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The National Memorial Arboretum.
Two large bronze sculptures form the centrepiece of the Memorial. These represent loss and sacrifice and stand on either side of a bronze laurel wreath.
To the north, a Serviceman is raised aloft on a stretcher by comrades. On either side family members look on - a mother clasped by a child and an older couple clutching each other in anguish. It bears witness to the cost of armed conflict to those left behind - the families, loved ones and friends who live with the pain and consequence of their loss for the rest of their lives.
ARMED FORCES MEMORIAL, Alrewas, England.
Dedicated: 12 October 2007
Commemorates: The men and women of our Armed and Merchant Services who have lost their lives in conflict, as a result of terrorist action or on training exercises since the end of World War II. Unlike the World War memorials in towns and villages across the Nation, there is nowhere else that records over 16,000 names of those who have been killed on duty in recent times.
Dedicated in the presence of Her Majesty The Queen on 12 October 2007, the Armed Forces Memorial is a nationally significant focus for Remembrance, providing recognition and thanks for those who have given their lives in the service of the country
Trying to do some action shots
Remember Me
@5600x3150 (GeDoSaTo)
Camera binds, timestop, FOV control
TexMod (remove film grain)
+SweetFX
Well. This is it. Emily has officially moved to Toronto. This shoot will be the last time I shoot with her, until she comes to visit... because let's face it.. she just has to come back!! We all miss her already. She's the best model and a really good friend of mine! It's hard to believe that we graduated from CAT 3 years ago.
Show some love and join me in wishing her luck out there!
Be sure to check me out on facebook, on my website chelseyleblanc.com, and find me on instagram @chelseyleblancphotography!!
I dedicate today's album to the memory of my dad - the "Tate" - who died in March. Although we were prepared (as far as that's possible) for this, I'm still under shock, kind of.
The painting from 1940 shows the artist in a phase of her life in which she was not yet confined to a hospital bed and wheelchair, at least for a time. She presents herself sitting in an empty room. Dressed in a dark men's suit, she looks at the viewer with composure, even pride and defiance. Months earlier, Frida Kahlo had been divorced from the painter Diego Rivera, the man she loved like no other and for whom she suffered to the point of despair. In her right hand she now holds the scissors with which she has cut off her magnificent long hair, which we recognise from many other pictures. Tufts of hair and braids hang and lie everywhere. A line of music with text stretches across the upper part of the picture. It delivers the tenor of defiance in bittersweet literalness: ‘Look, when I loved you, it was because of your hair; now that you are shorn, I no longer love you’. It is a Mexican love song that sings about the state of abandonment of women from a male perspective, including the situation of the associated lack of freedom.
Usually, abandonment and a haircut mean humiliation and degradation. And almost inevitably, divorce and loss of beauty also lead to a loss of honour for a woman in Mexico. So a display of voluntary loss of honour? Neither Kahlo's proud look nor the whole centralised sitting pose in men's clothing fits in with this. Is this a demonstration of toughness against oneself? An abhorrence of self-pity? Kahlo's answer could lie in the following message: Posture is to be maintained precisely when this posture is not attractive for any external purpose. Because only with a self-determined attitude can we regain lost dignity! This would also remove the burden of femininity, which was already expensive enough in happier times because it was constantly accompanied by serving beauty, by pleasing others. So away with the role of women as ‘women’, away with the old braids!
Happy New Year! 2O1O
Woow! ya otro año que se Fue y otro año magico ke komienza, con nuevos deseos, speranzas y retos ke kumplir. Les desea de la mejor manera que todos los que se propongan en este nuevo año lo kumplan y se ustedes mismos superen sus propias espectativas.
Sueñen, Brinquen, lloren, griten, salten, abrazen, besen pero nunka dejen de disfrutar cada instante que vivimos. xke no sabemos si mañana seguiremos respirando. Disfrutemos cada dia, cada momento, cada hora, cada minuto, cada segundo... como si fuera el ultimo que fueramos a vivir. Deseo que su año este lleno de bendiciones, salud y amor, y ke siempre esten akompañados de sus seres keridos. Ojala se la allan pasado super en la Celebracion. Que todo lo que desseen se les kumpla!
Que dios los Bendiga.! =D
-You're Losser!
© eeleeeqqtroozzerCh~
Esta obra está bajo una licencia de Creative Commons.
This enormous stump is located in the nearby cemetery; sitting in it I felt like I was in an open grave. This cemetery has cut down a few hundred trees the past couple years and I feel the loss deeply for the wildlife habitat they provided. Many were preemptively cut ash. This one clearly was in distress but it’s still sad.
The trunk of a tree standing before the blurred out blocks of the Holocaust Memorial in Berlin.
I spent about thirty minutes wandering around this. For those who are unfamiliar with the memorial, it is a series of concrete blocks and columns of varying height. The paths between them are of varying depth. The feeling you get walking through is one of mild disorientation.
This mild disorientation you experience as a tourist is temporary. You can find your way out quite easily and the decision of next destination is untroubling.
What the memorial intends is to allow you experience, in the comfort of tourism, the terror, the horror, the incredulity that Jews must have experienced when realising they were no longer safe in their own homes, in their own city, in their own country. It allows you to imagine, fleetingly, that they had to flee, to abandon their homes and lives. That they had to escape. That they had to survive.
I found it impossible to grasp, impossible to imagine. How did this happen? How was it let happen?
A try at symbolism with my self-portraits. I'm not sure what I think of it yet so I may take it down.
25.02.2010
Last month 4 of my workmate lost their job due to economic crisis. Today my deskmate Akın lost his job as well.
Every morning we were examining my shots and choose the proper one together.
Today he chosed the project photo by himself, for the last time...
CARDIO: Cardio exercise has long been considered the best exercise for weight loss for women and men; even something as simple as a walk can help to burn calories, without putting strain on the body. Aerobic group exercise may be the first step towards helping women to lose weight in a regular way.
