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Home of the 1st Place Cleveland Indians! Took this photo at last night's game against the Detroit Tigers. Photo taken in the Bottom of the 9th as Chris Perez was securing another Win!
This is a hand stitched Panorama using 3 images taken with my iPhone 4s.
ᴛʜᴇ ᴅʀɪᴘ ᴘʀᴇsᴇɴᴛs: ᴾᴿᴼᴳᴿᴱᔆᔆᴵⱽᴱ ᴴᴼᵁᔆᴱ – – -ⒻⓇⒾⒹⒶⓎ ⓋⒾⒷⒺⓈ- [thedripsocials.carrd.co ˢᴼᑦᴵᴬᴸˢ] [streamable.com/qisyhh ˢᴾᴼᴺˢᴼᴿˢ] Sponsors:[Move][TheSinner][The Bearded Guy][Valkyr][Canarun][Ckey Poses][no beans!][Habit Z][dby decor][BLOQ.] ════════════════════════ The true vibe @The Drip #TheDrip #SecondLifeEvents #TheDripSanctuary
Check it out: media-sl.com/progressive-house-the-drip/
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Some places are full of hidden treasure. The Progressive Rock Museum is one such place. When you land explore, take all the teleport destinations, climb and sit on whatever you can. The art exhibits are amazing, especially if you are a fan of rock music.
Wearing JRC Ripped Jeans $100L on the marketplace. Hair is Stealthic Paradox in Red $300L on the marketplace. Top is part of Layla’s Gigi outfit $500L on the marketplace.
SW1500 #37 at the Airlake Industrial Park in Lakeville, MN on October 10, 2024 is the ex-Minneapolis, Northfield & Southern #37. (misc 60911j)
The Eiffel Tower is a wrought-iron lattice tower on the Champ de Mars in Paris, France. It is named after the engineer Gustave Eiffel, whose company designed and built the tower.
Locally nicknamed "La dame de fer" (French for "Iron Lady"), it was constructed from 1887 to 1889 as the centerpiece of the 1889 World's Fair and was initially criticised by some of France's leading artists and intellectuals for its design, but it has become a global cultural icon of France and one of the most recognisable structures in the world. The Eiffel Tower is the most visited monument with an entrance fee in the world; 6.91 million people ascended it in 2015. It was designated a monument historique in 1964, and was named part of a UNESCO World Heritage Site ("Paris, Banks of the Seine") in 1991.
The tower is 330 metres (1,083 ft) tall, about the same height as an 81-storey building, and the tallest structure in Paris. Its base is square, measuring 125 metres (410 ft) on each side. During its construction, the Eiffel Tower surpassed the Washington Monument to become the tallest man-made structure in the world, a title it held for 41 years until the Chrysler Building in New York City was finished in 1930. It was the first structure in the world to surpass both the 200-metre and 300-metre mark in height. Due to the addition of a broadcasting aerial at the top of the tower in 1957, it is now taller than the Chrysler Building by 5.2 metres (17 ft). Excluding transmitters, the Eiffel Tower is the second tallest free-standing structure in France after the Millau Viaduct.
The tower has three levels for visitors, with restaurants on the first and second levels. The top level's upper platform is 276 m (906 ft) above the ground – the highest observation deck accessible to the public in the European Union. Tickets can be purchased to ascend by stairs or lift to the first and second levels. The climb from ground level to the first level is over 300 steps, as is the climb from the first level to the second, making the entire ascent a 600 step climb. Although there is a staircase to the top level, it is usually accessible only by lift.
The design of the Eiffel Tower is attributed to Maurice Koechlin and Émile Nouguier, two senior engineers working for the Compagnie des Établissements Eiffel. It was envisioned after discussion about a suitable centerpiece for the proposed 1889 Exposition Universelle, a world's fair to celebrate the centennial of the French Revolution. Eiffel openly acknowledged that inspiration for a tower came from the Latting Observatory built in New York City in 1853. In May 1884, working at home, Koechlin made a sketch of their idea, described by him as "a great pylon, consisting of four lattice girders standing apart at the base and coming together at the top, joined together by metal trusses at regular intervals". Eiffel initially showed little enthusiasm, but he did approve further study, and the two engineers then asked Stephen Sauvestre, the head of the company's architectural department, to contribute to the design. Sauvestre added decorative arches to the base of the tower, a glass pavilion to the first level, and other embellishments.
The new version gained Eiffel's support: he bought the rights to the patent on the design which Koechlin, Nougier, and Sauvestre had taken out, and the design was put on display at the Exhibition of Decorative Arts in the autumn of 1884 under the company name. On 30 March 1885, Eiffel presented his plans to the Société des Ingénieurs Civils; after discussing the technical problems and emphasising the practical uses of the tower, he finished his talk by saying the tower would symbolise
[n]ot only the art of the modern engineer, but also the century of Industry and Science in which we are living, and for which the way was prepared by the great scientific movement of the eighteenth century and by the Revolution of 1789, to which this monument will be built as an expression of France's gratitude.
Little progress was made until 1886, when Jules Grévy was re-elected as president of France and Édouard Lockroy was appointed as minister for trade. A budget for the exposition was passed and, on 1 May, Lockroy announced an alteration to the terms of the open competition being held for a centrepiece to the exposition, which effectively made the selection of Eiffel's design a foregone conclusion, as entries had to include a study for a 300 m (980 ft) four-sided metal tower on the Champ de Mars. (A 300-metre tower was then considered a herculean engineering effort). On 12 May, a commission was set up to examine Eiffel's scheme and its rivals, which, a month later, decided that all the proposals except Eiffel's were either impractical or lacking in details.
After some debate about the exact location of the tower, a contract was signed on 8 January 1887. Eiffel signed it acting in his own capacity rather than as the representative of his company, the contract granting him 1.5 million francs toward the construction costs: less than a quarter of the estimated 6.5 million francs. Eiffel was to receive all income from the commercial exploitation of the tower during the exhibition and for the next 20 years. He later established a separate company to manage the tower, putting up half the necessary capital himself.
