at supersonic speed, and installing a boundary layer control system (BLCS) to reduce landing speed. Problems were encountered with the J79 afterburner; further delays were caused by the need to add AIM-9 Sidewinder air-to-air missiles. On 28 January 1958, the first production F-104A to enter service was delivered.
Even though the F-104 saw only limited use by the USAF, later versions, tailored to a fighter bomber role and intended for overseas sales, were more prolific. This was in particular the F-104G, which became the Starfighter's main version, a total of 1,127 F-104Gs were produced under license by Canadair and a consortium of European companies that included Messerschmitt/MBB, Fiat, Fokker, and SABCA.
The F-104G differed considerably from earlier versions. It featured strengthened fuselage, wing, and empennage structures; a larger vertical fin with fully powered rudder as used on the earlier two-seat versions; fully powered brakes, new anti-skid system, and larger tires; revised flaps for improved combat maneuvering; a larger braking chute. Upgraded avionics included an Autonetics NASARR F15A-41B multi-mode radar with air-to-air, ground-mapping, contour-mapping, and terrain-avoidance modes, as well as the Litton LN-3 Inertial Navigation System, the first on a production fighter.
Germany was among the first foreign operators of the F-104G variant. As a side note, a widespread misconception was and still is that the "G" explicitly stood for "Germany". But that was not the case and pure incidence, it was just the next free letter, even though Germany had a major influence on the aircraft's concept and equipment. The German Air Force and Navy used a large number of F-104G aircraft for interception, reconnaissance and fighter bomber roles. In total, Germany operated 916 Starfighters, becoming the type's biggest operator in the world. Beyond the single seat fighter bombers, Germany also bought and initially 30 F-104F two-seat aircraft and then 137 TF-104G trainers. Most went to the Luftwaffe and a total of 151 Starfighters was allocated to the Marineflieger units.
The introduction of this highly technical aircraft type to a newly reformed German air force was fraught with problems. Many were of technical nature, but there were other sources of problems, too. For instance, after WWII, many pilots and ground crews had settled into civilian jobs and had not kept pace with military and technological developments. Newly recruited/re-activated pilots were just being sent on short "refresher" courses in slow and benign-handling first-generation jet aircraft or trained on piston-driven types. Ground crews were similarly employed with minimal training and experience, which was one consequence of a conscripted military with high turnover of service personnel. Operating in poor northwest European weather conditions (vastly unlike the fair-weather training conditions at Luke AFB in Arizona) and flying low at high speed over hilly terrain, a great many Starfighter accidents were attributed to controlled flight into terrain (CFIT). German Air Force and Navy losses with the type totaled 110 pilots, around half of them naval officers.
One general contributing factor to the high attrition rate was the operational assignment of the F-104 in German service: it was mainly used as a (nuclear strike) fighter-bomber, flying at low altitude underneath enemy radar and using landscape clutter as passive radar defense, as opposed to the original design of a high-speed, high-altitude fighter/interceptor. In addition to the different and demanding mission profiles, the installation of additional avionic equipment in the F-104G version, such as the inertial navigation system, added distraction to the pilot and additional weight that further hampered the flying abilities of the plane. In contemporary German magazine articles highlighting the Starfighter safety problems, the aircraft was portrayed as "overburdened" with technology, which was considered a latent overstrain on the aircrews. Furthermore, many losses in naval service were attributed to the Starfighter’s lack of safety margin through a twin-engine design like the contemporary Blackburn Buccaneer, which had been the German navy air arm’s favored type. But due to political reasons (primarily the outlook to produce the Starfighter in Southern Germany in license), the Marine had to accept and make do with the Starfighter, even if it was totally unsuited for the air arm's mission profile.
Erich Hartmann, the world's top-scoring fighter ace from WWII, commanded one of Germany's first (post-war) jet fighter-equipped squadrons and deemed the F-104 to be an unsafe aircraft with poor handling characteristics for aerial combat. To the dismay of his superiors, Hartmann judged the fighter unfit for Luftwaffe use even before its introduction.
In 1966 Johannes Steinhoff took over command of the Luftwaffe and grounded the entire Luftwaffe and Bundesmarine F-104 fleet until he was satisfied that the persistent problems had been resolved or at least reduced to an acceptable level. One measure to improve the situation was that some Starfighters were modified to carry a flight data recorder or "black box" which could give an indication of the probable cause of an accident. In later years, the German Starfighters’ safety record improved, although a new problem of structural failure of the wings emerged: original fatigue calculations had not taken into account the high number of g-force loading cycles that the German F-104 fleet was experiencing through their mission profiles, and many airframes were returned to the depot for wing replacement or outright retirement.