BREATHING EXERCISE: Kapalbhati Pranayam is the a great method of losing weight for women who have trouble moving around; air is forced through the nose in a forceful manner, and inhalation is passive. This exercise is sometimes not recommended for people with epilepsy or heart disease, but for healthy but overweight women
STRENGTH TRAINING: This is rapidly replacing cardio in medical opinion as the most effective weight loss method for women.
Strength training helps build muscle, which burns more calories than simple cardio by itself.
RUNNING: Many professional women take up running as a hobby, since it is both an excellent method of burning calories, and it also helps to relax the body and boost the mood of the runner. In fact, running may be the best exercise for weight loss for women, as it can also help to diminish the risk of osteoporosis.
Running is less expensive than a gym membership or the requirements of buying fitness machines; it protects women against heart attacks and stress related illnesses, also has positive emotional effects such as improvements in self-esteem and confidence.
song & video mattijn july 2017
I cant
I wont
say goodbye to you
I'll remember you
climb in your bed
I crawl a little closer
you cannot make me
say goodbye to you
will you remember me
I'll remember you
these days are long without you
wish I had someone here with me
Hit 'L' to view on large.
The Lucky 3 UE Eurotour
3 Man crew
My 3rd time and
3 Countries - Luxembourg, France and Belgium
A heap of locations, 1541 KMs driving, a late night rainy steep infiltration to a famous urbex haunt and a day mostly spent driving and walking to some wrong coordinates.
Full set here:
www.flickr.com/photos/timster1973/sets/72157633420917013/...
Previous Eurotours:
www.flickr.com/photos/timster1973/sets/72157632759059815/
www.flickr.com/photos/timster1973/sets/72157631939892302/
Also on Facebook:
Piper Alpha was a North Sea oil production platform operated by Occidental Petroleum (Caledonia) Ltd.
The platform began production in 1976, first as an oil-only platform and later converted to add gas production. An explosion, and the resulting oil and gas fires, destroyed it on 6 July 1988, killing 167, including two crewmen of a rescue vessel; 61 survived.
The total insured loss was about £1.7 billion (US$3.4 billion). At the time of the disaster, the platform accounted for approximately ten percent of North Sea oil and gas production, and the accident was the worst offshore oil disaster in terms of lives lost and industry impact.
The Kirk of St Nicholas in Union Street, Aberdeen has dedicated a chapel in memory of those who perished and there is a memorial sculpture in the Rose Garden of Hazlehead Park in Aberdeen. Thirty bodies were never recovered.
During the late 1970s, major works were carried out to enable the platform to meet UK Government gas export requirements and after this work had been completed, Piper Alpha was operating in what was known as phase 2 mode (operating with the Gas Conservation Module (GCM)) since the end of 1980 up until July 1988; phase 2 mode was its normal operating state. In the late 1980s, major construction, maintenance and upgrade works had been planned by Occidental and by July 1988, the rig was already well into major work activities, with six major projects identified including the change-out of the GCM unit which meant that the rig had been put back into its initial phase 1 mode (i.e. operating without a GCM unit).
Despite the complex and demanding work schedule, Occidental made the decision to continue operating the platform in phase 1 mode throughout this period and not to shut it down, as had been originally planned. The planning and controls that were put in place were thought to be adequate. Therefore, Piper continued to export oil at just under 120,000 barrels per day and to export Tartan gas at some 33 MMSCFD (million standard cubic feet per day) during this demanding period.
Because the platform was completely destroyed, and many of those involved died, analysis of events can only suggest a possible chain of events based on known facts. Some witnesses to the events question the official timeline.
12:00 noon Two condensate pumps, designated A and B, displaced the platform's condensate for transport to the coast. On the morning of 6 July, Pump A's pressure safety valve (PSV #504) was removed for routine maintenance. The pump's two-yearly overhaul was planned but had not started. The open condensate pipe was temporarily sealed with a disk cover (flat metal disc also called a blind flange or blank flange). Because the work could not be completed by 6:00 p.m., the disc cover remained in place. It was hand-tightened only. The on-duty engineer filled in a permit which stated that Pump A was not ready and must not be switched on under any circumstances.
6:00 p.m. The day shift ended, and the night shift started with 62 men running Piper Alpha. As he found the on-duty custodian busy, the engineer neglected to inform him of the condition of Pump A. Instead he placed the permit in the control centre and left. This permit disappeared and was not found. Coincidentally there was another permit issued for the general overhaul of Pump A that had not yet begun.
7:00 p.m. Like many other offshore platforms, Piper Alpha had an automatic fire-fighting system, driven by both diesel and electric pumps (the latter were disabled by the initial explosions). The diesel pumps were designed to suck in large amounts of sea water for fire fighting; the pumps had an automatic control to start them in case of fire (although they could not be remotely started from the control room in an emergency). However, the fire-fighting system was under manual control on the evening of 6 July: the Piper Alpha procedure adopted by the Offshore Installation Manager(OIM) required manual control of the pumps whenever divers were in the water (as they were for approximately 12 hours a day during summer) although in reality, the risk was not seen as significant for divers unless a diver was closer than 10–15 feet (3–5 m) from any of the four 120 feet (40 m) level caged intakes.
A recommendation from an earlier audit had suggested that a procedure be developed to keep the pumps in automatic mode if divers were not working in the vicinity of the intakes as was the practice on the Claymore platform, but this was never developed or implemented.
9:45 p.m. Because of problems with the methanol system earlier in the day, methane clathrate (a flammable ice) had started to accumulate in the gas compression system pipework, causing a blockage. Due to this blockage, condensate (natural gas liquids NGL) Pump B stopped and could not be restarted. As the entire power supply of the offshore construction work depended on this pump, the manager had only a few minutes to bring the pump back online, otherwise the power supply would fail completely. A search was made through the documents to determine whether Condensate Pump A could be started.