The Crédit Industriel et Commercial (C.I.C.) helped finance the construction of the Eiffel Tower. According to a New York Times investigation into France's colonial legacy in Haiti, at the time of the tower's construction, the bank was acquiring funds from predatory loans related to the Haiti indemnity controversy – a debt forced upon Haiti by France to pay for slaves lost following the Haitian Revolution – and transferring Haiti's wealth into France. The Times reported that the C.I.C. benefited from a loan that required the Haitian Government to pay the bank and its partner nearly half of all taxes the Haitian government collected on exports, writing that by "effectively choking off the nation’s primary source of income", the C.I.C. "left a crippling legacy of financial extraction and dashed hopes — even by the standards of a nation with a long history of both."
Work on the foundations started on 28 January 1887. Those for the east and south legs were straightforward, with each leg resting on four 2 m (6.6 ft) concrete slabs, one for each of the principal girders of each leg. The west and north legs, being closer to the river Seine, were more complicated: each slab needed two piles installed by using compressed-air caissons 15 m (49 ft) long and 6 m (20 ft) in diameter driven to a depth of 22 m (72 ft) to support the concrete slabs, which were 6 m (20 ft) thick. Each of these slabs supported a block of limestone with an inclined top to bear a supporting shoe for the ironwork.
Each shoe was anchored to the stonework by a pair of bolts 10 cm (4 in) in diameter and 7.5 m (25 ft) long. The foundations were completed on 30 June, and the erection of the ironwork began. The visible work on-site was complemented by the enormous amount of exacting preparatory work that took place behind the scenes: the drawing office produced 1,700 general drawings and 3,629 detailed drawings of the 18,038 different parts needed. The task of drawing the components was complicated by the complex angles involved in the design and the degree of precision required: the position of rivet holes was specified to within 1 mm (0.04 in) and angles worked out to one second of arc. The finished components, some already riveted together into sub-assemblies, arrived on horse-drawn carts from a factory in the nearby Parisian suburb of Levallois-Perret and were first bolted together, with the bolts being replaced with rivets as construction progressed. No drilling or shaping was done on site: if any part did not fit, it was sent back to the factory for alteration. In all, 18,038 pieces were joined together using 2.5 million rivets.
At first, the legs were constructed as cantilevers, but about halfway to the first level construction was paused to create a substantial timber scaffold. This renewed concerns about the structural integrity of the tower, and sensational headlines such as "Eiffel Suicide!" and "Gustave Eiffel Has Gone Mad: He Has Been Confined in an Asylum" appeared in the tabloid press. At this stage, a small "creeper" crane designed to move up the tower was installed in each leg. They made use of the guides for the lifts which were to be fitted in the four legs. The critical stage of joining the legs at the first level was completed by the end of March 1888. Although the metalwork had been prepared with the utmost attention to detail, provision had been made to carry out small adjustments to precisely align the legs; hydraulic jacks were fitted to the shoes at the base of each leg, capable of exerting a force of 800 tonnes, and the legs were intentionally constructed at a slightly steeper angle than necessary, being supported by sandboxes on the scaffold. Although construction involved 300 on-site employees, due to Eiffel's safety precautions and the use of movable gangways, guardrails and screens, only one person died.
The main structural work was completed at the end of March 1889 and, on 31 March, Eiffel celebrated by leading a group of government officials, accompanied by representatives of the press, to the top of the tower. Because the lifts were not yet in operation, the ascent was made by foot, and took over an hour, with Eiffel stopping frequently to explain various features. Most of the party chose to stop at the lower levels, but a few, including the structural engineer, Émile Nouguier, the head of construction, Jean Compagnon, the President of the City Council, and reporters from Le Figaro and Le Monde Illustré, completed the ascent. At 2:35 pm, Eiffel hoisted a large Tricolour to the accompaniment of a 25-gun salute fired at the first level.
There was still work to be done, particularly on the lifts and facilities, and the tower was not opened to the public until nine days after the opening of the exposition on 6 May; even then, the lifts had not been completed. The tower was an instant success with the public, and nearly 30,000 visitors made the 1,710-step climb to the top before the lifts entered service on 26 May. Tickets cost 2 francs for the first level, 3 for the second, and 5 for the top, with half-price admission on Sundays, and by the end of the exhibition there had been 1,896,987 visitors.
After dark, the tower was lit by hundreds of gas lamps, and a beacon sent out three beams of red, white and blue light. Two searchlights mounted on a circular rail were used to illuminate various buildings of the exposition. The daily opening and closing of the exposition were announced by a cannon at the top.
On the second level, the French newspaper Le Figaro had an office and a printing press, where a special souvenir edition, Le Figaro de la Tour, was made. There was also a pâtisserie.
At the top, there was a post office where visitors could send letters and postcards as a memento of their visit. Graffitists were also catered for: sheets of paper were mounted on the walls each day for visitors to record their impressions of the tower. Gustave Eiffel described some of the responses as vraiment curieuse ("truly curious").
Famous visitors to the tower included the Prince of Wales, Sarah Bernhardt, "Buffalo Bill" Cody (his Wild West show was an attraction at the exposition) and Thomas Edison. Eiffel invited Edison to his private apartment at the top of the tower, where Edison presented him with one of his phonographs, a new invention and one of the many highlights of the exposition. Edison signed the guestbook with this message:
To M Eiffel the Engineer the brave builder of so gigantic and original specimen of modern Engineering from one who has the greatest respect and admiration for all Engineers including the Great Engineer the Bon Dieu, Thomas Edison.
Eiffel had a permit for the tower to stand for 20 years. It was to be dismantled in 1909, when its ownership would revert to the City of Paris. The City had planned to tear it down (part of the original contest rules for designing a tower was that it should be easy to dismantle) but as the tower proved to be valuable for radio telegraphy, it was allowed to remain after the expiry of the permit, and from 1910 it also became part of the International Time Service.
Eiffel made use of his apartment at the top of the tower to carry out meteorological observations, and also used the tower to perform experiments on the action of air resistance on falling bodies.
Subsequent events
Eiffel had a permit for the tower to stand for 20 years. It was to be dismantled in 1909, when its ownership would revert to the City of Paris. The city had planned to tear it down (part of the original contest rules for designing a tower was that it should be easy to dismantle) but as the tower proved to be valuable for many innovations in the early 20th century, particularly radio telegraphy, it was allowed to remain after the expiry of the permit, and from 1910 it also became part of the International Time Service.
