Letter to Louis J. Cahill from the Managing Editor [no indication of who he works for – same signature as is on the Knox, Harvie and Foss letter

Letter (1 typed page) to Louis J. Cahill from the Managing Editor [no indication of who he works for – same signature as is on the Knox, Harvie and Foss letter] saying that he has found various references to Samuel Zimmerman being active in the erection of the first suspension bridge and its Roebling successor, July 20, 1948.

Niagara Falls Handbill Collection, 1838-1886, n.d. (non-inclusive)

According to legend, the Burning Springs were discovered by early natives in the Niagara Peninsula. Bridgewater Mills was built on the site of the spring. During the excavation of the factory; workmen uncovered the spring. Samuel Street and Thomas Clark recognized the potential of this as a tourist attraction so they built a wooden shelter over the spring. The spring was covered with a barrel with a pipe protruding from it. This became the first tourist attraction at Niagara. The Cave of the Winds was a cavern located behind the Bridal Veil Fall. It was originally named the Aeolus Cave. In 1920, a sudden rock fall from the ceiling killed 3 tourists. The cave was destroyed in 1955 as it was deemed dangerous. The captain of the Maid of the Mist was usually a farmer who owned the land where the ship docked. In 1846, the first steam powered Maid of the Mist was launched. By 1848, the first suspension bridge was built over the gorge and the main purpose of the Maid of the Mist was no longer to carry people who needed to travel, but now the focus was on people who wanted to view the Falls at close range. Source: http://www.niagarafrontier.com/burningsprings.html http://www.niagarafrontier.com/winds.html http://reservationsystems.com/niagara_daredevils/maid_of_the_mist.html

Niagara Falls Photo Album, 1906

There are 20 black and white photos within the album and one smaller photo affixed to the front cover. The photos include: the rapids in the Niagara River, the American Falls, Prospect Point, the Suspension Bridge, the Horseshoe Falls, the Maid of the Mist, the Canadian Falls, a peach orchard, a Lake Erie harbour tug in the Erie Canal, barges and the bridge at Middlesport.

Map (printed) of Bellevue near Niagara Falls, New York

Map (printed) of Bellevue near Niagara Falls, New York, 48 cm. x 60 cm. There some staining and the map has been taped on the back. This does not affect the item. There is an illustration of the Suspension Bridge at Bellevue at the bottom of the page, 1847.

Auction Sale Notice

Auction Sale notice concerning a brick and stone carpenter shop; a frame wheel-house building and a stone machine shop building all located on Cascade Street in Niagara Falls, Ontario. The Superintendent of the State Reservation at Niagara is listed as Thomas W. Welch. The names Thomas Dolphin – Suspension Bridge; W.A. Frazer – Suspension Bridge; Alice L. [illegible] – Niagara Falls and James C. [illegible] are written on the notice in blue pencil. There is a tear at the top of the notice and wear along the sides. Text is not affected. The item is slightly discoloured and mounted on cardboard, 28 cm x 20 cm, January 27, 1886.

Niagara Falls Photo Album, 1906

One 18 cm. x 14 cm. soft cover photograph album. There is a label within the front cover which says “Photographs taken, finished and mounted by W.G. Moss, September 1906. To E.B. Nichols." There are 20 black and white photos within the album and one smaller photo affixed to the front cover. The photos include: the rapids in the Niagara River, the American Falls, Prospect Point, the Suspension Bridge, the Horseshoe Falls, the Maid of the Mist, the Canadian Falls, a peach orchard, a Lake Erie harbour tug in the Erie Canal, barges and the bridge at Middlesport. All of the photos are captioned in ink on the pages that the photos are affixed to and pages are divided by tissue guards.

Simulazione numerica di fenomeni aeroelastici con applicazione alle strutture civili