9:52 p.m. The permit for the overhaul was found, but not the other permit stating that the pump must not be started under any circumstances due to the missing safety valve. The valve was in a different location from the pump and therefore the permits were stored in different boxes, as they were sorted by location. None of those present were aware that a vital part of the machine had been removed. The manager assumed from the existing documents that it would be safe to start Pump A. The missing valve was not noticed by anyone, particularly as the metal disc replacing the safety valve was several metres above ground level and obscured by machinery.
9:55 p.m. First Explosion Condensate Pump A was switched on. Gas flowed into the pump, and because of the missing safety valve, produced an overpressure which the loosely fitted metal disc did not withstand.
Gas audibly leaked out at high pressure, drawing the attention of several men and triggering six gas alarms including the high level gas alarm. Before anyone could act, the gas ignited and exploded, blowing through the firewall made up of 2.5 by 1.5 m (8 by 5 ft) panels bolted together, which were not designed to withstand explosions. The custodian pressed the emergency stop button, closing huge valves in the sea lines and ceasing all oil and gas extraction.
Theoretically, the platform would then have been isolated from the flow of oil and gas and the fire contained. However, because the platform was originally built for oil, the firewalls were designed to resist fire rather than withstand explosions. The first explosion broke the firewall and dislodged panels around Module (B). One of the flying panels ruptured a small condensate pipe, creating another fire.
10:04 p.m. The control room of Piper Alpha was abandoned. "Mayday" was signalled via radio by radio operator David Kinrade. Piper Alpha'sdesign made no allowances for the destruction of the control room, and the platform's organisation disintegrated. No attempt was made to use loudspeakers or to order an evacuation.
Emergency procedures instructed personnel to make their way to lifeboat stations, but the fire prevented them from doing so. Instead many of the men moved to the fireproofed accommodation block beneath the helicopter deck to await further instructions. Wind, fire and smoke prevented helicopter landings and no further instructions were given, with smoke beginning to seep into the personnel block.
As the crisis mounted, two men donned protective gear and attempted to reach the diesel pumping machinery below decks and activate the firefighting system. They were never seen again.
The fire would have burnt out were it not being fed with oil from both Tartan and the Claymore platforms, the resulting back pressure forcing fresh fuel out of ruptured pipework on Piper, directly into the heart of the fire. The Claymore platform continued pumping oil until the second explosion because the manager had no permission from the Occidental control centre to shut down. Also, the connecting gas pipeline to Tartan continued to pump, as its manager had been directed by his superior. The reason for this procedure was the huge cost of such a shut down. It would have taken several days to restart production after a stop, with substantial financial consequences.
Gas pipelines of both 16 in (41 cm) and 18 in (46 cm) diameter ran to Piper Alpha. Two years earlier Occidental management ordered a study, the results of which warned of the dangers of these gas lines. Because of their length and diameter, it would have taken several hours to reduce their pressure, which meant fighting a fire fuelled by them would have been all but impossible. Although the management admitted how devastating a gas explosion would be, Claymore and Tartan were not switched off with the first emergency call.
10:05 p.m. The Search and Rescue station at RAF Lossiemouth receives the first call notifying them of the possibility of an emergency, and a No. 202 Sqn Sea King helicopter, "Rescue 138", takes off at the request of the Coastguardstation at Aberdeen. The station at RAF Boulmer is also notified, and a Hawker Siddeley Nimrod from RAF Kinloss is sent to the area to act as "On-Scene Commander" and "Rescue Zero-One".
10:20 p.m. Tartan Gas Line Rupture Tartan's gas line (pressurised to 120 Atmospheres) melted and ruptured, releasing 15-30 tonnes of high pressure gas every second, which immediately ignited. From that moment on, the platform's destruction was assured.
10:30 p.m. The Tharos, a large semi-submersible fire fighting, rescue and accommodation vessel, drew alongside Piper Alpha. The Tharos used its water cannon where it could, but it was restricted, because the cannon was so powerful it would injure or kill anyone hit by the water.
10:50 p.m. MCP-01 Gas Line Rupture The second gas line ruptured (the riser for the MCP-01 platform), ejecting millions of cubic feet of gas into the conflagration and increased its intensity. Huge flames shot over 300 ft (90 m) in the air. The Tharos was driven off by the fearsome heat, which began to melt the surrounding machinery and steelwork. It was only after this explosion that the Claymore platform stopped pumping oil. Personnel still left alive were either desperately sheltering in the scorched, smoke-filled accommodation block or leaping from the various deck levels, including the helideck, 175 ft (50 m) into the North Sea. The explosion also killed two crewmen on a fast rescue boat launched from the standby vessel Sandhaven and the six Piper Alpha crewmen they had rescued from the water.
11:18 p.m. Claymore Gas Line Rupture The gas pipeline connecting Piper Alpha to the Claymore Platform ruptured, adding even more fuel to the already massive firestorm that engulfed Piper Alpha.
11:35 p.m. Helicopter "Rescue 138" from Lossiemouth arrives at the scene.
11:37 p.m. Tharos contacts Nimrod "Rescue Zero-One" to appraise him of the situation. A standby vessel has picked up 25 casualties, including three with serious burns, and one with an injury. Tharos requests the evacuation of its non-essential personnel to make room for incoming casualties. "Rescue 138" is requested to evacuate 12 non-essential personnel from Tharos to transfer to Ocean Victory, before returning with paramedics.
11:50 p.m. With critical support structures burned away, and with nothing to support the heavier structures on top, the platform began to collapse. One of the cranes collapsed, followed by the drilling derrick. The generation and utilities Module (D), which included the fireproofed accommodation block, slipped into the sea, taking the crewmen huddled inside with it. The largest part of the platform followed it. "Rescue 138" lands on Tharos and picks up the 12 non-essential personnel, before leaving for Ocean Victory.
11:55 p.m. "Rescue 138" arrives at Ocean Victory and lands the 12 passengers before returning to Tharos with 4 of Ocean Victory's paramedics.
