The novel “Un monde au-delà des hommes” by Catherine Hermary-Vieille.
The novel ” Un monde au-delà des hommes” will be of particular interest to readers whose knowledge of early Antarctic expeditions is limited. If you don’t know whether Norway’s Roald Amundsen or Britain’s Robert Scott reached the South Pole in Antarctica first, don’t do the research before opening this book. You’ll find it much more interesting.
In the days of the great conquests of the planet’s uncharted territories, explorers risked their lives for the glory of their country. Here, Norway and Great Britain race to reach the South Pole first.
This historical novel runs to just 134 pages, allowing the author to concentrate on the essentials. She has divided the book into two parts. The first focuses on Amundsen, the second on Scott. The two men used very different methods to achieve their ends. At the beginning of the book, she includes a map showing the routes chosen by each team and the stopovers they agreed on.
Author Catherine Hermary-Vieille discusses the preparation of the journey, the strategic choices made regarding objectives, the obstacles encountered along the way, not to mention the mental attitude adopted by each explorer and the members of the expedition.
Back cover of the novel “Un monde au-delà des hommes” by Catherine Hermary-Vieille.
On this trip, one of the two expedition leaders will use sledge dogs as their main means of transport, while the other will try to make progress with mules. One will have only one objective in mind, the other will have several goals to achieve. One will behave as a flexible leader, the other will be more intransigent. The choices and attitude of each explorer will have a direct impact on the success of the expedition.
It’s worth noting that the two competitors don’t start their journey to Antarctica at the same time, so there’s an imbalance right from the start as to when they’ll arrive at the South Pole. But even so, once you know this, there’s still a frozen continent to cross, men to feed, crevasses to avoid and frostbite to treat. You also have to be able to come back alive.
A novel like this can be read in a day. We can forgive a few sketchy descriptions and even a small error like the one on page 19, where the name of the Inuit dog “Funcha” appears twice in the list. These distractions don’t detract from the intensity of the story. These are, after all, the stories of men who went to the very end of themselves for the glory of their country.
Today, we’re witnessing a similar race between countries to send humans to the planet Mars. Which country will get there first? And once it gets there, will it have the right to claim a planet for itself at the expense of Earth’s other humans?
Click on the link for more biography books on my blog.
The comics ” 13h17 dans la vie de Jonathan Lassiter”.
“When you’ve got nothing left to lose, you can take all the risks…”. This is the sentence [translated] on the back of the comic strip “13 h 17 dans la vie de Jonathan Lassiter” (13:17 in the life of Jonathan Lassiter), which best sums up this French-language work published in 2023.
Jonathan Lassiter works as an insurance agent in Keanway, a small, remote town in Nebraska. Overnight, his wife leaves him, he loses his job and his wallet is stolen. In short, his life suddenly takes an unexpected turn. He has two choices: either he feels sorry for himself, or he changes. His chance encounter with Edward, a “distinguished, cultured and cynical” man, forces him to take a stand.
It was the quality of the graphics that caught my eye. This isn’t one of those publications where you wonder whether the design can be done in a month, and which pretends to be original through the absence of detail, and therefore of work. A great deal of effort went into this album, and it shows at first glance.
Back cover of the comic strip “13h17 dans la vie de Jonathan Lassiter”.
It’s got it all: the judicious choice of angles, the refined, masterful drawing, the skilful maintenance of atmosphere through well-dosed, under-saturated colors, the well-crafted script. This comic strip keeps the reader’s interest from start to finish, with no downtime.
The main character reminded me of the famous actor Vincent Price.
The graphic novel “Un tournage en enfer – Au coeur d’Apocalypse Now”.
The graphic novel “Un tournage en enfer: au cœur d’Apocalypse Now” takes us right to the heart of the creation of Francis Ford Coppola‘s famous film, brought to the screen in 1979. As the director points out, [my translation] “[…] we were in the jungle. There were too many of us. We had access to too much money and too much material, and little by little, we all went crazy…”.
It didn’t start well. Right from the start, the director was unable to convince well-known actors to get involved in his film. In turn, actors such as Jack Nicholson, Al Pacino, Robert Redford and James Caan refused to join the adventure. Coppola continues his research and interviews.
As readers, we go behind the scenes of the production and hear from those close to the filmmaker. Filming begins in the jungle of the Philippines, even though Coppola has no idea on how the film will end. This would haunt him throughout the production, causing him sleepless nights when he was already quite exhausted.