The German F-104Gs served primarily in the strike role as part of the Western nuclear deterrent strategy, some of these dedicated nuclear strike Starfighters even had their M61 gun replaced by an additional fuel tank for deeper penetration missions. However, some units close to the German borders, e.g. Jagdgeschwader (JG) 71 in Wittmundhafen (East Frisia) as well as JG 74 in Neuburg (Bavaria), operated the Starfighter as a true interceptor on QRA duty. From 1980 onwards, these dedicated F-104Gs received a new air superiority camouflage, consisting of three shades of grey in an integral wraparound scheme, together with smaller, subdued national markings. This livery was officially called “Norm 82” and unofficially “Alberich”, after the secretive guardian of the Nibelung's treasure. A similar wraparound paint scheme, tailored to low-level operations and consisting of two greens and black (called Norm 83), was soon applied to the fighter bombers and the RF-104 fleet, too, as well as to the Luftwaffe’s young Tornado IDS fleet.
However, the Luftwaffe’s F-104Gs were at that time already about to be gradually replaced, esp. in the interceptor role, by the more capable and reliable F-4F Phantom II, a process that lasted well into the mid-Eighties due to a lagging modernization program for the Phantoms. The Luftwaffe’s fighter bombers and recce Starfighters were replaced by the MRCA Tornado and RF-4E Phantoms. In naval service the Starfighters soldiered on for a little longer until they were also replaced by the MRCA Tornado – eventually, the Marineflieger units received a two engine aircraft type that was suitable for their kind of missions.
In the course of the ongoing withdrawal, a lot of German aircraft with sufficiently enough flying hours left were transferred to other NATO partners like Norway, Greece, Turkey and Italy, and two were sold to the NASA. One specific Starfighter was furthermore modified into a CCV (Control-Configured Vehicle) experimental aircraft under control of the German Industry, paving the way to aerodynamically unstable aircraft like the Eurofighter/Typhoon. The last operational German F-104 made its farewell flight on 22. Mai 1991, and the type’s final flight worldwide was in Italy in October 2004.
General characteristics:
Crew: 1
Length: 54 ft 8 in (16.66 m)
Wingspan: 21 ft 9 in (6.63 m)
Height: 13 ft 6 in (4.11 m)
Wing area: 196.1 ft² (18.22 m²)
Airfoil: Biconvex 3.36 % root and tip
Empty weight: 14,000 lb (6,350 kg)
Max takeoff weight: 29,027 lb (13,166 kg)
Powerplant:
1× General Electric J79 afterburning turbojet,
10,000 lbf (44 kN) thrust dry, 15,600 lbf (69 kN) with afterburner
Performance:
Maximum speed: 1,528 mph (2,459 km/h, 1,328 kn)
Maximum speed: Mach 2
Combat range: 420 mi (680 km, 360 nmi)
Ferry range: 1,630 mi (2,620 km, 1,420 nmi)
Service ceiling: 50,000 ft (15,000 m)
Rate of climb: 48,000 ft/min (240 m/s) initially
Lift-to-drag: 9.2
Wing loading: 105 lb/ft² (510 kg/m²)
Thrust/weight: 0.54 with max. takeoff weight (0.76 loaded)
Armament:
1× 20 mm (0.787 in) M61A1 Vulcan six-barreled Gatling cannon, 725 rounds
7× hardpoints with a capacity of 4,000 lb (1,800 kg), including up to four AIM-9 Sidewinder, (nuclear)
bombs, guided and unguided missiles, or other stores like drop tanks or recce pods
The kit and its assembly:
A relatively simple what-if project – based on the question how a German F-104 interceptor might have looked like, had it been operated for a longer time to see the Luftwaffe’s low-viz era from 1981 onwards. In service, the Luftwaffe F-104Gs started in NMF and then carried the Norm 64 scheme, the well-known splinter scheme in grey and olive drab. Towards the end of their career the fighter bombers and recce planes received the Norm 83 wraparound scheme in green and black, but by that time no dedicated interceptors were operational anymore, so I stretched the background story a little.
The model is the very nice Italeri F-104G/S model, which is based on the ESCI molds from the Eighties, but it comes with recessed engravings and an extra sprue that contains additional drop tanks and an Orpheus camera pod. The kit also includes a pair of Sidewinders with launch rails for the wing tips as well as the ventral “catamaran” twin rail, which was frequently used by German Starfighters because the wing tips were almost constantly occupied with tanks.
Fit and detail is good – the kit is IMHO very good value for the money. There are just some light sinkholes on the fuselage behind the locator pins, the fit of the separate tail section is mediocre and calls for PSR, and the thin and very clear canopy is just a single piece – for open display, you have to cut it by yourself.
Since the model would become a standard Luftwaffe F-104G, just with a fictional livery, the kit was built OOB. The only change I made are drooped flaps, and the air brakes were mounted in open position.