00:07 a.m., 7 July "Rescue 138" lands paramedics on Ocean Victory.
00:17 a.m. "Rescue 138" winches up serious burns casualties picked up by the Standby Safety Vessel, MV Silver Pit.
00:25 a.m. First seriously-injured survivor of Piper Alpha is winched aboard "Rescue 138".
00:45 a.m. The entire platform had gone. Module (A) was all that remained of Piper Alpha.
00:48 a.m. "Rescue 138" lands on Tharos with three casualties picked up from MV Silver Pit.
00:58 a.m. Civilian Sikorsky S-61 helicopter of Bristow Helicopters arrives at Tharos from Aberdeen with Medical Emergency Team.
01:47 a.m. Coastguard helicopter land on Tharos with more casualties.
02:25 a.m. First helicopter leaves Tharos with casualties for Aberdeen Royal Infirmary.
03:27 a.m. "Rescue 138" lands on Tharos with the bodies of two fatalities. "Rescue 138" then leaves to refuel on the drilling rig Santa Fe 140.
05:15 a.m. "Rescue 137" arrives at Tharos and after landing, then leaves taking casualties to Aberdeen.
06:21 a.m. Uninjured survivors of Piper Alphaleave Tharos by civilian S-61 helicopter for Aberdeen.
07:25 a.m. "Rescue 138" picks up remaining survivors from Tharos for transfer to Aberdeen.
At the time of the disaster 226 people were on the platform; 165 died and 61 survived. Two men from the Standby Vessel Sandhaven were also killed.
What's going on here?!
This picture can be found on many sites about Diet Plans and Weight Loss Programs?
I have to admit, it's quite cool to appear in non-tg related media :-)
Guess I fooled some people... looks can be deceiving ... ;-)
here some examples:
reogoldminer.com/perdredupoidsfacilement/2010/04/13/maint...
weight-loss2009-blog.blogspot.com/2009/12/kelly-osbourne-...
vitaminsupplements.clickdeindia.com/2010/06/17/healthy-di...
mincirdescuisses.rayonu.com/2010/04/08/veritablement-il-c...
nahrwold-inter.net/social/buddypress/demo/perdreduventrer...
leonardo-web.org/freewebsite/2010/05/24/3-day-diet/
all-boston.org/blog/weight-loss-tips-that-everybody-can-use/
Reichsbrücke
Coordinates: 48 ° 13 '42 " N, 16 ° 24' 36" E | |
(Pictures you can see by clicking on the link at the end of page!)
Empire Bridge, seen from the north bank of
Use motor vehicles in the basement underground,
Cyclists, pedestrians
Road train Lassallestraße - Wagramerstraße (B8 )
Location Vienna, between Leopoldstadt (2nd District)
and Danube City (22 nd District)
Prestressed concrete bridge construction, double deck bridge
Total length 865 meters
Width 26.10 meters
Release 8 November 1980
Altitude 157 m above sea level. A.
Card reichsbrücke.png
Location of the Empire Bridge in Vienna
The Empire Bridge is one of Vienna's most famous bridges. It crosses the Danube, the Danube Island and the New Danube and connects the second District of Vienna, Leopoldstadt, with the 22nd District, Danube city. The building extends from Mexico place at Handelskai (2nd district) in a northeasterly direction to the Danube City and the Vienna International Centre (District 22).
The current kingdom bridge (Reichsbrücke) was opened in 1980, it is the third crossing of the Danube in the same axis, which bears the name kingdom bridge. The first Empire Bridge (also: Crown Prince Rudolf bridge when Project: National Highway Bridge), an iron bridge on current five pillars existed from 1876 until 1937. The second Empire Bridge, a chain bridge with two 30-meter high pylons on two river piers, was opened in 1937, it was next to St. Stephen's Cathedral and the Giant Ferris one of the landmarks of the city of Vienna. After the Second World War it was the only intact Danube river crossing downstream of Linz in Austria and became the busiest stretch of road in Austria. On Sunday, the first August 1976 the bridge collapsed in the early morning hours on full width of the Danube into the water. In the accident, which was not foreseeable by the then state of the art, one person was killed. The meaning and emotional charge, which had received the bridge by its colorful past in the Viennese population, increased further by the collapse.
Prehistory
The Danube before regulation (centric is the location of the Reichsbrücke marked)
Some years after the devastating flood of 1830 was considering Emperor Ferdinand I to regulate the Danube and at the same time to build several bridges over the resulting stream bed. The plan was, among other things, a chain bridge approximately at the site of today's Empire bridge, whose construction costs were estimated at two to three million florins. However, these plans came as well as future intentions, build stable bridges over the unregulated Danube, before the Vienna Danube regulation not for execution, the projects went not beyond the planning stage. All bridges over the Danube, whether for road or since 1838 for the Northern Railway, then had rather provisional character. Jochbrücken Those were trestle bridges made of wood, which were regularly swept away by floods or Eisstößen (bumps of ice chunks) and then re-built.
On 12 September 1868 eventually ordered Emperor Franz Joseph I, the nephew and successor of Ferdinand, the regulation of the Danube. At the same time, eventually, should be built "stable bridges". One of them should represent a direct extension of the hunter line (Jägerzeile) (today: Prater Road and the Schwimmschulstraße (now Lassallestraße). With the choice of this location a central urban axis should be continued, which ranged from the Gloriette in Schonbrunn over St. Stephen's Cathedral and the Prater Stern to the Danube. On the other side of the Danube, the bridge should join to the Vienna, Kagraner and Leopold Auer Reichsstrasse (since 1910 Wagramerstraße), which became a major transit route in the northeastern areas of the monarchy. The name of the bridge was accordingly to "Empire Road bridge" set.
