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sold to the Falkland Islanders and remained as a floating storehouse. This was extremely fortunate because she would almost certainly have been sold for scrap if she had been too expensive to repair in the Northern hemisphere. In 1937 the harbour master became concerned about her condition. He ordered that she should be removed from the harbour and scuttled in a nearby cove (see Figure 11). There she stayed until, in 1970, she was salvaged and returned to the Great Western Dockyard in Bristol, the dockyard that Brunel had built for her construction. Owned by a trust, operating as an independent museum, she was partially restored between 1970 and the mid 1990s. At this point the trustees decided that she should in future be treated as a museum object, and that the traditional shipyard approaches used in her restoration should be replaced with conservation methods. Fort Brockhurst Bridge, by contrast, was built by the army from a kit of parts in 1862. Several similar examples, dating from the period, are located nearby. The bridge provides access over a moat to Fort Brockhurst, one of a number of forts built in the 1860s to protect Portsmouth and its strategically important harbour. The fort remains physically largely unaltered, although it currently serves as a store for objects from English Heritage’s extensive reserve collections. These include stonework, textiles, jewellery, and furniture from many periods. It was crucial that the fort retain safe vehicular access. Condition and Treatment ~ Fort Brockhurst Bridge The bridge had lasted for almost 150 years before receiving conservation treatment. As can be seen in Figure 2, the bridge was re-inforced on at least two occasions before receiving full conservation and restoration to its original function in 2004. The bridge was constructed from a combination of wrought and cast iron. Generally, cast iron was used for elements such as the support columns, hand-rail stanchions, bridge-deck plates and the landing beam of the drawbridge. Riveted wrought-iron beams were Figure 3. Corrosion of the wrought iron used where tensile strength was required. The owners of the bridge, English Heritage, had specified the design life of the treatment should be as long as was reasonably practicable. For this reason, it was decided to dismantle everything except the cast iron columns and treat the bridge in the conservation workshops. The main conservation issues to be addressed were corrosion of the wrought iron and some fracturing of the cast-iron elements. The main structural elements of the bridge were composite riveted wrought iron I-beams. These were constructed from plates and angles. The horizontal plates, particularly the upper ones, were heavily corroded. It was decided to de-rivet the beam and to cut down plate No. 2 to become a new plate No. 1. A new plate No. 2 was made from mild steel because wrought iron is in very short supply in the UK and it can be next to impossible to obtain high-quality replacement material in the large sizes. The engineers had determined that if more than 60% of the thickness of a material remained then it could be left un-repaired. Minor areas that were below this threshold (small holes for example) were repaired by welding in small patches or the application of weld metal to build up the required thickness. Cast-iron elements were visually inspected and dye penetration tests were conducted if fractures were suspected. Fractured cast-iron elements were metal- stitched together. All iron elements were cleaned to SA3 and zinc metal-sprayed. 207
Figure 4. Sketch of the design of the upper part of an I-beam All the plates and angles that made up the I-beams had slightly changed shape during the life of the bridge so that once they had been dismantled they no longer fitted perfectly together. When a rivet is fitted the shank is squeezed so that it completely fills the hole it is in. This is an important part of the strength of the system and it is more easily achieved when all holes line up properly. Therefore, the Ibeams were initially reconstructed using bolts in each alternate hole. Once this had been done the empty holes could be reamed to ensure a perfect fit for the new rivets. Once these holes had been re-riveted the bolts were removed to allow reaming and re-riveting of the remaining holes. Figure 5. Metal stitching castings 208 Figure 6. I-beam re-constructed using bolts in alternate holes The metal-sprayed surface was over coated with two-pack epoxy paint with a top coat of two-pack urethane paint. The cast-iron columns that support the bridge deck were hydro-blasted to HB2½ and given the same paint system as the metal-sprayed elements that had been treated in the workshop. Temporary dams Figure 7. Re-riveting an I-beam Figure 8. A fully conserved I-beam
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Preserving the evidence of industri
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Copyright: This publication is issu
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Table of contents Foreword ........