For the 1900 Exposition Universelle, the lifts in the east and west legs were replaced by lifts running as far as the second level constructed by the French firm Fives-Lille. These had a compensating mechanism to keep the floor level as the angle of ascent changed at the first level, and were driven by a similar hydraulic mechanism as the Otis lifts, although this was situated at the base of the tower. Hydraulic pressure was provided by pressurised accumulators located near this mechanism. At the same time the lift in the north pillar was removed and replaced by a staircase to the first level. The layout of both first and second levels was modified, with the space available for visitors on the second level. The original lift in the south pillar was removed 13 years later.
On 19 October 1901, Alberto Santos-Dumont, flying his No.6 airship, won a 100,000-franc prize offered by Henri Deutsch de la Meurthe for the first person to make a flight from St. Cloud to the Eiffel Tower and back in less than half an hour.
In 1910, Father Theodor Wulf measured radiant energy at the top and bottom of the tower. He found more at the top than expected, incidentally discovering what are known today as cosmic rays. Two years later, on 4 February 1912, Austrian tailor Franz Reichelt died after jumping from the first level of the tower (a height of 57 m) to demonstrate his parachute design. In 1914, at the outbreak of World War I, a radio transmitter located in the tower jammed German radio communications, seriously hindering their advance on Paris and contributing to the Allied victory at the First Battle of the Marne. From 1925 to 1934, illuminated signs for Citroën adorned three of the tower's sides, making it the tallest advertising space in the world at the time. In April 1935, the tower was used to make experimental low-resolution television transmissions, using a shortwave transmitter of 200 watts power. On 17 November, an improved 180-line transmitter was installed.
On two separate but related occasions in 1925, the con artist Victor Lustig "sold" the tower for scrap metal. A year later, in February 1926, pilot Leon Collet was killed trying to fly under the tower. His aircraft became entangled in an aerial belonging to a wireless station. A bust of Gustave Eiffel by Antoine Bourdelle was unveiled at the base of the north leg on 2 May 1929. In 1930, the tower lost the title of the world's tallest structure when the Chrysler Building in New York City was completed. In 1938, the decorative arcade around the first level was removed.
Upon the German occupation of Paris in 1940, the lift cables were cut by the French. The tower was closed to the public during the occupation and the lifts were not repaired until 1946. In 1940, German soldiers had to climb the tower to hoist a swastika-centered Reichskriegsflagge, but the flag was so large it blew away just a few hours later, and was replaced by a smaller one. When visiting Paris, Hitler chose to stay on the ground. When the Allies were nearing Paris in August 1944, Hitler ordered General Dietrich von Choltitz, the military governor of Paris, to demolish the tower along with the rest of the city. Von Choltitz disobeyed the order. On 25 August, before the Germans had been driven out of Paris, the German flag was replaced with a Tricolour by two men from the French Naval Museum, who narrowly beat three men led by Lucien Sarniguet, who had lowered the Tricolour on 13 June 1940 when Paris fell to the Germans.
A fire started in the television transmitter on 3 January 1956, damaging the top of the tower. Repairs took a year, and in 1957, the present radio aerial was added to the top. In 1964, the Eiffel Tower was officially declared to be a historical monument by the Minister of Cultural Affairs, André Malraux. A year later, an additional lift system was installed in the north pillar.
According to interviews, in 1967, Montreal Mayor Jean Drapeau negotiated a secret agreement with Charles de Gaulle for the tower to be dismantled and temporarily relocated to Montreal to serve as a landmark and tourist attraction during Expo 67. The plan was allegedly vetoed by the company operating the tower out of fear that the French government could refuse permission for the tower to be restored in its original location.
In 1982, the original lifts between the second and third levels were replaced after 97 years in service. These had been closed to the public between November and March because the water in the hydraulic drive tended to freeze. The new cars operate in pairs, with one counterbalancing the other, and perform the journey in one stage, reducing the journey time from eight minutes to less than two minutes. At the same time, two new emergency staircases were installed, replacing the original spiral staircases. In 1983, the south pillar was fitted with an electrically driven Otis lift to serve the Jules Verne restaurant.[citation needed] The Fives-Lille lifts in the east and west legs, fitted in 1899, were extensively refurbished in 1986. The cars were replaced, and a computer system was installed to completely automate the lifts. The motive power was moved from the water hydraulic system to a new electrically driven oil-filled hydraulic system, and the original water hydraulics were retained solely as a counterbalance system. A service lift was added to the south pillar for moving small loads and maintenance personnel three years later.
Robert Moriarty flew a Beechcraft Bonanza under the tower on 31 March 1984. In 1987, A. J. Hackett made one of his first bungee jumps from the top of the Eiffel Tower, using a special cord he had helped develop. Hackett was arrested by the police. On 27 October 1991, Thierry Devaux, along with mountain guide Hervé Calvayrac, performed a series of acrobatic figures while bungee jumping from the second floor of the tower. Facing the Champ de Mars, Devaux used an electric winch between figures to go back up to the second floor. When firemen arrived, he stopped after the sixth jump.
For its "Countdown to the Year 2000" celebration on 31 December 1999, flashing lights and high-powered searchlights were installed on the tower. During the last three minutes of the year, the lights were turned on starting from the base of the tower and continuing to the top to welcome 2000 with a huge fireworks show. An exhibition above a cafeteria on the first floor commemorates this event. The searchlights on top of the tower made it a beacon in Paris's night sky, and 20,000 flashing bulbs gave the tower a sparkly appearance for five minutes every hour on the hour.
The lights sparkled blue for several nights to herald the new millennium on 31 December 2000. The sparkly lighting continued for 18 months until July 2001. The sparkling lights were turned on again on 21 June 2003, and the display was planned to last for 10 years before they needed replacing.
The tower received its 200,000,000th guest on 28 November 2002.The tower has operated at its maximum capacity of about 7 million visitors per year since 2003. In 2004, the Eiffel Tower began hosting a seasonal ice rink on the first level. A glass floor was installed on the first level during the 2014 refurbishment.