First Reichsbrücke - 1876-1937
Crown Prince Rudolf bridge
Since 6 November 1919 : Reichsbrücke
Crown Prince Rudolf bridge since 6 November 1919: Reichsbrücke
Official name of Crown Prince Rudolf Bridge (1876-1919), since then Reichsbrücke
Use vehicles, trams (from 26 June 1898 on the current bridge single track) and pedestrian
crossing of Handelskai, Danube and floodplain
Construction iron lattice structures (river bridge), 341.20 meters
Total length 1019.75 meter (incl. bridge over Handelskai and floodplain)
Width 11.40 meters
Release 21 August 1876
Closure 11 October 1937
Toll 32 cruisers and 64 Heller per vehicle (up to 1904)
The by Franz Joseph commissioned bridge, which the main part of the 2nd district after the regulation of the Danube with the on the left bank lying part of the city Kaisermuehlen, the now Old Danube and the to 1890/1892 independent community of Kagran connected, was navigable from August 1876 to October, 1937. It has been renamed several times: During the construction period it had the preliminary name of Empire Road bridge, after its opening, it was Crown Prince Rudolf bridge. The term "Empire Bridge" but soon won through in general usage, as was said, for example, the stop of the Donauuferbahn (Railway) at the bridge officially Kommunalbad-Reichsbrücke. After the fall of the monarchy on 6 November 1919 it was officially renamed Empire bridge.
With a total length of nearly 1,020 feet, it was at that time the longest bridge connection over the Danube. It was 11.40 meters wide, the road took 7.60 meters and 3.80 meters, the two sidewalks. The original plan had provided a total width of eight fathoms (15.20 meters), the Parliament decided shortly before the start of the construction to reduce the width because of cost reasons.
The bridge consisted of three parts. The so-called Hubertusdamm, protected the March field against flood, and the flood area created in the Danube regulation (inundation) on the north, the left bank of the river was spanned by a stone, 432 meters long inundation bridge, which consisted of 16 sheets of 23 and 39 m width. Handelskai on the southern right bank of the river spanned the so-called Kaibrücke of stone with a length of 90.4 meters and four arches, each 18.96 m width. The actual current bridge was 341.20 meters long and consisted of four individual iron grating structures that rested on five 3.80 meter thick pillars, three of which were in the water. The distance of each pillar was 79.90 meters.
Construction
The current bridge seen from the north, from the left bank (St Stephen's Cathedral in the background); recording before the summer of 1898, there's no tram track
Construction began in August, 1872. Although at that time the stream bed of the Danube had already been largely completed, but not yet flooded. The Empire bridge was then, as the northern railway bridge Stadlauer Bridge and the Emperor Franz Joseph Bridge (later Floridsdorfer bridge), built in dry construction.
The building was designed by the Road and Hydraulic Engineering Department of Imperial Ministry of Interior, whose boss, Undersecretary Mathias Waniek Ritter von Domyslow, was entrusted with the construction management. Total construction cost of 3.7 million guilders. The metal construction had a total weight of 2,193 tons and was manufactured by Schneider & Co in Burgundy of Belgian welding iron.
The two piers on the banks were about five feet below the river bed, which is about eleven meters founded under the riverbed on so-called "blue Viennese Tegel" (a stiff to semi-solid floor similar to the clay which as sedimentary rock is typical for the Vienna basin). The pillars of the two foreland bridges (Kaibrücke and inundation bridge ) were established in shallow coarse gravel.
Of the four Danube bridges built at that time only the kingdom bridge (Reichsbrücke) was not opened to traffic when the new bed of the Danube on 14 April 1875 was flooded. Until 16 months later, on 21 August 1876, the birthday of the Crown Prince Rudolf, opened the Imperial Governor of Lower Austria , Baron Conrad of Sigmund Eybesfeld, representing the emperor, the bridge and gave her in honor of Crown Prince - contrary to the original plan - the name "Crown Prince Rudolf bridge". The opening ceremony was attended by a delegation from Japan, Minister of War Feldzeugmeister Graf Maximilian von Artur Bylandt-Rheidt and mayor of Vienna Cajetan Felder. The governor read a royal resolution, in which Franz Joseph announced the full imperial satisfaction with Oberbauleiter Waniek and several Engineers and Building Officers were awarded the Imperial Knights Cross. As highlight of the celebration the keystone of the last pillar of the ramp was set - under it were built into a cassette several documents, photos of the bridge, coins and medals.
Bridge operation
The Kaibrücke over the Handelskai on the south, the right bank of the Danube, recording c.1907
The bridge ramp and the four brick arches over the Handels on the south, the right bank of the Danube, it ( right) the bridge over the stream, recording from 1876
After the suicide of Crown Prince Rudolf in 1889, the bridge was popularly called "suicide bridge ". It was in the first years of its operation still not a very popular crossing of the Danube. Industry and trade settled slowly to the other side of the Danube. There were also no significant trade routes from north to March Field. Via the Old Danube, which it would have to be crossed, leading to around 1900 only a rickety wooden bridge.
In the first 28 years of its operation, the crossing of the Empire Bridge was charged. 32 cruisers and 64 Heller had to be paid per vehicle, which has been regularly criticized by newspapers in Vienna. Only after the villages north of the Old Danube in the year 1904/1905 than 21st district were incorporated, the crossing was provided free of charge and increased the popularity of the bridge. From 26 June 1898, the bridge was frequented by the tram. The occasion was the 50-year Jubilee of Emperor Franz Joseph. The route went (over the current bridge (Strombrücke) just single track ) for the moment to shooting range (Schießstätte) at Arbeiterstrandbadstraße and was on 22 December 1898 extended until Kagraner place. Operator was the Vienna-Kagraner train (WKB), which initially used for six railcars acquired from Hamburg. In 1904, the traffic operation of Vienna-Street Railways WKB.
The end of the bridge
1910 were counted in Vienna over two million inhabitants. On the left, northern bank of the Danube, more and more settlements and commercial enterprises emerged. This increased both the importance and the traffic on the Empire Bridge. Neither the load nor the total roadway width of less than eight meters were sufficient for this additional burden. 1930 damage was discovered at the bridge, which would have necessitated the refurbishment in the near future. In recent years, their stock weight restrictions has been to protect the bridge. Vienna's city government first planned a conversion of the old kingdom bridge. In 1933, under the federal government of Dollfuss a new building was disposed.
