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The park saved miles of the river from suburban development. Problems remain, however. The E. Along the last 5 of its miles, the river is enclosed by steel walls and dredged regularly for commercial ships, making it difficult for habitats to recover. Davis said. On Monday, people who have worked for years to clean the Cuyahoga will celebrate at its banks.

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Thank you for subscribing. An error has occurred. Please try again later. You are already subscribed to this email. News World U. Politics N. While an exact cause of death hasn't been pinpointed, even after all these years, many cite a more ominous figure as the Hindenburg's eventual downfall: Mother Nature. On that fateful May evening, clouds threatened rain, while biting winds blew unpredictably — west, east, south, and back east again. This made landing all the more problematic, almost impossible, but the Hindenburg was already well behind schedule that day — it was supposed to do a quick turnaround back to Frankfurt — so it couldn't delay any longer.

For fear of missing a deadline; for fear of embarrassment in front of the whole world. As she made her eventual descent toward Earth, gracefully circling overhead and dipping her nose to prepare for a high landing — or flying moor, which required the craft to be winched down to a mooring mast — the ground crew took their positions, at the ready. People gathered excitedly, media was attentive, the world watched in suspense. By all accounts, everything seemed fine considering the conditions, maybe even a bit romantic with the rain lightly falling.

Out of nowhere, the Hindenburg was stricken by snarling fire — the point of origin is still unknown, but the belief is that lighting may have struck an exposed area — almost instantaneously engulfing the entire airship. The blaze spread with such ferocity that it only took seconds for her to become fully consumed by fire. The craft suddenly appeared as if the sun itself had plummeted down from space. It was a catastrophe in every sense. There have been several eyewitness accounts of the awful tragedy.

But easily the most lasting description of what happened was the haunting broadcast of radio reporter Herbert Morrison. The audio is both captivating and painfully horrifying. It's starting to rain again; it's — the rain has slacked up a little bit. It's burning and bursting into flames, and the — and it's falling on the mooring-mast and all the folks agree that this is terrible, this is the worst of the worst catastrophes in the world.

Oh, the humanity and all the passengers screaming around here. I told you, I can't even talk to people whose friends are on there. Fast forward to today, and WorldWide Aeros is attempting to defibrillate the flatlining industry of airships — and in the process, resuscitate public confidence in the dazzling giants.

Founded in Ukraine before coming to California in , Aeros has been confidently manufacturing traditional blimps used for more common purposes, including surveillance, advertising and short transport.

They’re a vibrant and increasingly visible part of the tapestry in communities across the nation.

A good endeavor — but Igor Pasternak, CEO of the Montebello-based company, wanted to achieve something much greater; Pasternak always fostered grander visions of what airships were capable of, ever since he was a young child. That's why he built an airship empire more than twenty-five years ago. It may seem like something of another age, but the company's new dirigible prototype is being considered a game changer, an innovation of the highest order.

If executed correctly, the Aeroscraft may be what our children see filling the skies in the years to come. Not only can the technology alter the future of aviation, but it has the potential to improve the entire planet in a hugely significant way — it's the reason Pasternak, whose curly mop and European descent fit the description of a Bond movie character, is excited to realize the Aeroscraft's potential. In the most basic terms, Munir Jojo-Verge, Lead Flight Systems Control Engineer, says the company's hybrid airship can be explained as an airborne submarine.

To rise, the airship releases compressed helium from the craft's nine vessels, filling the hull and causing it to become lighter than air.

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To go down, simply reverse that procedure — pumping helium back into the vessels will create a vacuum that then draws air into cylindrical tubes inside the craft. It sounds complicated, but it's actually quite simple. On the other side you the back history of the Hindenburg, which is a rigid airship.

The Aeroscraft combines the airship world with the rigid structures of the past, and brings technology of the submarine into the equation. That ability is owed to Aeros' innovative new high-tech buoyancy system which, in theory, can lug 66 tons of cargo — food, construction material, military supplies, anything — to nearly any spot on the planet. Just imagine how valuable that would be to governments, especially in regard to relief efforts when disaster strikes.

It honestly sounds like pure science fiction, a romantic hallucination. But I saw the 36, pound prototype with my own two eyes, proudly sitting in an old World War II hangar not far down the road from TechnoBuffalo's Irvine office, and it's absolutely real: a massive foot-long silver trophy ready to change transportation forever. The Future. There's always been a public fascination with airships, even before the Hindenburg ferried its first customers over Atlantic waters. You can trace evidence of airships back hundreds of years, beginning with the simple balloon. As early as , legends tell a fantastical story of the Montgolfier brothers, who launched a sheep, a duck and a rooster on a two mile, eight minute journey across the royal palace of Versailles in a hot air balloon concocted of alum-varnished taffeta.