Design
The puddle iron (wrought iron) of the Eiffel Tower weighs 7,300 tonnes, and the addition of lifts, shops and antennae have brought the total weight to approximately 10,100 tonnes. As a demonstration of the economy of design, if the 7,300 tonnes of metal in the structure were melted down, it would fill the square base, 125 metres (410 ft) on each side, to a depth of only 6.25 cm (2.46 in) assuming the density of the metal to be 7.8 tonnes per cubic metre. Additionally, a cubic box surrounding the tower (324 m × 125 m × 125 m) would contain 6,200 tonnes of air, weighing almost as much as the iron itself. Depending on the ambient temperature, the top of the tower may shift away from the sun by up to 18 cm (7 in) due to thermal expansion of the metal on the side facing the sun.
Wind and weather considerations
When it was built, many were shocked by the tower's daring form. Eiffel was accused of trying to create something artistic with no regard to the principles of engineering. However, Eiffel and his team – experienced bridge builders – understood the importance of wind forces, and knew that if they were going to build the tallest structure in the world, they had to be sure it could withstand them. In an interview with the newspaper Le Temps published on 14 February 1887, Eiffel said:
Is it not true that the very conditions which give strength also conform to the hidden rules of harmony? ... Now to what phenomenon did I have to give primary concern in designing the Tower? It was wind resistance. Well then! I hold that the curvature of the monument's four outer edges, which is as mathematical calculation dictated it should be ... will give a great impression of strength and beauty, for it will reveal to the eyes of the observer the boldness of the design as a whole.
He used graphical methods to determine the strength of the tower and empirical evidence to account for the effects of wind, rather than a mathematical formula. Close examination of the tower reveals a basically exponential shape.[69] All parts of the tower were overdesigned to ensure maximum resistance to wind forces. The top half was even assumed to have no gaps in the latticework. In the years since it was completed, engineers have put forward various mathematical hypotheses in an attempt to explain the success of the design. The most recent, devised in 2004 after letters sent by Eiffel to the French Society of Civil Engineers in 1885 were translated into English, is described as a non-linear integral equation based on counteracting the wind pressure on any point of the tower with the tension between the construction elements at that point.
The Eiffel Tower sways by up to 9 cm (3.5 in) in the wind.
Ground floor
The four columns of the tower each house access stairs and elevators to the first two floors, while at the south column only the elevator to the second floor restaurant is publicly accessible.
1st floor
The first floor is publicly accessible by elevator or stairs. When originally built, the first level contained three restaurants – one French, one Russian and one Flemish — and an "Anglo-American Bar". After the exposition closed, the Flemish restaurant was converted to a 250-seat theatre. Today there is the Le 58 Tour Eiffel restaurant and other facilities.
2nd floor
The second floor is publicly accessible by elevator or stairs and has a restaurant called Le Jules Verne, a gourmet restaurant with its own lift going up from the south column to the second level. This restaurant has one star in the Michelin Red Guide. It was run by the multi-Michelin star chef Alain Ducasse from 2007 to 2017. As of May 2019, it is managed by three-star chef Frédéric Anton. It owes its name to the famous science-fiction writer Jules Verne.
3rd floor
Originally there were laboratories for various experiments, and a small apartment reserved for Gustave Eiffel to entertain guests, which is now open to the public, complete with period decorations and lifelike mannequins of Eiffel and some of his notable guests.
From 1937 until 1981, there was a restaurant near the top of the tower. It was removed due to structural considerations; engineers had determined it was too heavy and was causing the tower to sag. This restaurant was sold to an American restaurateur and transported to New York and then New Orleans. It was rebuilt on the edge of New Orleans' Garden District as a restaurant and later event hall. Today there is a champagne bar.
Lifts
The arrangement of the lifts has been changed several times during the tower's history. Given the elasticity of the cables and the time taken to align the cars with the landings, each lift, in normal service, takes an average of 8 minutes and 50 seconds to do the round trip, spending an average of 1 minute and 15 seconds at each level. The average journey time between levels is 1 minute. The original hydraulic mechanism is on public display in a small museum at the base of the east and west legs. Because the mechanism requires frequent lubrication and maintenance, public access is often restricted. The rope mechanism of the north tower can be seen as visitors exit the lift.
Equipping the tower with adequate and safe passenger lifts was a major concern of the government commission overseeing the Exposition. Although some visitors could be expected to climb to the first level, or even the second, lifts clearly had to be the main means of ascent.
Constructing lifts to reach the first level was relatively straightforward: the legs were wide enough at the bottom and so nearly straight that they could contain a straight track, and a contract was given to the French company Roux, Combaluzier & Lepape for two lifts to be fitted in the east and west legs. Roux, Combaluzier & Lepape used a pair of endless chains with rigid, articulated links to which the car was attached. Lead weights on some links of the upper or return sections of the chains counterbalanced most of the car's weight. The car was pushed up from below, not pulled up from above: to prevent the chain buckling, it was enclosed in a conduit. At the bottom of the run, the chains passed around 3.9 m (12 ft 10 in) diameter sprockets. Smaller sprockets at the top guided the chains.
The Otis lifts originally fitted in the north and south legs
Installing lifts to the second level was more of a challenge because a straight track was impossible. No French company wanted to undertake the work. The European branch of Otis Brothers & Company submitted a proposal but this was rejected: the fair's charter ruled out the use of any foreign material in the construction of the tower. The deadline for bids was extended but still no French companies put themselves forward, and eventually the contract was given to Otis in July 1887. Otis were confident they would eventually be given the contract and had already started creating designs.
The car was divided into two superimposed compartments, each holding 25 passengers, with the lift operator occupying an exterior platform on the first level. Motive power was provided by an inclined hydraulic ram 12.67 m (41 ft 7 in) long and 96.5 cm (38.0 in) in diameter in the tower leg with a stroke of 10.83 m (35 ft 6 in): this moved a carriage carrying six sheaves. Five fixed sheaves were mounted higher up the leg, producing an arrangement similar to a block and tackle but acting in reverse, multiplying the stroke of the piston rather than the force generated. The hydraulic pressure in the driving cylinder was produced by a large open reservoir on the second level. After being exhausted from the cylinder, the water was pumped back up to the reservoir by two pumps in the machinery room at the base of the south leg. This reservoir also provided power to the lifts to the first level.