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Contributions KeynotespeaKers
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”The control and disciplination o
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uildings of this age. To sum up: Th
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need tons of cans to fully understa
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one of the first to be industrializ
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manufacture of billiard balls. Hyat
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have very similar characteristics;
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MACHINERIES were introduced, but al
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16) Goodman N., Langages de l’art
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Table 1. Collections containing pla
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Figure 2: A pile of transparent cel
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diisocyanate such as diphenylmethan
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Figure 7: Environmental Stress Crac
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Author Yvonne Shashoua Senior Resea
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Contributions
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Figure 1. H.A. Brendekilde, Odense
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weaving, the imported machine spun
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Figure 2. T. Kloss. Den danske eska
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Annemette B. Scharff, MSc. The Roya
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22. Eckersberg diaries, 29.7.1834:
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The St Just Coast Project 1995 - 20
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Prior to the St Just Coast Project
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shaft. Considering the considerable
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In 2005 the slipway at Cape Cornwal
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Figure 1: The EWO dosimeter holder
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Figure 2: EWO results reporting dia
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Figure 3: Correlation of EWO respon
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The EWO is available on direct orde
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Figure 2. Nature is back at coking
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3a 3b 3c 3d 3e 70 Figure 3a-e Being
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Table 2. Case studies location Hatt
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Flameproofed textiles in museums an
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y strong acidity created as an effe
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textile fibres, especially those of
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Cold storage as an alternative to m
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% of objects 100 90 80 70 60 50 40
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% of very brittle objects (3 hand f
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lie in the range of 20-25 euros per
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Preservation of sponsored films Int
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In the case of A & B rolls the diff
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Table 2. Advantages and disadvantag
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Table 3 “The preservation route
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The scientific committee considered
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DSCF 1304 Preservation of mass-prod
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Developing a policy and procedure f
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at the (very) occasional public ope
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• the object’s current conditio
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Polymers in watches manufactured in
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as a result of the Watch Valley con
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Figure 6. The Astrolon Watch “Ide
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of status of the watch is obvious i
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[26] Bergeon, S. Ethique et conserv
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Gramophones and Records - the first
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Record manufacturing process 1925-1
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Gramophones The reproducing machine
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Pickups (and cutterheads) are very
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USS Monitor conservation: preservin
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Figure 1: X-radiograph mosaic of US
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Figure 4: Detail of ventilation uni
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Figure 8: Detail of Monitor’s pac
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Authors Eric Nordgren, David Krop,
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Figure 2. The Ducretet inductor coi
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During its time in storage at the N
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Figure 8. Wigmore Castle after cons
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[14]Henderson, J. And P. Manti (200
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The instability of iron when subjec
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Fig. 2 Rust stains on the too-thinl
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Fig. 4 Some bicycles in use and in
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5. Conservation options: Preserving
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Another look at painted finishes on
Page 158 and 159: the currency of the finishes. The w
Page 160 and 161: Figure 3 WW2 airplane with newly-pa
Page 162 and 163: paint chips that are simulated with
Page 164 and 165: Notes: 1. There are a few notable e
Page 166 and 167: Industrially produced paint and the
Page 168 and 169: twentieth century. In the same peri
Page 170 and 171: table 1. cont. Styrenebutadiene or
Page 172 and 173: Figure 3. “A useful play!” is t
Page 174 and 175: Author Nynne Raunsgaard Sethia Den
Page 176 and 177: Protection of iron and steel in ind
Page 178 and 179: provided by the manufacturers indic
Page 180 and 181: Table 2: Suppliers for selected pro
Page 182 and 183: Table 3: Application, appearance an
Page 184 and 185: Figure 5: Impedance versus frequenc
Page 186: 3. Hollner, S., Mirambet, F., Rocca
Page 189 and 190: The choice of coating system depend
Page 191 and 192: Figure 4. Dockside crane No.16 Orth
Page 194 and 195: Recovering the Icon ? The restorati
Page 196 and 197: Fig 3: Early 20th century photograp
Page 198 and 199: Fig 8: New mercury-vapor rectifiers
Page 200 and 201: problematic since the colliery clos
Page 202 and 203: Despite all our rational attempts a
Page 204 and 205: Author Dipl.-Ing. Norbert Tempel, L
Page 206 and 207: The conservation of a Victorian shi
Page 210 and 211: Figure 9. Fort Brockhurst Bridge -
Page 212 and 213: Figure 13 Artist’s impression of
Page 214 and 215: Figure 21 View from bow after the w
Page 216: [3] Transactions of the Institute o
Page 219 and 220: 38 in total, included on the Norweg
Page 221 and 222: published a new version of their fi
Page 223 and 224: Figure 4. The turbines, one origina
Page 225 and 226: Author Vigdis Vingelsgaard Conserva
Page 227 and 228: Figure 2: 6200 locomotive on front
Page 229 and 230: Figure 4: Methyl bromide extinguish
Page 231 and 232: 2. Biological: Obvious biological h
Page 234: Finalizing Comments
Page 237 and 238: colliery engine house to have stain
Page 239 and 240: for us to think that the treatment
Page 241 and 242: certain product may quickly turn in
Page 244: Organising committee anDersen, vivi
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