During the three years of construction work had the old bridge remain usable - ie the existing 340 meters long by 4,900-ton Strombrücke was there moved by 26 meters downstream in September 1934, and connected with the banks. The move operation lasted only six hours, the traffic interruption to the reusability lasted three days. The suspended bridge was then three years in operation. Immediately after the opening of its successor bridge it was dismantled.
Second Empire Bridge - 1937-1976
Second Reichsbrücke
The second Empire Bridge, circa 1975
Official name Reichsbrücke, from 11 April 1946 to 18 July 1956 the Red Army Bridge
Use private transport (2 lanes next to the tracks, 2 on the tracks), tram (2 tracks in the middle position), pedestrians (sidewalks 2)
Construction through the air: "Spurious" self-anchored chain bridge with reversed horizontal thrust); broadening of the inundation bridge used since 1876
Total length 1225 meters
Width 26.90 meters (including sidewalks)
Longest span 241.2 meters in the central opening, 60.05 and 61.05 meters in the side openings
Construction September 1934
Release 10 October 1937
Closure 1 August 1976 (collapse)
The second realm bridge had a total length of 1255 meters. The current bridge had a length of 373 meters and a maximum span length of 241.2 meters, the construction of the third largest chain bridge in Europe. It had two pylons made of steel with a height of 30 meters above road top, standing on two piers and with the bridge superstructure burd two steel chains carrying.
The bridge was staged as a symbol of the wealth and size of Vienna. So it was yet in the late 1930s next to St. Stephen's Cathedral and the Giant Ferris emblem for the third city of Vienna declared and served as an internationally used symbol on all promotional literature and invitations to the Vienna Exhibition in 1938.
Competition
First, the Commerce Department announced a precompetitive, although that could win the architects Emil Hoppe and Otto Schonthal, the result of which, however, did not correspond with the Ministry and the City of Vienna. The final competition for the construction of the Empire Bridge was finally announced in Spring 1933 and awarded in November. As architectural advisor to the eight-member jury acted the architect Clemens Holzmeister. The jurors selected from 64 submitted, one of which even provided for a tunnel under the river Danube. The winning project was a chain bridge by architects Siegfried Theiss and Hans Jaksch. This design provided only two pillars standing in the water. Three quarters of the full width of the river should be free spans. The bridge would connect directly to the still-to-use, only to be widened inundation bridge of the first Empire bridge over floodplain and Hubertusdamm.
Construction
Construction began on 26 February 1934, two weeks after the civil war-like battles in February. The cost of 24 million shillings were imposed to one third of the city of Vienna, two-thirds came from the federal budget. There were only Austrian companies involved in the construction. The two pillars were erected in caisson construction.
Soon the first difficulties appeared. The ground, especially in the Danube River, on which the bridge piers and anchor blocks for the chains should be founded, proved to be less viable than the planners had anticipated. It was originally planned to have to shoulder a large part of the weight of the Strombrücke, primarily of the area lying between the pillars middle part of the bridge, of two chains that run on both sides of the two pylons and should be anchored right in the river on heavy, solid anchor blocks of concrete. However, it was feared that this abutment on the Danube soft soil by the large tensile forces of 78.5 million N (8,000 t) per chain would start sliding and could not be adequately anchored in the Danube ground.
Professor Paul Fillunger of the Technical University of Vienna became the largest public critic of the building. He was of the opinion that not only the foundation of the anchor blocks, but also the pillars of the Danube in the soft ground was irresponsible because the bridge would not have the necessary stability. Contrasting opinion was his colleague of professors, soil mechanics Karl von Terzaghi. In his view, the nature of the Danube soil was suitable for the pier foundation. The disagreement was part of a personal feud, which was publicly held. Together with his wife Fillunger took in 1937 due to a disciplinary procedure that ran against him at the Technical University of Vienna his life. The construction of the bridge was rescheduled after the proposals Terzaghis: the chains were not fastened to anchor blocks on the Danube ground, but directly to the two main girders of the steel supporting structure, ie on the bridge itself anchored.
In June 1936, the building was overshadowed by a shipwreck: the people steamer "Vienna" DDSG was driven to a pillar. The ship broke up and sank immediately. Six people were killed.
The final link in the chain was composed of 98 members on 16 November 1936 inserted. Thereafter the lowering of the support stand began to displace the chain in tension. The production of the concrete deck slab of the bridge deck and the installation of sidewalks followed in the spring of 1937, in the summer, the bridge was painted dark green.
From 1 to 3 October 1937 the stress test of the building took place in the stretched chains and the pylons were slightly rotated. Were then driven as a load test 84 trucks and 28 loaded with stones streetcars on the bridge and left to stand there for a few hours. All measurements were running satisfactorily, so that on 4 October the first tram of line number 16 was able to drive over the kingdom bridge. A day later, the bridge was unofficially released for streetcar traffic. To traffic it remained locked up to its opening.
Austro-Fascist propaganda
A labor-and cost-intensive project such as the construction of the bridge was fully in line with the spirit of the Austro-fascist regime: the end of 1933, unemployment stood at 38.5 percent. The construction of the second Empire bridge can therefore be seen as a job creation project, similar to the construction of the Grossglockner High Alpine Road or the Vienna High Road.
On 10 October 1937, the Empire Bridge was officially opened. The corporate state government held a solemn state ceremony with President Wilhelm Miklas, Chancellor Kurt Schuschnigg, Cardinal Theodor Innitzer, the Vienna Vice Mayor Fritz Lahr and Trade Minister Taucher who called the new Reich bridge as a "symbol of creating life force of the new Austria". Present were alongside architects, project managers and designers also a delegation of the opus "New Life" of the Fatherland Front, all workers involved in the construction of the construction companies and 10,000 school children. Soldiers of the armed forces lined the shore.