The original lifts for the journey between the second and third levels were supplied by Léon Edoux. A pair of 81 m (266 ft) hydraulic rams were mounted on the second level, reaching nearly halfway up to the third level. One lift car was mounted on top of these rams: cables ran from the top of this car up to sheaves on the third level and back down to a second car. Each car travelled only half the distance between the second and third levels and passengers were required to change lifts halfway by means of a short gangway. The 10-ton cars each held 65 passengers.
Engraved names
Gustave Eiffel engraved on the tower the names of 72 French scientists, engineers and mathematicians in recognition of their contributions to the building of the tower. Eiffel chose this "invocation of science" because of his concern over the artists' protest. At the beginning of the 20th century, the engravings were painted over, but they were restored in 1986–87 by the Société Nouvelle d'exploitation de la Tour Eiffel, a company operating the tower.
Aesthetics
The tower is painted in three shades: lighter at the top, getting progressively darker towards the bottom to complement the Parisian sky. It was originally reddish brown; this changed in 1968 to a bronze colour known as "Eiffel Tower Brown". In what is expected to be a temporary change, the tower is being painted gold in commemoration of the upcoming 2024 Summer Olympics in Paris.
The only non-structural elements are the four decorative grill-work arches, added in Sauvestre's sketches, which served to make the tower look more substantial and to make a more impressive entrance to the exposition.
A pop-culture movie cliché is that the view from a Parisian window always includes the tower. In reality, since zoning restrictions limit the height of most buildings in Paris to seven storeys, only a small number of tall buildings have a clear view of the tower.
Maintenance
Maintenance of the tower includes applying 60 tons of paint every seven years to prevent it from rusting. The tower has been completely repainted at least 19 times since it was built. Lead paint was still being used as recently as 2001 when the practice was stopped out of concern for the environment.
Communications
The tower has been used for making radio transmissions since the beginning of the 20th century. Until the 1950s, sets of aerial wires ran from the cupola to anchors on the Avenue de Suffren and Champ de Mars. These were connected to longwave transmitters in small bunkers. In 1909, a permanent underground radio centre was built near the south pillar, which still exists today. On 20 November 1913, the Paris Observatory, using the Eiffel Tower as an aerial, exchanged wireless signals with the United States Naval Observatory, which used an aerial in Arlington County, Virginia. The object of the transmissions was to measure the difference in longitude between Paris and Washington, D.C. Today, radio and digital television signals are transmitted from the Eiffel Tower.
Digital television
A television antenna was first installed on the tower in 1957, increasing its height by 18.7 m (61 ft). Work carried out in 2000 added a further 5.3 m (17 ft), giving the current height of 324 m (1,063 ft).[59] Analogue television signals from the Eiffel Tower ceased on 8 March 2011.
Taller structures
The Eiffel Tower was the world's tallest structure when completed in 1889, a distinction it retained until 1929 when the Chrysler Building in New York City was topped out. The tower also lost its standing as the world's tallest tower to the Tokyo Tower in 1958 but retains its status as the tallest freestanding (non-guyed) structure in France.
Transport
The nearest Paris Métro station is Bir-Hakeim and the nearest RER station is Champ de Mars-Tour Eiffel. The tower itself is located at the intersection of the quai Branly and the Pont d'Iéna.
Popularity
Number of visitors per year between 1889 and 2004
More than 300 million people have visited the tower since it was completed in 1889. In 2015, there were 6.91 million visitors. The tower is the most-visited paid monument in the world. An average of 25,000 people ascend the tower every day (which can result in long queues).
Illumination copyright
The tower and its image have been in the public domain since 1993, 70 years after Eiffel's death. In June 1990 a French court ruled that a special lighting display on the tower in 1989 to mark the tower's 100th anniversary was an "original visual creation" protected by copyright. The Court of Cassation, France's judicial court of last resort, upheld the ruling in March 1992. The Société d'Exploitation de la Tour Eiffel (SETE) now considers any illumination of the tower to be a separate work of art that falls under copyright. As a result, the SNTE alleges that it is illegal to publish contemporary photographs of the lit tower at night without permission in France and some other countries for commercial use. For this reason, it is often rare to find images or videos of the lit tower at night on stock image sites, and media outlets rarely broadcast images or videos of it.
The imposition of copyright has been controversial. The Director of Documentation for what was then called the Société Nouvelle d'exploitation de la Tour Eiffel (SNTE), Stéphane Dieu, commented in 2005: "It is really just a way to manage commercial use of the image, so that it isn't used in ways [of which] we don't approve". SNTE made over €1 million from copyright fees in 2002. However, it could also be used to restrict the publication of tourist photographs of the tower at night, as well as hindering non-profit and semi-commercial publication of images of the illuminated tower.
The copyright claim itself has never been tested in courts to date, according to a 2014 article in the Art Law Journal, and there has never been an attempt to track down millions of people who have posted and shared their images of the illuminated tower on the Internet worldwide. It added, however, that permissive situation may arise on commercial use of such images, like in a magazine, on a film poster, or on product packaging.
French doctrine and jurisprudence allows pictures incorporating a copyrighted work as long as their presence is incidental or accessory to the subject being represented, a reasoning akin to the de minimis rule. Therefore, SETE may be unable to claim copyright on photographs of Paris which happen to include the lit tower.
Replicas
As one of the most famous landmarks in the world, the Eiffel Tower has been the inspiration for the creation of many replicas and similar towers. An early example is Blackpool Tower in England. The mayor of Blackpool, Sir John Bickerstaffe, was so impressed on seeing the Eiffel Tower at the 1889 exposition that he commissioned a similar tower to be built in his town. It opened in 1894 and is 158.1 m (519 ft) tall. Tokyo Tower in Japan, built as a communications tower in 1958, was also inspired by the Eiffel Tower.[111]
There are various scale models of the tower in the United States, including a half-scale version at the Paris Las Vegas, Nevada, one in Paris, Texas built in 1993, and two 1:3 scale models at Kings Island, located in Mason, Ohio, and Kings Dominion, Virginia, amusement parks opened in 1972 and 1975 respectively. Two 1:3 scale models can be found in China, one in Durango, Mexico that was donated by the local French community, and several across Europe.