The ordnance (wing tip tanks plus the ventral missiles) was taken from the kit, reflecting the typical German interceptor configuration: the wing tips were frequently occupied with tanks, sometimes even together with another pair of drop tanks under the wings, so that any missile had to go under the fuselage. The instructions for the ventral catamaran launch rails are BTW wrong – they tell the builder to mount the launch rails onto the twin carrier upside down! Correctly, the carrier’s curvature should lie flush on the fuselage, with no distance at all. When mounted as proposed, the Sidewinders come very close to the ground and the whole installation looks pretty goofy! I slightly modified the catamaran launch rail with some thin styrene profile strips as spacers, and the missiles themselves, AIM-9Bs, were replaced with more modern and delicate AIM-9Js from a Hasegawa air-to-air weapons set. Around the hull, some small blade antennae, a dorsal rotating warning light and an angle-of-attack sensor were added.
Painting and markings:
The exotic livery is what defined this what-if build, and the paint scheme was actually inspired by a real world benchmark: some Dornier Do-28D Skyservants of the German Marineflieger received, late in their career, a wraparound scheme in three shades of grey, namely RAL 7030 (Steingrau), 7000 (Fehgrau) and 7012 (Basaltgrau). I thought that this would work pretty well for an F-104G interceptor that operates at medium to high altitudes, certainly better than the relatively dark Norm 64 splinter scheme or the Norm 83 low-altitude pattern.
The camouflage pattern was simply adopted from the Starfighter’s Norm 83 scheme, just the colors were exchanged. The kit was painted with acrylic paints from Revell, since the authentic tones were readily available, namely 75, 57 and 77. As a disrupting detail I gave the wing tip tanks the old Norm 64 colors: uniform Gelboliv from above (RAL 6014, Revell 42), Silbergrau underneath (RAL 7001, Humbrol’s 127 comes pretty close), and bright RAL 2005 dayglo orange markings, the latter created with TL Modellbau decal sheet material for clean edges and an even finish.
The cockpit interior was painted in standard medium grey (Humbrol 140, Dark Gull Grey), the landing gear including the wells became aluminum (Humbrol 56), the interior of the air intakes was painted with bright matt aluminum metallizer (Humbrol 27001) with black anti-icing devices in the edges and the shock cones. The radome was painted with very light grey (Humbrol 196, RAL 7035), the dark green anti-glare panel is a decal from the OOB sheet.
The model received a standard black ink washing and some panel post-shading (with Testors 2133 Russian Fulcrum Grey, Humbrol 128 FS 36320 and Humbrol 156 FS 36173) in an attempt to even out the very different shades of grey. The result does not look bad, pretty worn and weathered (like many German Starfighters), even though the paint scheme reminds a lot of the Hellenic "Ghost" scheme from the late F-4Es and the current F-16s?
The decals for the subdued Luftwaffe markings were puzzled together from various sources. The stencils were mostly taken from the kit’s exhaustive and sharply printed sheet. Tactical codes (“26+40” is in the real Starfighter range, but this specific code was AFAIK never allocated), iron crosses and the small JG 71 emblems come from TL Modellbau aftermarket sheets. Finally, after some light soot stains around the gun port, the afterburner and some air outlets along the fuselage with graphite, the model was sealed with matt acrylic varnish.
A simple affair, since the (nice) kit was built OOB and the only really fictional aspect of this model is its livery. But the resulting aircraft looks good, the all-grey wraparound scheme suits the slender F-104 well and makes an interceptor role quite believable. Would probably also look good on a German Eurofighter? Certainly more interesting than the real world all-blue-grey scheme.
In the beauty pics the scheme also appears to be quite effective over open water, too, so that the application to the Marineflieger Do-28Ds made sense. However, for the real-world Starfighter, this idea came a couple of years too late.
These pictures were taken with my brand new Tokina 11-16mm 2.8 wide angle lens and I was just having some fun. The location for these pics is the University of Illinois, particularly the Main and Engineering Quad.
SPACE TREK ENGINEERING ROOM INSTRUCTIONS:
Instructions for my custom model of engineering room are ready and for sale on my website:
www.baronsat.net/baronshop/Engineering-Room/instructions-...
now you can build your own.
This is a one in a billion nanoparticle. It did not resist the extreme temperature conditions it was submitted to during its formation, and literally burst from the inside, expelling water vapour from the pores, thus creating that intricate nanostructure that reminds me of a brain. Nano-brain would be more accurate, as its diameter is about 500 nm, that is roughly 200 times smaller than the diameter of a human hair.