A page from the graphic novel “Tournage en enfer – Apocalypse Now”.
Cost overruns followed, and the pressure on the director from financial backers increased. He was asked to complete his film as quickly as possible, which he proved unable to do. Coppola came to guarantee the required funds by pledging to pay off the debt himself if box-office receipts failed to reach $40 million.
In addition, it was taken for granted that the U.S. government would provide the helicopter gunships required for the film’s action. But in the aftermath of the Vietnam War, the interest of American politicians in such requests waned. The director had to turn to the then President of the Philippines, Ferdinand Marcos, to obtain helicopters and personnel, in return for certain fees and compensation. But these aircraft sometimes left the scene on Marcos’s orders to go hunting for the regime’s enemies. Coppola was falling behind again…
A page from the graphic novel “Tournage en enfer – Apocalypse Now”.
They thought that Harvey Keitel would be the ideal actor to play Robert Duvall. Many sequences later, the obvious becomes clear: the man just didn’t cut it for a number of reasons. On the verge of disaster, they urgently contacted Martin Sheen and beg him to replace Keitel. Multiple scenes had to be reshot with the new actor, and the delays and associated costs continued to mount.
All sorts of other pitfalls awaited the director and his crew throughout the shoot, including the language barrier with the Filipinos and a storm that destroyed the set. The widespread use of drugs and alcohol by staff and helicopter pilots didn’t help matters either.
The mosquitoes, the heat and Coppola’s constant demands took their toll on the actors. Martin Sheen fell seriously ill, and his brother had to be used for some of the secondary scenes. Rather than use only actors to simulate deaths, a staff member went to the morgue and returned with a corpse. This prompted the arrival of the police force, and the problem was solved with generous sums of money.
There were many other factors that delayed the end of the shoot and increased costs. Marlon Brando’s demands were a case in point. They managed to get him back on set for an extra day, provided that he received $70,000 more than planned.
Shooting finally ended in 1977. The team chartered a private plane to fly 381 kilometers of original film to the United States. Editing the film proved to be an ordeal. There was too much material to analyze. In 2001, Coppola presented a modified version of his original 1979 production. In 2019, he finally delivered a final 182-minute version, Apocalype Now “Final cut” , more than forty years after the initial release.
Earnings met the director’s expectations, and he ultimately won his bet. In all, the film generated $140 million from a total budget of $30 million.
Cover page of the manga “Les montagnes hallucinées”, by Gou Tanabe.
Gou Tanabe presents H.P. Lovecraft’s masterpiece “Les montagnes hallucinées” (the French version of “At the Mountains of Madness”) as a two-volume manga. Leafing through Lovecraft is in itself a journey into the strange, but to do so by starting at the end of a book and reading from right to left adds to the weirdness of the experience.
This transposition of Lovecraft into manga is a success. And the statistics prove it. The 382 reviews left on Amazon show clear customer satisfaction, with a total of 4.9/5 stars at the time of writing.
I normally prefer color comics and graphic novels, but the black-and-white interpretation of Lovecraft’s work is a perfect match for the fantasy world into which Tanabe plunges us.
A page from the manga “Les montagnes hallucinées” from Lovecraft, by Gou Tanabe.
Lovecraft makes a phantasmagorical work credible by integrating a well-balanced mix of real and fictional elements into the plot. Unless you’re an archaeologist and paleontologist yourself, it’s hard to tell which data really belong to science. This helps to frame the reader. You recognize moments of pure imagination, but you’re still hooked.
I put myself in the shoes of someone who lived in Lovecraft’s time, when Antarctica was still a mysterious continent, unexplored in its entirety. A story filled with elements of fiction would gain in credibility, while no one could really confirm or deny some of the author’s statements.
A page from the graphic novel “Les montagnes hallucinées”.
In “Les montagnes hallucinées”, we read about sailing, aviation, extreme weather and survival in icy, isolated spaces. Readers witness the problems experienced by the various crews exploring Antarctica. The scientists’ increasingly startling discoveries force them to make risky decisions that plunge them into an unknown world. In short, themes that still appeal to most people today.
The two volumes total around 650 pages, which can be flipped through with interest in a single day, since many plates include no text at all.
