자료: http://www.wisegeek.com/what-is-a-tree-line.htm
A product made in italy that is both a shading device, and can be silkscreened with graphic design images.
Somewhat continuing in the spirit of the previous post whilst in the process of planning my summer travels to Norway (Oslo, Bergen, Tønsberg, Tromsø) and Sweden (Stockholm, Göteborg, Halmstad, Malmö), one of the many attractions I greatly look forward to visiting is Skåne’s famed HSB Turning Torso. Located in the southernmost province of Sweden, this skyscraper designed by Spanish architect Santiago Calatrava was completed in 2005 (construction beginning summer 2001) and is the tallest residential building in the European Union.
Based on a white marble sculpture of a twisting human by Calatrava entitledTwisting Torso, its design is a feast for the eyes: nine five-story cubes twisting as well as rising, with the top-most segment twisted ninety degrees clockwise in relation to the ground floor below. Surrounding the central core, each floor is formed by a rectangular section, along with a triangular section partially supported by an exterior steel scaffold. It is split into both commercial and residential space, with cubes one and two designated for offices, and three through nine boasting 149 luxury apartments with premium hotel-style amenities. Even an exclusive website is available to residents for easy access to various on-site services. Furthermore, the HSB Turning Torso Gallery is conveniently situated next-door, housing high-end shopping boutiques, meeting and event halls, an ‘Experience Center’, and the Torso Twisted Lounge and Restaurant.
Folklore has it that Johnny Örbäck, former CEO of the Turning Torso contractor and Board Chairman of the Malmö branch of the co-operative housing association HSB, saw Calatrava’s torso sculpture back in 1999 and contacted him shortly after to ask if he would design a building using the same concept. What is most fascinating about Calatrava’s work is that he is first and foremost an artist: a genius in the understanding of form, achieving such a magnificent balance between structural engineering and aesthetic harmony between a solid built entity and the unoccupied space surrounding it. With a background in Arts and Crafts (drawing and painting) as well as Architecture, the 57 year-old studied at the Valencia Arts and Architecture Schools, followed by the Swiss Federal Institute of Technology.
Calatrava’s headquarters is based in Zurich, and some of his most significant projects include the Athens Olympics Sports Complex, the Alamillo Bridge, and the Ciudad de Las Artes in Las Ciències. He is currently designing the newWorld Trade Center Transportation Hub at Ground Zero, New York City. And as an accomplished sculptor, he has held an exhibition at the Metropolitan Museum of Art in New York (‘Santiago Calatrava: Sculpture Into Architecture’) and has also exhibited in Spain, Italy, Germany and the UK. In 2005, Calatrava was awarded the Eugene McDermott Award by the Council for the Arts of MIT, one of the most esteemed arts awards in the United States.
Amongst various accolades, the Turning Torso has won the The Emporis Skyscraper Award (winning out over the Q1 Tower in Gold Coast City, California and Montevideo Tower in Rotterdam, Netherlands) and the 2005MIPIM award in Cannes for Best International Residential Building (over 1 West India Quay in London, UK, and Espirito Santo Plaza in Miami, USA). The construction of the Turning Torso has also been featured in an episode of the Discovery Channel’s series Extreme Engineering.
자료: 네이트지식, http://ask.nate.com/qna/view.html?n=5256131
요즘은 단조를 기계로서[로써] 하지만 과거에는 풀무질을 해 가면서 벌겋게 달아오른 쇠를 망치로 두드려서 했습니다. 단조를 해서 쓰는 제품의 용도가 달라져서 그렇기도 하지만요. 영화나 드라마에서 보면 대장간에서 칼이나 낫, 호미 등의 농사기구를 만들때 벌건 쇠를 두드리고 다시 집어넣고 하는 것을 본 적이 있을 것입니다. 그게 바로 단조인데, 요즘은 망치 대신에 프레스 등의 기계를 사용하는 것이 다릅니다.