Il presente lavoro tratta lo studio dei fenomeni aeroelastici di interazione fra fluido e struttura, con il fine di provare a simularli mediante l’ausilio di un codice agli elementi finiti. Nel primo capitolo sono fornite alcune nozioni di fluidodinamica, in modo da rendere chiari i passaggi teorici fondamentali che portano alle equazioni di Navier-Stokes governanti il moto dei fluidi viscosi. Inoltre è illustrato il fenomeno della formazione di vortici a valle dei corpi tozzi dovuto alla separazione dello strato limite laminare, con descrizione anche di alcuni risultati ottenuti dalle simulazioni numeriche. Nel secondo capitolo vengono presi in rassegna i principali fenomeni di interazione fra fluido e struttura, cercando di metterne in luce le fondamenta della trattazione analitica e le ipotesi sotto le quali tale trattazione è valida. Chiaramente si tratta solo di una panoramica che non entra in merito degli sviluppi della ricerca più recente ma fornisce le basi per affrontare i vari problemi di instabilità strutturale dovuti a un particolare fenomeno di interazione con il vento. Il terzo capitolo contiene una trattazione più approfondita del fenomeno di instabilità per flutter. Tra tutti i fenomeni di instabilità aeroelastica delle strutture il flutter risulta il più temibile, soprattutto per i ponti di grande luce. Per questo si è ritenuto opportuno dedicargli un capitolo, in modo da illustrare i vari procedimenti con cui si riesce a determinare analiticamente la velocità critica di flutter di un impalcato da ponte, a partire dalle funzioni sperimentali denominate derivate di flutter. Al termine del capitolo è illustrato il procedimento con cui si ricavano sperimentalmente le derivate di flutter di un impalcato da ponte. Nel quarto capitolo è presentato l’esempio di studio dell’impalcato del ponte Tsing Ma ad Hong Kong. Sono riportati i risultati analitici dei calcoli della velocità di flutter e di divergenza torsionale dell’impalcato e i risultati delle simulazioni numeriche effettuate per stimare i coefficienti aerodinamici statici e il comportamento dinamico della struttura soggetta all’azione del vento. Considerazioni e commenti sui risultati ottenuti e sui metodi di modellazione numerica adottati completano l’elaborato.

Alta velocidad ferroviaria en California(USA): quinta parte (V) LAV San Francisco–Sacramento (Bay Crossing Alternative) = High speed railway in California (USA): fith part (V) HSRL San Francisco–Sacramento (Bay Crossing Alternative)

Implantación de la Red de Alta velocidad Ferroviaria en California. Tramo San Francisco-Sacramento. Este artículo de la serie “Alta velocidad Ferroviaria en California (CHSRS), se ocupa de la línea San Francisco– Sacramento “Bay Crossing Alternative”, que cierra la red de alta velocidad ferroviaria del Estado de California, permitiendo en la terminal HSR de Sacramento, conectar con la línea Fresno–Sacramento, en coincidencia de trazados para en el futuro prolongar la red californiana de alta velocidad ferroviaria hasta su entronque con la del Estado de Nevada, vía Tahoe Lake–Reno. La línea San Francisco–Sacramento “Bay Crossing Alternative”, consta de tres trayectos: El primero de ellos “San Francisco urbano” va desde la terminal HSR “San Francisco Airport”, donde termina la alternativa “Golden Gate” de la línea Fresno–San Francisco, hasta el viaducto de acceso al Paso de la Bahía, que constituye el segundo trayecto “San Francisco–Richmond”, trayecto estrella de la red, de 15,48 Km de longitud sobre la Bahía de San Francisco, con desarrollo a través de 11,28 Km en puente colgante múltiple, con vanos de 800 m de luz y 67 m de altura libre bajo el tablero que permite la navegación en la Bahía. El tercer trayecto “Richmond–Sacramento” cruza la Bahía de San Pablo con un puente colgante de 1,6 Km de longitud y tipología similar a los múltiples de la Bahía de San Francisco, pasa por Vallejo (la por plazo breve de tiempo, antigua capital del Estado de California) y por la universitaria Davis, antes de finalmente llegar a la HSR Terminal Station de Sacramento Roseville. This article of the series “California High Speed Railway System”(CHSRS) treats on Line San Francisco–Sacramento “Bay Crossing Alternative” (BCA). This line closes the system of California high speed state railway, and connects with the line Fresno–Sacramento “Stockton Arch Alternative”, joining its alignments in the HSR Terminal of Sacramento Roseville. From this station it will be possible, in the future, to extend the Californian railway system till the Nevada railway system, vía Tahoe Lake and Reno. The BCA consists of three sections: The first one passing through San Francisco city, goes from HSR San Francisco Airport Terminal Station (where the line Fresno–San Francisco “Golden Gate Alternative” ends), up to the Viaduct access at the Bay Crossing. The second section San Francisco–Richmond, constitutes the star section of the system, with 15,48 Km length on the San Francisco Bay, where 11,28 Km in multi suspension bridge, 800 m span and 67 m gauge under panel, to allow navigation through the Bay. The third section Richmond–Sacramento crosses the San Pablo Bay through another suspension bridge of similar typology to that of San Francisco Bay crossing; pass through Vallejo (the ancient and for a short time Head of the State of California) and through Davis, university city, to arrive to the HSR Terminal Station of Sacramento Roseville.