The Viennese city researcher Peter Payer writes about the pompous production:
"Conspicuously, propagated the carefully staged celebration the new model of society of the Austro-fascist government: the ending of the class struggle and overcoming social barriers through meaningful work and cooperation of all professional groups. [ ...] The completion of the bridge was portrayed as unprecedented cultural achievement, as a joint work of all involved". - Peter Payer.
The event was broadcast live on the radio, the newspapers reported widely about it. At the event, postcards, envelopes, and a commemorative stamp was issued and even a "Reichsbrücke song "composed, in which was said:
"A thousand hammers, wheels, files,
thousand hands had to rush
the great work that was!
Salvation of the work that connects,
Hail to the work, healing our land!"
- Empire Bridge Song
The Empire Bridge in the Second World War
During the Second World War the German army used two support pillars of reinforced concrete under the Empire Bridge into the Danube, so that the building would not completely fall into the water when it was hit, but could be repaired. In addition, at each of the two pylons were erected platforms for anti-aircraft guns.
In early April, 1945, in the last days of the war, Soviet armies were moving from the south and west heading to the city center. The fleeing units of the SS blew up in their retreat to the north gradually almost all Vienna Danube bridges.
For the Nordwestbahnbrücke, the Floridsdorfer bridge and the Nordbahnbrücke the "defenders" of Vienna had by Hitler's headquarters on the 8th April 1945 sought the permission for demolition, the Stadlauer Ostbahnbrücke was also blown up without explicit permission. With the Reichsbrücke, however, Hitler had personally for days the blasting ruled out, still yet at 11 April 1945, just on 13 April afternoon allowed, at a time when the southern bridgehead was already occupied by the Red Army, was the northern bridgehead without coverage in their field of fire and the German troops who had retreated to the left bank of the Danube, north west withdrew, for not beeing closed in by the Red Army. There was therefore no chance to blow. The Red Army occupied the evening of the 13th April also the northern bridgehead.
On 11 April, at the height of the battle of Vienna, the Russian troops with armored boats already had been advanced on the Danube to the Reichsbrücke (officially called by the Russians "Object 56") and had obscured the area. They went on the right bank of the Danube, about 500 meters northwest of the bridge, on land and moved slowly to the building.
Decades later, it was unclear why exactly the Empire bridge was not blown up. The Red Army, the Austrian resistance movement O5 as well as members of the armed forces later claimed they just would have prevented the explosion. One version said that, at the Battle of 11 April some soldiers of the Red Army should have gotten to the beachhead, where they destroyed the explosive lines. Another version was that Red Army soldiers were led by a knowledgeable local Vienna sewer worker sneaked through the sewer system of Vienna to the bridge to prevent the demolition. Clarity created in 2012 the analysis of historical sources with the résumé. Ultimately, it was Hitler himself which had prevented demolition of the bridge until the last moment. The Reichsbrücke was now the only intact bridge crossing over the Danube between Linz and the state border. She was thus given a status symbol, it was a sign of the resilience of Austria.
The city council renamed the Empire Bridge on the anniversary of the liberation of Vienna on 11 April 1946 in honor of the liberators "Bridge of the Red Army Bridge". Was also on this occasion by the city government to the left of the bridge driveway in the 2nd district an obelisk (reddish colored lightweight concrete on wood construction) erected with the Soviet Star on the top of which was in German and Russian to read:
"THE HERO WILL
LANDING GUARD SQUAD
AND SAILORS
IN GRATITUDE
THE EXEMPT
VIENNA "
- Obelisk, then plaque on the bridge
The obelisk was removed after 1955. The inscription was then attached on a bronze plaque that was mounted directly to the bridge. The bridge was at 18 July 1956 re-named Reichsbrücke.
Reichsbrücke in the postwar period
To the rebuilding of Floridsdorfer bridge 1946 the Reichsbrücke was the only way to reach Vienna coming from the northeast on the road. Although it was not blown up, it still suffered numerous losses, primarily by shellfire. In 1946, took place the first rehabilitation of war damage of the bridge, from May 1947 work on a larger scale was made. Thereby five hanging rods have been mended and repaired the vault of the inundation bridge. The smoke control ceiling above the Donauuferbahn has been replaced. At seven chain links had to be renewed a total of 26 blades. For this temporary piers were used on barges, which again ate on the river bed. The work was finished in 1952. On the Reichsbrücke originally was wooden heel patch installed, this was 1958-1960 replaced by granite stone pavement, which resulted in an additional load of 4688 kN for each pylon bearing. The enormous, newly ascended individual traffic led more often hinder the tram traffic on the bridge, therefore the tracks in the sixties by blocking lines have been declared not approved for individual traffic of the roadway. Now, congestion of vehicular traffic was the result.
Empire bridge collapse in 1976
The southern, right after the collapse of the banks, recording August 1976
Bridge debris on the north, left bank, recording August 1976
On Sunday, the first August 1976 Reichsbrücke 4:53 to 4:55 clock crashed to almost full length of the main bridge into the water. The first radio announcement was made at 5:00 clock. An eyewitness described the collapse as". The whole bridge has suddenly lifted a foot and then dropped loud crashing on the entire length".
On the Kaibrücke as well as on the Überschwemmungsbrücke (inundation bridge) the carrier collapsed in several places, but both bridges were standing. The Strombrücke itself broke into three parts, the middle part falling into the water as a whole and and the two outer parts obliquely hanging into the water. The south-facing pylon fell downstream and damaged heavily the stern of a passenger ship, the north side pylon collapsed in the other direction on the flood plain.