In 2011, the TV show Pricing the Priceless on the National Geographic Channel speculated that a full-size replica of the tower would cost approximately US$480 million to build. This would be more than ten times the cost of the original (nearly 8 million in 1890 Francs; ~US$40 million in 2018 dollars).
Front of the Café Majestic in Porto’s main shopping street Rua Santa Catarina in the city‘s historic old town, Porto, Portugal
Some background information:
The Café Majestic is a coffeehouse located in the city of Porto, dating back to the late Belle Époque era. In 1916, the café’s building was constructed on Rua de Santa Catarina, a shopping street paved with traditional Portuguese cobblestones. In 1921, the Café Elite opened in this building, designed to look like a Parisian cafe in the Art Nouveau style by the architect José Pinto de Oliveira. It was originally an exclusive and upmarket cafe that acted as a place for the elitist members of the society to meet. However, the city's intellectual elite of the time found the name unsuitable as it did not align with the progressive spirit of the First Portuguese Republic, proclaimed in 1910.
Subsequently, under the lasting influence of the French Belle Époque, the café was renamed "Majestic". Its guests included notable figures such as Gago Coutinho and Beatriz Costa, as well as intellectuals like Júlio Resende, José Régio, Teixeira de Pascoaes, and Leonardo Coimbra. During the 1960s, the café experienced a period of decline, paralleling Portugal's increasingly repressive societal climate under the authoritarian Estado Novo regime. In 1983, the Barrias family acquired the café, which was granted heritage protection status in the same year.
It wasn't until 1992 that the Barrias family decided to undertake a comprehensive restoration of the café. Using old photographs as references, the café was meticulously restored, including the installation of a new floor. It reopened in 1994. With its richly decorated details, chandeliers, and Art Nouveau mirror hall - where a pianist occasionally performs - the Majestic Café is now one of Porto's major tourist attractions.
But its beautiful Art Nouveau appearance is not the only reason for the café’s great appeal: The British author Joanne K. Rowling frequently visited the café during her time in Porto in the early 1990s and wrote the first chapters of the Harry Potter book series at the Café Majestic. That’s why the Café Majestic is still a must see for Harry Potter fans and they keep flocking to this place, particularly in the mornings and afternoons. As far as I’m concerned, I am no fan of the Harry Potter book series and found this spot just by chance. However, one has to acknowledge that the author and her protagonists came to worldwide fame.
Porto, also known as Oporto, is the second largest city in Portugal, after Lisbon. It is located along the Douro River estuary in northern Portugal, about 280 km (174 miles) north of Lisbon. With an estimated pospulation of 250,000, Porto’s city center is rather small, compared to its metropolitan area, which has around 1.8 million residents. Porto has one of the oldest European centres. Its core was proclaimed a World Heritage Site by UNESCO in 1996, as the "Historic Centre of Porto, Luiz I Bridge and Monastery of Serra do Pilar".
Port wine, one of Portugal's most famous exports, is named after Porto, since the metropolitan area, and in particular the cellars of Porto’s quarter Vila Nova de Gaia, were responsible for the packaging, transport, and export of fortified wine. It is typically a sweet red wine, often served with dessert, although it also comes in dry, semi-dry, and white varieties. Famous port wine brands are among others Sandeman, Cockburn’s, Graham’s, Fonseca, Offley, Ferreira and Quinta do Noval.
Proto-Celtic and Celtic people were among the first known inhabitants of the area of Porto. Archaeological findings from the 8th century BC also hint at a Phoenician trading settlement. During the Roman era, the city developed as an important commercial port, primarily in the trade between Olissipona (the modern Lisbon) and Bracara Augusta (the modern Braga).
Following the Muslim invasion of the Iberian Peninsula, Porto fell under Muslim control in 716, but was reconquered by Alfonso I of Asturias in 741. Thus Porto became a border settlement, occasionally invaded and conquered by the Muslim Moors. In 1092, during the so-called Reconquista, the area finally came under Christian rule, initially as part of the Kingdom of León. In 1093, Teresa of León, illegitimate daughter of the king Alfonso VI of Castile, married Henry of Burgundy, bringing the County of Portugal as dowry.
After eventually expanding its current frontiers and conquering additonal territory inhabited by the Moors for centuries, the county became the independent Kingdom of Portugal at the beginning of the 12th century. At that time, Porto also became one of the hubs of the Reconquista led by Afonso I Henriques, the first King of Portugal. In 1370, during the reign of King Ferdinand I, the new, expanded, and reinforced city walls, known as the Muralhas Fernandinas (in English: "Ferdinandine Walls"), were completed.
In 1387, Porto was the site of the marriage of John I of Portugal and Philippa of Lancaster, daughter of John of Gaunt. This marital bond symbolized a long-standing military alliance between Portugal and England. In the 14th and 15th centuries, Porto's shipyards contributed to the development of Portuguese shipbuilding. In 1415, Prince Henry the Navigator embarked from the port of Porto on the conquest of the Moorish port of Ceuta in northern Morocco. This expedition was followed by navigation and exploration along the western coast of Africa, initiating the Portuguese Age of Discovery.
By the 13th century, the wine produced in the nearby Douro valley had already been transported to Porto in so-called barcos rabelos (flat sailing vessels). In 1703, the Methuen Treaty established trade relations between Portugal and England and strengthened both countries‘ military alliance. The production of port wine then gradually passed into the hands of a few English firms.
To counter this dominance, the Portuguese Prime Minister Marquis of Pombal established a monopolistic Portuguese firm, the Douro Wine Company in 1756 to receive all the wines from the Douro valley. He demarcated the region for the production of port, to ensure the wine's quality, which was the first attempt to control wine quality and production in Europe, almost a century ahead of a similar exercise in Bordeaux. The small winegrowers revolted against his strict policies on Shrove Tuesday, burning down the buildings of the Douro Wine Company. The revolt became known as the Revolta dos Borrachos (in English: "Revolt of the Drunkards").
During the 18th and 19th centuries, the city became an important industrial center and hence, its size and population increased. The invasion of the Napoleonic troops in Portugal brought war to the city of Porto. In 1809, when the population fled from the advancing French troops and tried to cross the river Douro over the Ponte das Barcas, the bridge collapsed under the weight of the people and almost 4,000 residents of Porto died in the floods of the Douro river. In the Second Battle of Porto, which took place still in the same year, the French Army was thrown out of the city by Arthur Wellesley, 1st Duke of Wellington, and his Anglo-Portuguese Army.