Sea kayaks at Saint-Laurent-de-l’Île d’Orléans 2023
On Sunday, September 24, 2023, the company Quatre Natures organized a certified level 1 sea kayaking course the St. Lawrence River, starting from Île d’Orléans. As registration was done well in advance, we had to be a bit lucky during the activity, as it would take place as much in good weather as in bad.
So, I take a chance. Fortunately, an incredible day awaits the six students: full sun and twenty degrees Celsius. How should we dress for the circumstances? We know that the human body temperature is 37 degrees Celsius. The kayaker adds up the water and air temperatures and compares the total to the temperature of the human body. With the river that day at 18 degrees and the air around 20 degrees, this gives a total of 38. As this figure is slightly higher than normal body temperature, we can wear normal clothing for water activities, rather than a wetsuit.
The morning is used to cover theory. No one sets foot in the water. The instructor discusses what the kayaker must have on board, the relative quality of different equipment, preparation, communications and radio frequencies, safety and hypothermia prevention, and so on.
Sea kayaking activity at l’île d’Orléans (photo Vadym Kravchenko)
After lunch, the kayaks are placed on the lawn and the vocabulary related to each part of the kayak is learned. The student then settles into the kayak and learns how to adjust the footbraces, hold the paddle, install the spray skirt, and so on. The boats are then brought to shore and kayaking begins.
First, we learn the basic maneuvers. How to embark and disembark, the trajectory the paddle should follow in the water depending on whether you want to go forward, backward or turn. We discuss the correct position of the body, arms and wrists on the paddle, and the importance of rotating the pelvis to force the paddle properly. We quickly realize the influence of side winds on the kayak, especially when it has no centerboard or rudder.
The river is considered level 2 for kayaking. The current is strong, and we have to deal with three-metre tides. The wind around the island is also stronger than in Quebec City. Level 1 kayakers are encouraged to seek out Level 1 locations to gain experience, and never to set off alone at this stage of their learning process.
During the exercises, you can see the container ships and the various pleasure boats offshore. The larger vessels generate waves that take between five and ten minutes to reach the shore. When these approach, the instructor warns novice kayakers to turn to face the wave, so as to limit the effects on the boat.
The container ship Hapag_Lloyd Quebec Express and the container ship MSC Paola are sailing around Île d’Orléans near Quebec City.
The BBC Manila carries wind turbine blades on the St.Lawrence Seaway near Quebec City.
Then come the emergency maneuvers: what’s the procedure for getting out of a kayak that’s just capsized? How do you help someone who has capsized?
I didn’t have time to get to this stage of the course. I capsized before. I don’t remember how I managed to extricate myself from the kayak and get back to the surface, but we’re not talking about an approved method here. The brain immediately detects the danger and organizes itself so that the body gets out of the kayak and the head doesn’t stay underwater for too long.
In the minutes that follow, the instructor teaches us how to perform the classic exit from a capsized kayak. We work in pairs. At Level 1, there’s no question of using the paddle to force the kayak to turn.
To obtain KDM 1 certification, everyone must lean sideways so that the kayak tips over. Once submerged, the student leans forward, unhooks the spray skirt attached to the kayak, and slowly taps the kayak’s hull three times to signal that he is in control of what he is doing. The instructor wants to avoid unpredictable reactions. We then push ourself out of the kayak by placing our hands at hip height on the coaming. As soon as we are out of the water, it’s imperative that we hold on to our kayak, thanks to the lifeline. It only takes a few seconds. Here and there, you can hear a little coughing as the student surfaces, but nothing more. A good sip of St. Lawrence River boosts the immune system.
Next comes the recovery of the person in the water. As we work as a team, the kayaker in difficulty clings to the front of our kayak and stays there until we catch up with his or her kayak, lift it onto our boat, empty it of water, turn it over and position it correctly.
Sea kayaking course level 1 with Quatre Natures (photo Quatre Natures)
The person clinging to the kayak then releases his or her grip, and depending on the method taught, climbs back into the boat while the latter is being held securely. The important thing here is to keep the center of gravity as low as possible. If the person doesn’t hurry and proceed step by step, the operation is a success every time.
A few more exercises follow, and it’s back to the beach on Île d’Orléans a few hours later. Once all participants have dried off and put on their warm clothes, the course concludes with a few weather notions, including the need to consult weather forecasts and radars, and to return quickly to shore when storm cells are present.