At the time of the collapse, five people were in four vehicles on the bridge: a bus driver in an urban articulated, two employees of the ÖAMTC in a roadside assistance vehicle, the driver of a Volkswagen Beetle, which had requested the breakdown service because of a defective tire following an accident as well as the driver of a minibus, who was employed as a driver at the ORF. The bus driver crashed his vehicle into the Danube and was rescued unharmed within hours. The ÖAMTC employees and the VW drivers were on that part of the Kaibrücke, which indeed broke and fell, but not completely destroyed, so that they could save themselves by foot. The ORF driver was trapped in his pickup truck and found his dead the day after the collapse.
Within an hour was a quarter of all vehicles of the in Vienna available Fire Brigade on the site of the collapse, it was the alarm given stage IV. Also, police, ambulance and army were represented by large contingents. The on the bridge located water pipes that supplied drinking water to the north of Vienna, put the Handelskai under water. Explosions were also feared because the gas lines running across the bridge were broken. There was on the scene for days strict non-smoking. First, many people were north of the Danube without gas, electricity, water and telephone. Already on the second August was, however, restored the supply.
some generations would say ‘don’t air your dirty laundry in public’.
i say ‘let the haters hate’.
welcome to the digital age.
this poem is of - loss, living, redemption, release, holding on through tribulations and trials in my 54 years of discovery:
I wrote it at the beginnings of our digital age:
it is the autumn of the year of the bicentenary. (1988)
i am eighteen and he is twenty one.
I wait until my relatives have left the room.
i’m naive, inexperienced, scared, angry and full of rage.
i have learnt to internalise my feelings.
i hold his hand.
he drifts in and out of conciseness.
i know what i want to say.
“Don’t be bitter”
i hope above hope he understands and hears me.
for these are my last words to him.
it is our little miracle.
he turns his head to me and sighs.
“I am not bitter”.
and drifts back into the darkness of death,
that is not far away.
he is my brother.
Daniel.
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I'm sitting here tonight thinking about the World Trade Center, the events of 9/11, what we lost then, and our continuing losses in the years since. The image is adapted from a now faded color photograph I took at twilight from the Staten Island Ferry in the Bicentennial summer of 1976. My color photo was pretty, but pretty is not what I think of today when I think of the World Trade Center. The twin towers haunt us now, and I was trying to evoke some of that, along with a sense of the way they both loomed and glowed in the night sky over Manhattan, two dark obelisks draped in pearls.
They were not much loved by New Yorkers when they first went up. When T and I lived there in the sixties, the towers were just a dream in the minds of David and Nelson Rockefeller -- and that's what New Yorkers mockingly called them at first. We were unhappy, too -- T had worked not far from there, and mourned the thriving neighborhood near her office that was demolished to build these monuments to Rockefeller pride. But by the time of our Bicentennial visit, the transformation was well under way, aided by the tightrope poetry of Philippe Petit and the embattled city's quest for civic pride in the "Ford to New York City: Drop Dead" years of financial crisis. I wrote about that last year in my blog Letter from Here, reflecting on Petit's walk as a symbol of both the New York spirit and all that we have lost since 9/11.
The World Trade Center was the last place in the city T and I and our daughter visited during another trip in 1980. We took those amazing elevators -- which it's impossible to recall now without thinking of what they became later -- to the rooftop observation deck, where we watched the sun set on on one of the world's great cities, lights twinkling in the lengthening shadows far below. We ate dinner at the other Windows on the World, the less expensive one in the basement, adjacent to the subway arcade, before driving out through the Holland Tunnel on the first leg of our drive back to Madison.
Six years ago, I was about to leave on a business trip to Milwaukee with several coworkers. I had heard something about a commuter plane crashing into one of the towers on the radio and called T to tell her to turn on the TV. She did, and at that moment the second plane hit. She saw the towers fall in real time, while I saw them in my mind's eye, driving through the Wisconsin countryside. I'll never forget how supernaturally beautiful it was that morning. We passed what I thought were several white swans drifting lazily in a farm pond, though perhaps they were only domestic geese -- and at that moment the woman on the radio who was providing a running narrative off the news wire started sobbing as she described the collapse of the first tower unfolding before her eyes on a studio monitor. She couldn't believe her eyes, and we couldn't believe our ears. It didn't seem possible. We arrived stunned at our meeting, and everyone sat and watched the towers collapsing, over and over.
Now, looking back, I don't know which I find the more unbelievable -- the events of 9/11, or the events since then. In the aftermath of the attack on the WTC, there was a vast, worldwide outpouring of goodwill toward America. "We are all Americans now," wrote Le Monde. We squandered that. We took our eye off the ball, let Osama Bin Laden escape and started a war in Iraq that looks as if it will go on forever, or close to it, despite last fall's election, in which the American people clearly said "Enough!" It's a hard act to follow. What do we do for an encore? Iran?
Walt Disney World
The Magic Kingdom
Adventureland
Pirates of the Caribbean
One of the classic WDW dark ride scenes is this one of the three skeletons on the beach with one pinned to the rock with a sword. I’m sure there’s a great story to this particular scene, but since we only see the aftermath, it’s a mystery what happened.
I really need to visit DLR to see the original PotC. From everything I have read and heard, the DLR version eats it’s lunch.
In recent years we sadly have been watching a significant loss of habitat in our neighbourhood as construction of commercial/industrial parks encroaches on some of the last substantial pieces of open fields left south of the highway. In winter you could typically see Snowy Owls and Northern Harriers making a living in these fields, but this past Winter I saw neither of these species as construction ate yet another chunk of the open spaces. In Spring & Summer this also serves as habitat for other birds such as Savannah Sparrows and various shorebirds. :-(
Here's some before/after pics of my weight loss experience. Between August 5th, 2010 and Oct 15th, 2011 I lost 72 pounds, 64 inches, and 5 dress sizes. I gained confidence, accomplishment, energy and self-esteem.
Successful weight loss means losing weight and keeping it off. People who shed pounds rapidly tend to put them all back on. Before you can set out to reach a healthy weight, you must understand how important it is to adopt a whole-lifestyle change. In this article we will tell you how to make...
healthwellnessandlifestyle.com/easy-ideas-for-successful-...