일반적으로 압출가공에서는 우선 소재를 콘테이너에 넣고 램(ram)으로 이것에 압력을 가하여 다이스구멍으로 소재보다도 단면적이 작은 제품을 유출시킨다. 다이스구멍의 형상을 바꿈으로써 관·각봉 등 임의의 단면형상을 갖는 제품을 만들 수가 있다. 또 압연으로는 만들지 못하는 단면형, 즉 핀붙이방열관(finned tube radiator)이나 알루미늄섀시 등과 같은 복잡한 단면형의 제품을 만들 수도 있다. 소재를 밀폐용기 속에 집어넣고 그 일부에 뚫은 다이스구멍에서 재료를 유출해 내는 것이므로 가공시에는 대단히 높은 압력과 대형기계의 설비를 필요로 한다는 결점이 있다. 반면 재료에는 인장력이 걸리지 않으므로 파괴되거나 절단되는 일이 없고, 1회 가공으로 소재의 단면적을 대폭 감소시킬 수 있다.
압연이란 글자 그대로 눌러서 늘인다는 뜻인데요, 금속을 롤러사이에 넣고 롤러를 회전시키면 금속이 롤러 사이를 빠져나가면서 엷어지지요. 그게 압연입니다. 우리 주변에서 흔히 볼 수 있는 넙적한 철판들은 전부 압연과정을 거쳐서 만든 것입니다.
프레스를 쓰는 판금가공은 판금프레스가공이라고 한다. 프레스 외의 기계를 사용하는 판금가공에는 롤성형·스피닝·인장(引張)변형가공·폭발성형·방전선형[방전성형?] 등이 있다.
전조가공이라는 것은 일반적으로 원형 단면의 연성재료를 1쌍의 전조롤러 또는 1쌍의 평다이에 끼워 가압, 전동시켜 소재 표면에(내면의 경우도 있다) 공구 표면의 형상을 압인하는 가공법이다. 현재 많이 사용되고 있는 것은 나사전조와 치차전조로서 대형 제품은 열간에서 행하지만, 일반적으로는 냉간에서 행하는 것이 많다. 용도는 수나사, 치차를 비롯하여 구리, AL합금제 라디에이터의 냉각팬 등이다.
자료: 다음백과(브리태니커), http://enc.daum.net/dic100/contents.do?query1=b03g0498b#T4
※ 발췌:
As with deeply held values in any culture, it seemed self-evident that people will identify with other craftsmen as fellow citizens.
As with deeply held values in any culture, people identify with other craftsmen as fellow citizens.
People identify with deeply held values in any culture.
They equally identify with other craftsmen (as fellow citizens).
People identify with other craftsmen (as fellow citizens) as with deeply held values in any culture.
(1) As is self-evident that people identify with deeply held values in any culture, it seemed self-evident that people, as fellow citizens, will identify with other craftsmen.(2) It is self-evident that people will identify with other craftsmen as fellow citizens as when they identify with deeply held values in any culture.
[1] Collins Cobuild: identify
I find it hard to identify with any of his characters[.] ,whereas only 63 percent now accepts this same usage when the reflexive pronoun is used, as in:
I find it hard to identify myself with any of his characters.
자료: Wikipedia, http://www.answers.com/topic/thames-tunnel
The Thames Tunnel is an underwater tunnel, built beneath the River Thames in London, United Kingdom connecting Rotherhithe andWapping. It measures 35 feet (11 m) wide by 20 feet (6 m) high and is 1,300 feet (396 m) long, running at a depth of 75 feet (23 m) below the river's surface (measured at high tide). It was the first tunnel known successfully to have been constructed underneath a navigable river[1], and was built between 1825 and 1843 using Marc Isambard Brunel's newly invented tunnelling shield technology, by him and his son Isambard Kingdom Brunel.
The tunnel was originally designed for, but never used by, horse-drawn carriages and was most recently used by trains of the London Underground's East London Line. The East London Line closed on 23 December 2007 to allow extension of the line and conversion of the route to become part of the London Overground network in time for 2010.
Contents[hide] |
At the start of the 19th century, there was a pressing need for a new land connection between the north and south banks of the Thames to link the expanding docks on both sides of the river. The engineer Ralph Dodd tried, but failed to build a tunnel betweenGravesend and Tilbury in 1799.[2]
In 1805-1809 a group of Cornish miners, includingRichard Trevithick, attempted to dig a tunnel further upriver between Rotherhithe and Wapping but failed because of the difficult conditions of the ground. The Cornish miners were used to hard rock and did not modify their methods for soft clay and quicksand. The "Thames Archway" project was abandoned after it caved in when 1,000 feet (305 m) of a total of 1,200 feet (366 m) had been dug.[3] However, even if it had been completed its usefulness would have been questionable; it only measured 2-3 feet by 5 feet (61-91 cm by 1.5 m), far too small for passenger use.