We also cover tide calculation (rule of 12) and how to attach a kayak to a car roof. How many attachment points? What equipment is available to make the job easier? Where should harnesses go to avoid breaking the kayak? Etc.
The KDM 1 certificate is awarded approximately eight to nine hours after the start of the course, depending on the instructor’s assessment. I noticed that on the way home, in the heat of the car, I really didn’t feel like rushing on the road. But you quickly come back to reality when you see how fast the cars are coming up behind you.
These machines, which were not designed to operate from an aircraft carrier, would not be able to reach their targets and return safely to port for lack of sufficient fuel. All the pilots were well aware of this, and volunteered.
The fleet of sixteen aircraft, commanded by Jimmy Doolittle, successfully achieved its objective of confusing the enemy and showing that Japan remained vulnerable to surprise attacks. The Japanese wondered how it was possible that American bombers could have reached and hit their country. Where did they take off from? They know that the B-25 Mitchells were not designed to take off from an aircraft carrier, and that they were incapable of landing on one.
The genius of the operation laid in the combination of a number of highly risky decisions which, taken together, took the enemy by surprise. Firstly, as it was impossible to land the planes on the Hornet, they were installed with a crane, knowing full well that they would never return to the ship.
In addition, the captains were trained to take off over distances unthinkable for them, using a technique pushed to the extreme. The ship sailed at high speed into the wind, improving the headwind component so essential for such perilous maneuvers.
The pilots had to be extremely skilful to keep to the departure trajectory on a platform that moved from left to right in the middle of a storm. Buildings on the Hornet’s side had to be avoided at all costs, and the available gap between the wing tip and the ship’s tower was no more than two meters. Despite all the obstacles, all the B-25s managed to take off. It was to be a one-way mission to Japan.
Doolittle piloted the first B-25 to take off from the carrier. He had only a very small portion of the deck to work with, as there were still fifteen other bombers waiting their turn to take off. The second pilot to leave the deck narrowly avoided a water landing, as the aircraft sank slightly and a landing gear wheel touched the water. But the plane gained just enough speed to stay airborne.
Bombers and crews suffered different fates once the bombing raids on Japanese targets had been completed. The authors conclude: “The raid destroyed 112 buildings and killed 87 people, in about 6 minutes. […] The destruction of 15 of the 16 B-25s, unable to reach Chinese airfields for landing, was nevertheless to be deplored, the 16th B-25 having landed safely in the USSR. Also to be deplored was the accidental death of three airmen (planes 3 and 6) and the capture of 8 others (planes 6 and 16) by the Japanese, 4 of whom never returned home, 3 having been executed as “war criminals” and the 4th having died in captivity. Worse still, the Japanese took revenge on the Chinese, who had helped all the surviving airmen, by organizing the massacre of some 250,000 civilians in the Zhejiang and Jiangxi provinces then under their control. This was to leave its mark…”.
Landing and takeoff tests on an aircraft carrier, the Forrestal, were also made decades later for a C-130 Hercules. I tried to repeat the experience in flight simulation. The flight can be found in the “challenging virtual flights” section of my blog. As the Forrestal is not available in virtual mode, I used the aircraft carrier USS Enterprise.
Non fiction comic book “Mégantic – Un train dans la nuit”.
We have all heard of the tragedyexperienced by the inhabitants of Lac-Mégantic in 2013, when a driverless oil train from the CP railway company pulling hundreds of cars of explosive petroleum derails in the middle of the night, explodes and kills 47 inhabitants of the city.
The comic book (or graphic novelaccording to some) “Mégantic – Un train dans la nuit ” adds to the information that we already knew about this tragedy. It also exposes several key pieces of information overlooked by the media.
Author Anne-Marie Saint-Cerny worked for years on the file and, in order to convey the content and the emotions in images, enlisted the help of Christian Quesnel. The result is extremely interesting. The formula works: the drawings are very precise, the layout leaves room for the reader to reflect on the events, the colours are appropriate.
In the train explosion in Lac-Mégantic, there are multiple factors to consider, among others:
1) Executives of the CP company making catastrophic choices.
2) As always, a desire to meet the demands of shareholders. There is a reduction in staff and the company self-assesses when it comes to safety.
3) One driver only is allowed for a train carrying hundreds of tanks of explosives.
4) Politicians agree to the new cuts proposed by the company.