The Battersea Shield

2 ft. 6 19/32 in.x 1 ft. 2 1/16 in.; repoussé, bronze and glass

The Battersea Shield: detail

Metalwork, Celtic; repoussé, bronze and glass

Magnetic suspension of the rotor of a ventricular assist device of mixed flow type

This work presents results of preliminary studies concerning application of magnetic bearing in a ventricular assist device (VAD) being developed by Dante Pazzanese Institute of Cardiology-IDPC (Sao Paulo, Brazil). The VAD-IDPC has a novel architecture that distinguishes from other known VADs. In this, the rotor has a conical geometry with spiral impellers, showing characteristics that are intermediate between a centrifugal VAD and an axial VAD. The effectiveness of this new type of blood pumping principle was showed by tests and by using it in heart surgery for external blood circulation. However, the developed VAD uses a combination of ball bearings and mechanical seals, limiting the life for some 10 h, making impossible its long-term use or its use as an implantable VAD. As a part of development of an implantable VAD, this work aims at the replacement of ball bearings by a magnetic bearing. The most important magnetic bearing principles are studied and the magnetic bearing developed by Escola Politecnica of Sao Paulo University (EPUSP-MB) is elected because of its very simple architecture. Besides presenting the principle of the EPUSP-MB, this work presents one possible alternative for applying the EPUSP-MB in the IDPC-VAD.

Synthesis, reactivity, and X-ray crystal structure of some mixed-ligand oxovanadium(V) complexes: first report of binuclear oxovanadium(V) complexes containing 4,4 '-Bipyridine type bridge

Reaction of the tridentate ONO Schiff-base ligand 2-hydroxybenzoylhydrazone of 2-hydroxybenzoylhydrazine (H2L) with VO(acac)(2) in ethanol medium produces the oxoethoxovanadium(V) complex [VO(OEt)L] (A), which reacts with pyridine to form [VO(OEt)L center dot(py)] (1). Complex 1 is structurally characterized. It has a distorted octahedral O4N2 coordination environment around the V(V) acceptor center. Both complexes A and 1 in ethanol medium react with neutral monodentate Lewis bases 2-picoline, 3-picoline, 4-picoline, 4-amino pyridine, imidazole, and 4-methyl imidazole, all of which are stronger bases than pyridine, to produce dioxovanadium(V) complexes of general formula BH[VO2L]. Most of these dioxo complexes are structurally characterized, and the complex anion [VO2L](-) is found to possess a distorted square pyramidal structure. When a solution/suspension of a BH[VO2L] complex in an alcohol (ROH) is treated with HCl in the same alcohol, it is converted into the corresponding monooxoalkoxo complex [ O(OR)L], where R comes from the alcohol used as the reaction medium. Both complexes A and 1 produce the 4,4'-bipyridine-bridged binuclear complex [VO(OEt)L](2)(mu-4,4'-bipy) (2), which, to the best of our knowledge, represents the first report of a structurally characterized 4,4'-bipyridine-bridged oxovanadium(V) binuclear complex. Two similar binuclear oxovanadium(V) complexes 3 and 4 are also synthesized and characterized. All these binuclear complexes (2-4), on treatment with base B, produce the corresponding mononuclear dioxovanadium(V) complexes (5-10).

Bridge transformation for continuation call-based tabled execution.

The advantages of tabled evaluation regarding program termination and reduction of complexity are well known —as are the significant implementation, portability, and maintenance efforts that some proposals (especially those based on suspension) require. This implementation effort is reduced by program transformation-based continuation call techniques, at some efficiency cost. However, the traditional formulation of this proposal by Ramesh and Cheng limits the interleaving of tabled and non-tabled predicates and thus cannot be used as-is for arbitrary programs. In this paper we present a complete translation for the continuation call technique which, using the runtime support needed for the traditional proposal, solves these problems and makes it possible to execute arbitrary tabled programs. We present performance results which show that CCall offers a useful tradeoff that can be competitive with state-of-the-art implementations.

Dynamic behaviour of underspanned suspension road bridges under traffic loads

Underspanned suspension bridges are structures with important economical and aesthetic advantages, due to their high structural efficiency. However, road bridges of this typology are still uncommon because of limited knowledge about this structural system. In particular, there remains some uncertainty over the dynamic behaviour of these bridges, due to their extreme lightness. The vibrations produced by vehicles crossing the viaduct are one of the main concerns. In this work, traffic-induced dynamic effects on this kind of viaduct are addressed by means of vehicle-bridge dynamic interaction models. A finite element method is used for the structure, and multibody dynamic models for the vehicles, while interaction is represented by means of the penalty method. Road roughness is included in this model in such a way that the fact that profiles under left and right tyres are different, but not independent, is taken into account. In addition, free software {PRPgenerator) to generate these profiles is presented in this paper. The structural dynamic sensitivity of underspanned suspension bridges was found to be considerable, as well as the dynamic amplification factors and deck accelerations. It was also found that vehicle speed has a relevant influence on the results. In addition, the impact of bridge deformation on vehicle vibration was addressed, and the effect on the comfort of vehicle users was shown to be negligible.

Paul Bunyan Bridge Builders spinning cable wires across the Straits of Mackinac

verso: #1342 10/10/56 Adjusting cable wires, top of south tower, after passing of spinning wheel