Civil Engineering Construction Quotes

For a thing’s beauty we ought to compliment not its owner but its maker.

At present there are only two land-based cranes in the world that could lift weights of this magnitude. At the very frontiers of construction technology, these are both vast, industrialized machines, with booms reaching more than 220 feet into the air, which require on-board counterweights of 160 tons to prevent them from tipping over. The preparation-time for a single lift is around six weeks and calls for the skills of specialized teams of up to 20 men.13 In other words, modern builders with all the advantages of high-tech engineering at their disposal, can barely hoist weights of 200 tons. Was it not, therefore, somewhat surprising that the builders at Giza had hoisted such weights on an almost routine basis?

Civil engineers go where their work is needed. Chicago is my goal because it's the biggest challenge, and could really use this kind of change. But Shady Palms isn't perfect. I mean, it was here that I noticed which areas get the benefits of the town's services. Working in Chicago is my dream, but Shady Palms is my home. I want to make Shady Palms the safest and most equal place possible." "By overseeing construction projects?" Beth didn't bother to keep the mocking tone out of her voice, which made the other girls in the group snicker, but it didn't seem to affect Joy. Her earnestness shone through as she said, "You work for the Thompsons and are a member of their family. You know that construction projects are political---both in who gets them and which areas benefit from them.

Whatand why were never questions for me. How was the only question. When I look back now, I realize that I never thought about what I wanted to become in life. I only thought about how I wanted to live my life. And I knew that the “how” could only be determined within me and by me. There was a big boom in poultry farming at the time. I wanted to make some money to finance my desire for unrestrained, purposeless travel. So I got into it. My father said, “What am I going to tell people? That my son is rearing chickens?” But I built my poultry farm and I built it single-handedly, from scratch. The business took off. The profits started rolling in. I devoted four hours every morning to the business. The rest of the day was spent reading and writing poetry, swimming in the well, meditating, daydreaming on a huge banyan tree. Success made me adventurous. My father was always lamenting that everyone else’s sons had become engineers, industrialists, joined the civil service, or gone to America. And everywhere everyone I met—my friends, relatives, my old school and college teachers—said, “Oh, we thought you’d make something of your life, but you are just wasting it.” I took on the challenge. In partnership with a civil engineer friend, I entered the construction business. In five years, we became a major construction company, among the leading private

The military implications are obvious, if difficult to act upon in today’s fiscal environment. There’s a clear and continuing need for Marines, for amphibious units and naval supply ships, for platforms that allow operations in littoral and riverine environments, and for capabilities that enable expeditionary logistics in urbanized coastal environments. Rotary-wing or tilt-rotor aircraft, and precise and discriminating weapons systems, will also be needed. There’s also a clear need to structure ground forces so that they can rapidly aggregate or disaggregate forces and fires, enabling them to operate in a distributed, small-unit mode while still being able to concentrate quickly to mass their effect against a major target. Combat engineers, construction engineers, civil affairs units, intelligence systems that can make sense of the clutter of urban areas, pre-conflict sensing systems such as geospatial tools that allow early warning of conflict and instability, and constabulary and coast guard capabilities are also likely to be important. The ability to operate for a long period in a city without drawing heavily on that city’s water, fuel, electricity, or food supply will be important as well, with very significant implications for expeditionary logistics. I go into detail on all these issues, and other military aspects of the problem, in the Appendix.

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Egyptologists claim that Khufu began construction of his pyramid so it would be completed in time to accept his corpse. I should imagine that while he was considering what style of pyramid he wanted, he would have been consulting his architects and engineers to see what was feasible. He also might have been interested in knowing how long it would take to build and how much it would cost. Using today's technology, modern stonecutters have estimated that it would take at least twenty-seven years just to quarry and deliver the stone. I wonder how long it would have taken Khufu's men using simple, primitive methods?

Current theories regarding the function and construction of the pyramid fall short. A credible theory would have to explain the following conditions found inside the Great Pyramid: -The selection of granite as the building material for the King's Chamber. It is evident that in choosing granite, the builders took upon themselves an extremely difficult task. -The presence of four superfluous chambers above the King's Chamber. -The characteristics of the giant granite monoliths that were used to separate these so-called "construction chambers." -The presence of exuviae, or the cast-off shells of insects, that coated the chamber above the King's Chamber, turning those who entered black. -The violent disturbance in the King's Chamber that expanded its walls and cracked the beams in its ceiling but left the rest of the Great Pyramid seemingly undisturbed. -The fact that the guardians were able to detect the disturbance inside the King's Chamber, when there was little or no exterior evidence of it. -The reason the guardians thought it necessary to smear the cracks in the ceiling of the King's Chamber with cement. -The fact that two shafts connect the King's Chamber to the outside. -The design logic for these two shafts—their function, dimensions, features, and so forth.