5) There is some magical thinking involved: if something goes wrong with the driver, the train stops on its own thanks to a mechanism which, however, is always likely to fail eventually.
6) Dated rails.
7) The transport of dangerous goods is granted to the MMA, a company with a dubious reputation .
8) The DOT-111 tanks are too fragile for hazardous materials and targeted in more than 25 surveys.
9) There is an agreement to tamper with the oil bill of lading. Instead of indicating the code PG1 (the most dangerous, the most explosive) as it should be, it is instead PG111 (not dangerous) that is written.
10) The lead locomotive is terribly worn.
11) The driver reports a problem with his old locomotive. He is ordered to continue on his way.
12) In Lac-Mégantic, the train is heating up. The driver is ordered to apply the brakes and let the engine run. The driver is then allowed to leave the premises and go to bed. This is one of the repercussions of allowing a single driver on a train.
13) During the night, a fire starts on the lead locomotive, the one that had problems. The firefighters shut down the engine. “By turning off the engine, the air pressure in the air brakes is released. Eventually, the train will start to move on its own and descend the slope towards Lac-Mégantic.”
With just one driver gone to sleep somewhere, there are now 5,000,000 litres of explosivesstarting to move on the rails and no one will stop them.
“Firefighters believe they are fighting low flammable oil. They are unaware that the CP and World Fuel have falsified the papers, camouflaging their oil classified as the most explosive and dangerous.” There are 47 dead, including several suicides.
Now that there has been a disaster, those involved directly or indirectly are passing the buck, as is the custom in tragedies. The graphic novel mentions, at the political level, the names of Denis Lebel, Lisa Raitt, John Baird and later Marc Garneau. At CP, the author mentions Hunter Harrison. The MMA’s CEO Edward Burkhardt is also mentioned.
Changes happen, but not the ones you would think…
Naomi Klein analyzes the “shock strategy” devised by Milton Friedman. In step 1, “we take advantage of what the population while it is still dazed: they will not be able to oppose what we want to impose on them.” The zoning is being quickly changed to include the expropriation of houses that are totally outside the disaster-affected area. There are some people who are interested in these properties…
In step 2 of the “shock strategy”, we “use the excuse of mandatory decontamination to wipe out the Old World. Excluding the population from the scene of the tragedy, so that they cannot cling to it, so that there is no going back. “
Finally, step 3: “Faced with a population whose shock has been exacerbated by the destruction of its landmarks and habits, we can launch a reconstruction or reinvention which will be received with resigned acceptance“. We have the case of people living in Fatima, a remote area spared by the disaster: owners must quickly sign their expropriation or they shall lose everything. When the former owners are finally gone, a Jean Coutu pharmacy comes to settle on the vacated land.
On the legal side, the small players are targeted and the investigation is limited as much as possible. Takeovers are carried out and returns to shareholders multiplied.
The book flaunts some of the political and entrepreneurial maneuvers aimed at protecting the railway companies. Even at the dawn of 2022, eight years later, the rails still pass through downtown Lac-Mégantic.
“MMA-Canada, essentially bankrupt, has paid nothing and has not been sued.“
“Nothing has changed in rail laws in Canada since the tragedy: companies self-regulate, self-monitor and, in the event of an accident, self-investigate. Thus, it was the CP itself that investigated the deaths of three of its employees in an accident in February 2019 in British Columbia. The CP investigator, prevented from investigating, denounced his employer and called for an independent investigation by the Royal Canadian Mounted Police (RCMP) and the Transport Safety Board (TSB), an investigation immediately accepted by the chief investigator responsible for the case at the TSB. That same day, this TSB investigator was dismissed from his post. The CP investigator concluded on a CP no-fault.”
While searching high and low in various bookstores in Quebec, I often make very interesting discoveries. I recently found a book by Robert Seethaler, originally published in German under the title of ,, Ein ganzes Leben ” and which in English is translated by “A whole life“.
It is a small book of only 145 pages, but the concise writing has the power to immediately propel the reader into the early 1900s, in the middle of the Austrian mountains. It was the period when the construction of the first cable cars began, a period that would change the whole dynamic of the society by gradually allowing more and more tourists to occupy a territory that was once sparsely inhabited.
The author tells the story of Andreas Egger, a simple and endearing man whose strength of character allows him to stand up to any ordeal. He is not distinguished by his intelligence, which is quite ordinary, but rather by his ability to survive and his desire to always move forward. He is a human being that we love and wish only good for.