The other nanoparticles that can be seen in the foreground and the background did not burst, and were able to act as a catalyst for carbon nanotube growth. Interestingly, noticing this one in a billion nanoparticle among all the others gave us the idea to change our synthesis method in order to selectively produce these “nano-brains” on purpose, as their porosity and high surface area is of interest to advanced energy storage devices.
The picture was taken using a scanning electron microscope allowing to capture details smaller than the wavelength of light. Artificial colours were added during post-processing to highlight the eeriness of the scene.
Armstrong Siddeley was a British engineering group that operated during the first half of the 20th century. It was formed in 1919 and is best known for the production of luxury motor cars and aircraft engines. The company was created following the purchase by Armstrong Whitworth of Siddeley-Deasy, a manufacturer of fine motor cars, that were marketed to the top echelon of society. After the merge of companies this focus on quality continued throughout in the production of cars, aircraft engines, gearboxes for tanks and buses, rocket and torpedo motors, and the development of railcars. Company mergers and takeovers with Hawker Aviation and Bristol Aero Engines saw the continuation of the car production but the production of cars ceased in August 1960. The company was absorbed into the Rolls-Royce conglomerate who were interested in the aircraft and aircraft engine business and eventually the remaining spares and all Motor Car interests were sold to the Armstrong Siddeley Owners Club Ltd who now own the patents, designs, copyrights and trademarks, including the name Armstrong Siddeley.
(Wikipedia)
British Railways British Rail Engineering Limited class 150/2 ‘Sprinter’ two car diesel-hydraulic multiple unit numbers 150201 and 150225 of Newton Heath Traction Maintenance Depot runs off the Up East Goods line towards the Reception Siding at Collyhurst Street signal box at Miles Platting in Manchester forming an additional empty coaching stock for Newton Heath Traction Maintenance Depot (5J87). 12:36, Thursday 21st March 1991
Note, both units passed to Angel Train Contracts Limited in 1994 as part of the privatisation of British Railways, Angel Train Contracts Limited being renamed Angel Trains Limited on 16th May 2000
Ref no 12323
First drafts for a bridge connecting the two cities of Remscheid and Solingen go back as far as 1889. Preparatory work began in 1893, the bridge was finished in 1897.
The six support columns have a maximum height of 69 meters. In the middle of the structure, the main arc has a span of 170 meters. The overall length of the structure is 465 meters.
A total of 5,000 tons of steel were used in its construction. 950,000 rivets hold the structure together. During construction, a number of advanced building techniques were used.
Anton von Rieppel (1852 – 31 January 1926), an architect and engineer, was in charge of the project. A memorial plaque at the foot of the bridge reminds one of his efforts.
Originally, the bridge was planned to be single-track. However, high future traffic growth projections led to the redesign as a dual-track bridge. Before its opening, the rail distance between the cities of Remscheid and Solingen was 42 kilometers. With a direct connection via the bridge, this distance shrank to 8 kilometers.
The bridge was a masterpiece of Victorian-era engineering. For its time, it was a highly sophisticated structure. It astonished the local population, many of whom had had little exposure to such state-of-the-art engineering work.
Very quickly, urban legends began to spread.
Some of these unfounded “tall tales”, (which are sometimes repeated to this day), are:
-Allegedly, the last rivet fastened in the bridge was made of pure gold.
-Allegedly, due to computational errors made by von Rieppel, the architect, half of the bridge had to be demolished since the two simultaneously built halves did not fit together.
- Allegedly, von Rieppel threw himself off the bridge and died in the fall.
Of course, there is no truth in any of these stories. The bridge was constructed as planned; von Rieppel’s complex calculations, (all carried out without the aid of computers or arithmetic aids), were correct – he died about 30 years later after an unrelated illness.
What might be true are rumours about Emperor Wilhelm II's boycott of the inauguration ceremony. According to legend, the Emperor was annoyed that such a state-of-art structure was named after his grandfather, Wilhelm I, not after himself. He therefore decided not to attend the celebrations in person.
What is true is that the bridge has attracted an unknown, but large number of suicides during its more than 100-year existence.
The Prussian Parliament approved the 5 million Marks required to build the bridge in 1890.
The first breaking of the earth was on 26 February 1894. A total of 1,400 kilograms (3,100 lb) of dynamite and 1,600 kilograms (3,500 lb) of black powder were needed during construction.
The bridge's official inauguration celebration took place on 15 July 1897. Emperor Wilhelm II did not attend the ceremony in person. Prince Friedrich Leopold of Prussia attended the festivities instead. Emperor Wilhelm II visited the bridge two years later, on 12 August 1899.
Where the chief engineer monitors and controls the star ships warp drive, weapons, life support and all things critical to the ship and crew. Set used for the fan films "Star Trek Continues". Neutral Zone Studios, Kingsland, Georgia.