if we were to build a Great Pyramid today, we would need a lot of patience. In preparation for his book "5/5/2000 Ice: The Ultimate Disaster", Richard Noone asked Merle Booker, technical director of the Indiana Limestone Institute of America, to prepare a time study of what it would take to quarry, fabricate, and ship enough limestone to duplicate the Great Pyramid. Using the most modern quarrying equipment available for cutting, lifting, and transporting the stone, Booker estimated that the present-day Indiana limestone industry would need to triple its output, and it would take the entire industry, which as I have said includes thirty-three quarries, twenty-seven years to fill the order for 131,467,940 cubic feet of stone. These estimates were based on the assumption that production would proceed without problems. Then we would be faced with the task of putting the limestone blocks in place. The level of accuracy in the base of the Great Pyramid is astounding, and is not demanded, or even expected, by building codes today. Civil engineer Roland Dove, of Roland P. Dove & Associates, explained that .02 inch per foot variance was acceptable in modern building foundations. When I informed him of the minute variation in the foundation of the Great Pyramid, he expressed disbelief and agreed with me that in this particular phase of construction, the builders of the pyramid exhibited a state of the art that would be considered advanced by modern standards.

It now remains for those who are absolutely convinced that the ancient Egyptians constructed the pyramids using primitive techniques to build a pyramid themselves, using those same techniques that they propose the Egyptians used. As part of such an attempt, it would help if they cut out just one seventy-ton block of granite from the Aswan quarry, which is located five hundred miles away, using their hardened copper chisels or dolerite balls and then transported the block to the Giza Plateau with their barges, ropes, and manpower. If the proponents of traditional theories of constructing the pyramids are able to accomplish this feat, then we should give serious consideration to their proposals about pyramid construction.

With such a convincing collection of artifacts that prove the existence of precision machinery in ancient Egypt, the idea that the Great Pyramid was built by an advanced civilization that inhabited the Earth thousands of years ago becomes more admissible. I am not proposing that this civilization was more advanced technologically than ours on all levels, but it does appear that as far as masonry work and construction are concerned they were exceeding current capabilities and specifications.

No machines have been found in the archaeological record to support these assertions, but there is an abundance of circumstantial evidence that leads to such conclusions. Are the machines still intact and lying under the desert sand? Or were they removed completely from the areas? Or could it be that all this evidence points to an earlier civilization that suffered a cataclysm of such magnitude that much of what existed was destroyed, and what remained was susceptible to erosion, decay, and corrosion, and slowly disappeared over a long period of time? This brings us back to Robert Schoch's evaluation of the erosion pattern on the Sphinx and the Sphinx enclosure. He claimed that the period of time when sufficient rain fell in Egypt to cause this erosion was seven to nine thousand years ago. Is this sufficient time for ancient machines to turn to dust and blow away? It seems incredible to imagine, but there is reason to suspect that this could have happened. [...] If we follow the idea of an older civilization, therefore, the pyramids would have already been there before the first dynasty of the ancient Egyptians. The Great Pyramid was, most likely, the zenith of construction on the plateau, and the other pyramids were likely built before it was. Yet something happened to the culture that built the pyramids, and when Khufu came on the scene, he naturally chose the most impressive structure--the Great Pyramid--as his own, and his heirs took turns in claiming the rest. What event could have brought death and destruction to this ancient civilization that is referred to in Egyptian lore as being inhabited by gods of the First Time?

If you're a Civil Engineer don't be so proud because you can construct everything except your own broken heart!!

Love-Abiding Law (The Sonnet) Love is the master-key to social troubles, Law is but an inferior and cheaper stand-in. Instead of obsessing over cooking up more law, Let's shift the focus on loving and caring. Do you think love is nothing but a commercial object, With your olympian authority which you can legalize! Who do you think you are that you'll legalize order! You can legalize toys, telephones, not love and light. Know your place, o puny apes, on a puny little blue dot, Before standing as authority bearing your badge of law. There are more things in the vastness of time and space, Than dreamt up in your paleolithic construct of law. An ounce of love brings more change than a 100 pounds of law. What we need is not law-abiding love, but love-abiding law.

The Road to Success Is Always Under Construction

As we look around the world, especially in Egypt, Lebanon, Turkey, the west coast of Italy, Peru, and Bolivia, there are stone structures and the remains of others which don't easily fit into the standard picture of history. The pyramids of Giza in Egypt, Puma Punku in Bolivia, and the great megalithic wall of Sachsayhuaman in Peru are but three examples of astonishingly well-made stone works which modern engineers, stone masons, and other experts puzzle over. Conventional academics in general date these structures well within the standard timeline of so-called civilization. The generally prescribed creation date of the three pyramids of Giza is about 2500 BC, Puma Punku is alleged to have been constructed around 600 AD, and Sachsayhuaman approximately 1200 to 1400 AD. However, what intrigues engineers, architects, stone masons, and other professionals is the extreme precision of the work, often in very hard stone, which many archaeologists insist was usually achieved using bronze and or copper chisels, wooden measuring devices, and stone hammers.