In 1820, the Liberal Revolution began in Porto. The revolutionaries demanded the return of King John VI of Portugal, who had transferred the royal court to the Portuguese colony of Brazil since the French invasions, and also a constitutional monarchy to be set up in Portugal. But after the new constitution had been accepted in 1822, the new Portuguese King Miguel I rejected this constitution in 1828 and reigned as an anti-liberal, absolutist monarch.
Porto rebelled again and had to undergo a siege of eighteen months by the absolutist army. After successfully resisting the siege in 1833, King Miguel I had to abdicate and the liberal constitution was re-established. However, not bevore 1910, the monarchy was overthrown and Portugal became a republic. In 1919, forces favorable to the restoration of the monarchy launched a counter-revolution in Porto known as the Monarchy of the North. During this time, Porto was the capital of the restored kingdom, but the monarchy was deposed less than a month later and no other monarchist revolution in Portugal happened again.
Today, Porto is the most important industrial city in the country, thanks to its textile, leather goods, metal, food, and chemical industries, its oil refinery as well as the overseas port Porto de Leixões. The university, the art academy, museums, theaters, and the opera also emphasise Porto's status as a major cultural and scientific center. But it’s mainly the export of port wine and its beautiful UNESCO-protected old town, to which Porto ows its appeal to visitors from everywhere.
SW1500 #34 brings up the rear of the local as they approach the end of the ex-MN&S High Line in Richfield, MN on 8/26/15. (misc 60909J)
New in April 1967 to Black & White Motorways, a Daimler SRC6 Roadliner carrying Plaxton C47F coachwork.The Cummins 90 degree V6 engine was fitted to most Roadliners,The capacity was 9.6litres and they developed 192bhp at 2600rpm.Unreliable in operation some later versions had a Perkins V8 but that was almost as bad.They were both to powerful for the Daimatic automatic gear boxes and tended to rip the guts out of them.
I drove a later one once with an Elite body on it,a very impressive motor a great pity that because of BLs holding further development was not to take place.
picssr.
La victoire sur soi-même: elle se passe de vos acclamations. Une action qui dédaigne tous les gestes désordonnés, qui refuse de se perdre dans les orages de la poussière et les remuements des dunes; une action qui s'en tient à l'essence de nous même, au soin de la racine, à la culture profonde de notre vigne, à la santé du cep, voilà mon fils, qui compte. Le seul orgueil d'en avoir fini avec toutes les ambitions vaines, et d'être le feu qui fait oraison à la lumière. Se conquérir sans cesse, pour atteindre à la connaissance suprême dans le suprême amour. Et dans le rien de tout, faire porter à ce néant la fleur d'un sourire qui ne doit pas se flétrir, voilà des conquêtes. (...) Tu ne te connais pas. Laisse là ces mépris: ils font vivre en nous la vermine, dont ils veulent nous venger. Défais-toi de ces colères puériles. Purge ces flammes trop lourdes de fumée. Réserve ta puissance à d'autres entreprises. Garde toi pour le feu, toi qui es tout feu. Et ton sang même est feu. Tourne-toi désormais vers les seuls objets qui te sollicitent, où tout aspire à la beauté. Pour l'étincelle de l'instant comme pour le temps éternel, ta passion est là uniquement.
- André SUARES, Voyage du condottière.
This appears to be the only "old" truck with new Progressive Waste Solutions colors.
Owned by: Progressive Waste Solutions in Tampa, FL also known as Waste Services of Florida (WSI)
Chassis: Volvo
Body manufacturer: Unknown
Type of truck: Roll-off garbage truck
Additional notes: Waste Services of Florida (WSI) is beginning to rebrand as Progressive Waste Solutions.
Location of photo: Hillsborough County, FL
If you want to use this image, ask permission PRIOR to use. Don't be a thief - under most circumstances, I'm quite reasonable.
Copyright 2012 - Alan B.
France, Picardie
Oise 60,
Orry la ville
Etangs de Comelle
" Progressive Vision "
View " Progressive Vision " On Black & Large
Camera: Canon EOS 30D
Exposure: 0.1 sec (1/10)
Aperture: f/8
Focal Length: 85 mm
ISO Speed: 100
Beyond the Crisis: Shared Prosperity and Future of Progressive Politics
Monday, December 13, 5:00 P.M. to 6:30 P.M.
Progressive politics succeeds best when it offers citizens an optimistic vision for their future, one based on the values of freedom, opportunity and fairness. Today, we are confronted by the most profound economic crisis in decades, fear and anxiety are on the rise and a politics of pessimism is taking hold. To counter the conservative politics of austerity and pain, progressive must define and defend an innovative and forward looking economic agenda that combines fiscal responsibility with investment in our citizens and the industries of the future.
Renewing a progressive agenda that sparks job growth and engenders a resurgence and expansion of the middle-class has become an urgent priority.
How can progressive successes of the past shed light on the challenges of today, and help a new generation of progressive leaders build a more hopeful economic agenda? Are progressive principles still the most appropriate ones for today’s challenges? How should they be applied to today’s challenges?
TEST 2
Having walked into Nottingham watching the night progressively take hold, I couldn't resist this shot of Nottingham Canal and the Waterfront bars.
No Post Process
Camera Nikon D80
Tripod : Yes
No Flash
Focal Length: 50mm
Exposure Time: 20 secs.
F-stop: F12
ISO: 100
Metering Mode: Pattern
Light Source: Tungsten
Exposure Program: Manual
Progressive Field, Home of the Cleveland Indians, with a surprise sunset reflecting off of the cloud cover. Out of 30 MLB ballparks, this is the 23rd ballpark that I photographed. (_DSC4724A)
Owned by: Progressive Waste Solutions in Clearwater, FL
Chassis: Mack MRU TerraPro with pusher axle
Body manufacturer: McNeilus with tailgate tag axle
Type of truck: Rear end load garbage truck
Additional notes: This is the first Progressive Waste Solutions branded rear load truck in the Tampa Bay area.
Location of photo: Hillsborough County, FL
If you want to use this image, ask permission PRIOR to use. Don't be a thief - under most circumstances, I'm quite reasonable.