Here is what the publisher said about Robert Seethaler: “A whole life, elected book of the year (2014) by bookstores across the Rhine, thus confirms the depth of his talent as a writer, capable of leading with great simplicity his reader as close as possible to his emotions”.
The following series of seven articles discuss patio building. This new patio was necessary because the old one was over thirty years old and showing obvious signs of fatigue, in addition to greatly hampering the digging work along the foundation to change the French drain and insulate the foundation.
Destruction of the old patio.
Above, the old wooden patio is demolished with a mechanical shovel. Where the machine cannot go, I finish the demolition by hand. Subsequently, digging begins to reach the foundation.
Digging for the new French drain
Once the trench has been dug, the employees of the Garco company install the French drain and prepare the concrete surface that will receive the new insulation (blown urethane).
Added dirt and rocks to the terrain.
When the drain is complete and the urethane has been blown out, an employee reseals the hole, adding soil, rock and sand, the latter only required for less stable terrain.
One of the pages of the construction plan.
Now we have to think about rebuilding a patio. The savings are significant when you do the work yourself. It has been reported to me that generally the cost of labor is 2.7 times the cost of materials. In the case of a large patio made up mainly of cedar planks, each plank of which will be sanded and stained by hand, the savings amount to several tens of thousands of dollars.
At 62, I unfortunately have no experience in the field. Risk management (especially financial) is necessary and, since the work will be carried out without assistance, I prefer to work from plans designed by a company. A specialist in the construction industry offered me his advice before the project started, because there was no question of starting the patio again.
Positioning of wooden posts with the laser
On the proposed plan, there must be eleven adjustable metal piles anchored in the ground to receive the patio. We must therefore measure where the eleven metal poles from Techno-Pieux will go, because they are not responsible for doing the calculations for me.
I am using a laser pointer for the first time. It is not easy to work with this device outdoors, the red dot of the laser being difficult to see in bright light (the base model I got myself certainly did not make the job easy). Eventually, I got through it. Luckily, I wasn’t doing the job for a client.
The Techno-Pieux technician places his screwed piles at the locations of the wooden posts.
The Techno-Pieux technician gets to work. He relies on the wooden posts to drive his stakes and then checks with his laser (much better) if his posts are perfectly aligned. The problem that sometimes occurs is that he meets a rock and has to start over and reposition his stakes slightly off the ideal line. A slight slope is also necessary to facilitate the flow of water onto the patio. The piles therefore must not be perfectly level from the house to the end of the patio.
Installation of the first piece of wood which will receive the patio.
A rented hammer drill is sufficient to make the holes in the concrete that will be used to fix the first piece of wood in the foundation of the house. The screws are laid alternately to avoid creating weaknesses in the wood. It is on this piece of wood that a small part of the patio will rest. Special waterproof insulating tape is applied to the wood to protect it from rotting that could occur after several years when water gets under the patio boards.
Continued in the next article: “Building a patio (2 of 7)”.
The Promenade Samuel-De Champlain seen from the Quebec Bridge in 2021.
Crossing the Quebec Bridge by bike allows you to stop and admire the surroundings at will, while observing the maritime traffic up close.
In the photo above, part of the Promenade Samuel-De Champlain is visible from the bridge. As for the photographic composition (for those interested), part of the bridge is included in the photo’s foreground to add to the height effect. The path to the right of the promenade, with its pronounced curves, also helps to energize the scene. I think it was a prime location, but tastes are debatable!
The Federal Clyde and MSC Brianna vessels on the St.Lawrence Seaway near the Quebec Bridge in 2021.
At the time of passage of the Federal Clyde and MSC Brianna vesselsunder the Quebec Bridge, the sound of the large diesel engines was clearly perceptible and it was even possible to feel the vibrations of the engines retransmitted into the metal structure of the bridge.
Inspection of the Québec Bridge in 2021.
Above, an employee inspects the structure of an aging Quebec Bridge. Good risk management in this case is to rely on a part of the bridge that has not aged prematurely.
Inspection of the Québec Bridge. July 29th 2021.
The wide-angle lens of the Canon 5DSr gives a better idea of the delicate position in which inspectors find themselves when they are evaluating the work to be carried out on the Quebec Bridge. It’s not a job for everyone …