The failure of the Thames Archway project led engineers to conclude that "an underground tunnel is impracticable".[4] However, the Anglo-French engineer Marc Brunel refused to accept this conclusion. In 1814 he proposed to Tsar Alexander I of Russia a plan to build a tunnel under the river Neva in St Petersburg. This scheme was turned down (a bridge was built instead) but Brunel continued to develop ideas for new methods of tunnelling.[2]
Brunel and Thomas Cochrane patented the tunnelling shield, a revolutionary advance in tunnelling technology, in January 1818. In 1823 Brunel produced a plan for a tunnel between Rotherhithe and Wapping, which would be dug using his new shield. Financing was soon found from private investors including the Duke of Wellington and a Thames Tunnel Company was formed in 1824, with the project beginning in February 1825.[3]
The first step taken was the construction of a large shaft on the south bank at Rotherhithe, 150 feet (46 m) back from the river bank. It was dug by assembling an iron ring 50 feet (15 m) in diameter above ground. A brick wall 40 feet (12 m) high and 3 feet (91 cm) thick was built on top of this, with a powerful steam engine surmounting it to drive the excavation's pumps. The whole apparatus was estimated to weigh 1,000 tons.[2] The soil below the ring's sharp lower edge was removed manually by Brunel's workers. The whole shaft thus gradually sank under its own weight, slicing through the soft ground rather like an enormous pastry cutter. The shaft became stuck at one point during its sinking as the pressure of the earth around it held it firmly in position. Extra weight was required to make it continue its descent, a total of 50,000 bricks were added as temporary weights. It was realised this problem was caused because the shaft was cylindrical, years later when the Wapping shaft was built it was slightly wider at the bottom than the top. This non-cylindrical tapering design ensured it did not get stuck. By November 1825 the Rotherhithe shaft was in place and tunnelling work could begin.[3]
The tunnelling shield, built at Henry Maudslay's Lambeth works and assembled in the Rotherhithe shaft, was the key to Brunel's construction of the Thames Tunnel. The Illustrated London Newsdescribed how it worked:
| “ | The mode in which this great excavation was accomplished was by means of a powerful apparatus termed a shield,
| ” |
The key innovation of the tunnelling shield was its support for the unlined ground in front and around it to reduce the risk of collapses. However, many workers, including Brunel himself, soon fell ill from the poor conditions caused by filthy sewage laden water seeping through from the river above. This sewage gave off methane gas which was ignited by the miner's oil lamps. When the resident engineer, William Armstrong, fell ill in April 1826 Marc's son Isambard Kingdom Brunel took over at the age of just 20.
Work was slow, progressing at only 8-12 feet a week (3-4 m). To earn some income from the tunnel the company directors allowed sightseers to view the shield in operation. An estimated 600-800 visitors per day paid 1 shilling for the adventure.
The excavation was also hazardous. The tunnel flooded suddenly on 18 May 1827 after 549 feet had been dug.[3] Isambard Kingdom Brunel lowered a diving bell from a boat to repair the hole at the bottom of the river, throwing bags filled with clay into the breach in the tunnel's roof. Following the repairs and the drainage of the tunnel, he held a banquet inside it.
The tunnel flooded again the following year, on 12 January 1828, when six men died and Isambard narrowly escaped drowning. Isambard was sent to Clifton in Bristol to recuperate where he heard about the competition to build what became the Clifton Suspension Bridge.
Financial problems followed, leading to the tunnel being walled off in August. The project was abandoned for seven years, until Marc Brunel succeeded in raising sufficient money (including a loan of £247,000 from the Treasury) to continue construction.[3]
When work resumed in February 1836, a new shield had to be installed. Impeded by further floods, fires and leaks of methane and hydrogen sulphide gas, the remainder of the tunnelling took another five and a half years, only being completed in November 1841. The extensive delays and repeated flooding made the tunnel the butt of metropolitan humour:
| “ | Good Monsieur Brunel Let misanthropy tell That your work, half complete, is begun ill; Heed them not, bore away Through gravel and clay, Nor doubt the success of your Tunnel. That very mishap, | ” |
The Thames Tunnel was fitted out with lighting, roadways and spiral staircases during 1841–1842. An engine house on the Rotherhithe side, which now houses the Brunel Museum, was also constructed to house machinery for draining the tunnel. The tunnel was finally opened to the public on 25 March 1843.[3]
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