Copyright 2012 - Alan B.
"The Unexceptional" series
Hasselblad + Carl Zeiss Distagon 50mm f4.0 + Arista EDU Ultra 400 @ 250 + D-76 1:1 @ 13 minutes (agitation on the minute)
Ferstel
(Pictures you can see by clicking on the link at the end of page!)
Ferstel and Café Central, by Rudolf von Alt, left the men's alley (Herrengasse - Street of the Lords), right Strauchgasse
Danube mermaid fountain in a courtyard of the Palais Ferstel
Shopping arcade of the Freyung to Herrengasse
Entrance to Ferstel of the Freyung, right the Palais Harrach, left the palace Hardegg
The Ferstel is a building in the first district of Vienna, Inner City, with the addresses Strauchgasse 2-4, 14 Lord Street (Herrengasse) and Freyung 2. It was established as a national bank and stock exchange building, the denomination Palais is unhistoric.
History
In 1855, the entire estate between Freyung, Strauchgasse and Herrengasse was by Franz Xaver Imperial Count von Abensperg and Traun to the k.k. Privileged Austrian National Bank sold. This banking institution was previously domiciled in the Herrengasse 17/ Bankgasse. The progressive industrialization and the with it associated economic expansion also implied a rapid development of monetary transactions and banking, so that the current premises soon no longer have been sufficient. This problem could only be solved by a new building, in which also should be housed a stock exchange hall.
According to the desire of the then Governor of the National Bank, Franz von Pipitz, the new building was supposed to be carried out with strict observance of the economy and avoiding a worthless luxury with solidity and artistic as well as technical completion. The building should offer room for the National Bank, the stock market, a cafe and - a novel idea for Vienna - a bazaar.
The commissioned architect, Heinrich von Ferstel, demonstrated in the coping with the irregular surface area with highest conceivable effective use of space his state-of-the art talent. The practical requirements combine themselves with the actually artistic to a masterful composition. Ferstel has been able to lay out the rooms of the issuing bank, the two trading floors, the passage with the bazar and the coffee house in accordance with their intended purpose and at the same time to maintain a consistent style.
He was an advocate of the "Materialbaues" (material building) as it clearly is reflected in the ashlar building of the banking institution. Base, pillars and stairs were fashioned of Wöllersdorfer stone, façade elements such as balconies, cornices, structurings as well as stone banisters of the hard white stone of Emperor Kaiser quarry (Kaisersteinbruch), while the walls were made of -Sankt Margarethen limestone. The inner rooms have been luxuriously formed, with wood paneling, leather wallpaper, Stuccolustro and rich ornamental painting.
The facade of the corner front Strauchgasse/Herrengasse received twelve sculptures by Hanns Gasser as decoration, they symbolized the peoples of the monarchy. The mighty round arch at the exit Freyung were closed with wrought-iron bare gates, because the first used locksmith could not meet the demands of Ferstel, the work was transferred to a silversmith.
1860 the National Bank and the stock exchange could move into the in 1859 completed construction. The following year was placed in the glass-covered passage the Danube mermaid fountain, whose design stems also of Ferstel. Anton von Fernkorn has created the sculptural decoration with an artistic sensitivity. Above the marble fountain basin rises a column crowned by a bronze statue, the Danube female with flowing hair, holding a fish in its hand. Below are arranged around the column three also in bronze cast figures: merchant, fisherman and shipbuilder, so those professions that have to do with the water. The total cost of the building, the interior included, amounted to the enormous sum of 1.897.600 guilders.
The originally planned use of the building remained only a few years preserved. The Stock Exchange with the premises no longer had sufficient space: in 1872 it moved to a provisional solution, 1877 at Schottenring a new Stock Exchange building opened. The National Bank moved 1925 into a yet 1913 planned, spacious new building.
The building was in Second World War battered gravely particularly on the main facade. In the 1960s was located in the former Stock Exchange a basketball training hall, the entire building appeared neglected.
1971 dealt the President of the Federal Monuments Office, Walter Frodl, with the severely war damaged banking and stock exchange building in Vienna. The Office for Technical Geology of Otto Casensky furnished an opinion on the stone facade. On the facade Freyung 2 a balcony was originally attached over the entire 15.4 m long front of hard Kaiserstein.
(Usage of Leith lime: Dependent from the consistence and structure of the Leitha lime the usage differed from „Reibsand“ till building material. The Leitha lime stone is a natural stone which can be formed easily and was desired als beautiful stone for buildings in Roman times. The usage of lime stone from Eggenburg in the Bronze age already was verified. This special attribute is the reason why the Leitha lime was taken from sculptors and masons.
The source of lime stone in the Leitha Mountains was important for Austria and especially for Vienna from the cultur historical point of view during the Renaissance and Baroque. At the 19th century the up to 150 stone quarries of the Leitha mountains got many orders form the construction work of the Vienna „Ring road“.
At many buildings of Graz, such as the castle at the Grazer castle hill, the old Joanneum and the Cottage, the Leitha lime stone was used.
Due to the fact that Leitha lime is bond on carbonate in the texture, the alteration through the actual sour rain is heavy. www.geocaching.com/geocache/GC2HKZ9_leithagebirge-leithak...)
This balcony was no longer present and only close to the facade were remnants of the tread plates and the supporting brackets recognizable. In July 1975, followed the reconstruction of the balcony and master stonemason Friedrich Opferkuh received the order to restore the old state am Leithagebirge received the order the old state - of Mannersdorfer stone, armoured concrete or artificial stone.
1975-1982, the building was renovated and re-opened the Café Central. Since then, the privately owned building is called Palais Ferstel. In the former stock exchange halls now meetings and presentations take place; the Café Central is utilizing one of the courtyards.
Owned by: Progressive Waste Solutions in Clearwater, FL
Chassis: Peterbilt
Body manufacturer:
Type of truck: Roll-off garbage truck
Additional notes: All of the Clearwater area WSI roll-off trucks appear to have new Progressive Waste Solutions decals on there doors.
Location of photo: Pinellas County, FL
If you want to use this image, ask permission PRIOR to use. Don't be a thief - under most circumstances, I'm quite reasonable.
Copyright 2012 - Alan B.