It wasn't until when Jean Baptiste Meusnier proposed the longer hotdog shape we associate with airships today — everything began to literally take shape. Meusnier's blueprint planned for a three airscrew propeller design and a steerage rudder on the aft, similar to that of a boat. But with engineering limitations far behind the human imagination, his idea didn't really gain any traction until motorized propulsion was introduced into the airship market by Henri Giffard in This eventually set the stage for one Ferdinand Adolf Heinrich Graf Von Zeppelin, whose intellect and obsession lead to the modern dirigible.

In , Zeppelin constructed a foot long rigid airship, the Luftschiff Zeppelin 1 , or LZ1, and successfully launched it in front of a 12, strong crowd. For all intents and purposes, the rigid airship was born, and the lighter-than-air craze took hold. The era of LTA transportation was suddenly a worldwide sensation. Zeppelin eventually perfected his model to the best of his abilities, creating ships of immeasurable size and strength.

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In , at the ripe old age of 70, Zeppelin's ship became the prototype for every rigid airship to follow. When I first saw the prototype Aeroscraft, it was difficult to comprehend — an overwhelming creation that looked like it originated from Area 51, something outside the realm of comprehension. I didn't know how to react, even though I'd seen pictures of it beforehand; you're not really prepared to see something so far removed from your normal routine.

Instead of free-flowing synapses jumping through my brain, my thoughts erupted with nothing but demolition derby carnage.

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The story hangar where the airship rests is impressive in its own right, a wooden fortress overlaid with enough concrete to pave a major city. From the ground it's an immense war cathedral, so massive a structure that it practically contains its own atmosphere.

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If Greek Titans were among men, the base's North hangar would be perfectly suited as a home. My impressions of blimps prior to seeing the Aeroscraft have developed from what I've seen shambling high above sports stadiums. They languish, churn out primtetime coverage, and land. But beyond that, the nonrigid airships simply sulk at their resting place until the next major sporting event.

I soon learned what Aeros has built is nothing like that. This is the farthest possible thing from a one trick Goodyear pony and, for that matter, the Hindenburg. The prototype we saw has been engineered with an internal skeleton, made mostly of aluminum and carbon fibers, where all the load bearing takes place. On the outside, Aeros has developed a special multilayered system of helium barriers, UV protection and other fabrics to ensure the airship's internals are protected — lightning dissipation has even been built into the fabric in case of violent weather, Tim Kenny, Lead Aeronautical Engineer, told us.

The cockpit houses an advanced health monitoring system—which is setup like an arcade flight simulator—and a number of cameras so the pilot has eyes on every inch of the craft. What we saw was merely for demonstration purposes, but there's a blueprint there that can be built upon as Aeros moves into an actual production model and refines its bearing landing framework.

JoJo-Verge told us that the Aeroscraft's steering and control systems were all designed in-house, suited strictly for the company's advanced airships. Even though the Aeroscraft is different in many aspects to what's come before it, it's easy to dismiss something associated with such a horrible past. The Hindenburg was nearly 76 years go, but there will always be comparisons. The German craft was a failing enterprise simply because it relied on dangerous hydrogen gas. Helium, on the other hand, is perfectly safe for such vehicles, and is naturally non-inflammable.

The gas, discovered in America, became such a valuable resource early on that Congress passed the Helium Act in , which basically prohibited export unless under authorization from the President. That Act was promptly amended in following the Hindenburg tragedy. The fact that Aeros isn't creating the Hindenburg 2. Aeros knows it has something truly special. Probably the most defining feature of Aeros's vision is that an established ground infrastructure is completely unnecessary — it can take off and land vertically.

If an airport isn't there, it won't make a lick of difference, meaning the potential flexibility is off the charts. Thanks to a unique pressurization system, pilots have on-a-dime control over static heaviness, so it can be as light or heavy as needed. Additionally, the craft contains propellers that can rotate 90 degrees to help with vertical takeoffs. This allows the craft to carry impossible loads of cargo and people to most any point on earth — on snow, sand and even water if needed.

JoJo-Verge, an affable and noticeably passionate speaker, told us that the 66 ton model, which will be over twice the size of the current prototype, can travel roughly 3, nautical miles at around mph — between Los Angeles and Frankfurt without a problem — on a standard fuel tank level; the craft won't even need to land to get refueled, again showing enormous flexibility without the need for a previous infrastructure, or even ground personnel. So when you think about cargo transportation, you are not limited to anything. Whatever you want to transport, you'll be able to.

I see unlimited uses depending on society's needs: firefighting, moving construction material or even a flying casino. It's only limited by our social needs and our imaginations. From a government standpoint, Aeros's technology can improve how countries respond to places in need of aid — both people and supplies can be delivered into a devastated area more swiftly than any plane or ground force.

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The logistics make the Aeroscraft a much cheaper and swifter course of action, especially when transporting complex cargo across continents and oceans. Airplanes and helicopters are perfectly capable transportation, but are limited in where they can travel and how much they can carry. Aeroscraft perfectly mitigates this. Commercially, imagine the Aeroscraft becoming an airborne cruise-like enterprise. Rather than hiking trails of Zion or Yellowstone, you can quietly float over some of the world's most beautiful natural wonders.