Ruling Venezuela as the unelected military strongman from 1948 to 1950 and as President from 1952 to 1958. The President of Venezuela was Marcos Pérez Jiménez, a Venezuelan General, who also considered himself to be a civil engineer. He spent much of the country’s oil profits modernizing the infrastructure, including the construction of the new Caracas to La Guaira highway. The new road was terribly expensive requiring bridges and tunnels. Two tunnels alone cost $20,000,000 and nearly broke the State Treasury, but the road was completed in 1953, just in time for me to ride on it up the mountains to Caracas. The old taxi went uphill at very steep angles, reaching an altitude of 7,400 feet before dipping back down into the city. Looking into the deep ravines next to what had been the old road, I could see wrecks of the vehicles that were unlucky enough to have gone off the road. Finally crossing the top of the Coastal ridge, we followed the winding road down into the extinct volcanic basin that housed the capital city. As we got closer to the downtown district, I noticed that the Guardia National police were everywhere! The traffic was horrendous and there was a layer of smog in the valley, but everything was reasonably quiet except for loud banging sounds. Since there was a noise ordinance in Caracas, cars were not permitted to blow their horns. Instead, the cabdrivers banged the side of their car door with their hand.

The law of 11 June 1842 establishing the French railroad system was passed in the same year as a train accident killed forty persons on the short line to Versailles. The controversial new legislation provided government guarantees to private investors, as well as state aid for the construction of a rail network radiating out from Paris. The law of 11 June also sparked a railway boom that attracted investors and was popular with the public. A second railway bill was passed in 1846, promising additional expansion. The father of the teenage artist Gustave Dore, for example, was a state- trained and -paid civil engineer assigned to survey the route of a future line between Lyon and Geneva. (...) ...during the 1840s writers such as George Sand began to predict that the commercial impact of the railroad would quickly destroy the local customs and traditions that still regulated the culture of most of rural France.

Bell Labs director Mervin Kelly guided the construction of a new home for the lab that would purposefully encourage interaction between its diverse mix of scientists and engineers. Kelly dismissed the standard university-style approach of housing different departments in different buildings, and instead connected the spaces into one contiguous structure joined by long hallways—some so long that when you stood at one end it would appear to converge to a vanishing point. As Bell Labs chronicler Jon Gertner notes about this design: “Traveling the hall’s length without encountering a number of acquaintances, problems, diversions and ideas was almost impossible. A physicist on his way to lunch in the cafeteria was like a magnet rolling past iron filings.” This strategy, mixed with Kelly’s aggressive recruitment of some of the world’s best minds, yielded some of the most concentrated innovation in the history of modern civilization.

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A loud, relentless mechanical moaning filled the air, as if a giant hound constructed by the gods of iron and steel were baying at the moon. The air raid warning started, and then other sounds came - the whine of aircraft engines followed by the crump, crump, crump of bombs falling.

engine the ability to plow through ice. But the real secret? Look at that prow!” It was treble thick, fortified by oak and ironwood, and capable, said the proud marine architects who devised it, “of breaking its way through any ice it faces.” At that moment, at the beginning of the Bear’s life at sea, it was thought that the ship would serve some routine purpose, but later, when it was dragooned into a rescue operation, it achieved fame on front pages across the world: the American arctic explorer Adolphus Greely had gone bravely into the northern waters of the Atlantic, lost his ship in a crushing ice pack and nineteen of his men in the ensuing attempt to walk back to civilization. All rescue efforts by normal ships having failed, the Bear was purchased by the American government for the huge price of a hundred thousand dollars and hurried to the supposed scene of the disaster. Now an entirely different kind of ship was in the arctic, and its double-stout construction enabled it to break its way through ice fields that no other could have penetrated and, to great acclaim, to rescue Greely and six other survivors. In the aftermath, while the world was applauding this extraordinary ship, someone had the clever idea of transferring it to the revenue cutter service in Alaska, where it would be most useful. Around the Horn it went in November 1885, arriving in San Francisco after only eighty-seven days at sea. By chance, when the Bear docked, Captain Mike Healy was available for a new command, and without much forethought he was given this well-regarded ship which already had a reputation as exalted as his own. It was a remarkable wedding of man and machine, for when he moved his gear into the captain’s quarters and arranged a perch for his parrot and a hiding place for