encyclopedia photos on Flickr

n136_w1150 by Biodiversity Heritage Library

9

Mammalogie, ou, Description des espèces de mammifères

A Paris :Chez Mme. Veuve Agasse, imprimeur-libraire,1820-1822.

s512a 9826 EncLZ1961-5 Narodne nošnje u Jugoslaviji Zagreb MCMLXI Enciklopedija Leksikografskog zavoda National costumes in Yugoslavia Zagreb MCMLXI Encyclopedia of the Lexicographical Institute Izrada Zdenka Sertić by Morton1905

10 1

s512a 9826 EncLZ1961-5 Narodne nošnje u Jugoslaviji Zagreb MCMLXI Enciklopedija Leksikografskog zavoda National costumes in Yugoslavia Zagreb MCMLXI Encyclopedia of the Lexicographical Institute Izrada Zdenka Sertić

Old Encyclopedia Illustration by HA! Designs - Artbyheather

42 3

Stock market hand signals

Don't Destroy The American Dream at Occupy Chicago by Gary Eckstein

29 2

From Wikipedia, the free encyclopedia

Occupy Chicago

Part of the Occupy movement

DateSeptember 23, 2011 – February 1, 2013

LocationChicago, Illinois, United States

Caused byEconomic inequality, corporate influence over government, inter alia.

MethodsDemonstration, occupation, protest, street protesters

InjuriesUnrecorded

Arrested130–170

Occupy Chicago was an ongoing collaboration that included peaceful protests and demonstrations against economic inequality, corporate greed and the influence of corporations and lobbyists on government which began in Chicago on September 24, 2011. The protests began in solidarity with the Occupy Wall Street protests in New York.

On October 10, 2011, protesters from Occupy Chicago joined with members of the "Stand Up Chicago" coalition and marched through downtown Chicago, with numbers estimated at around 3,000.

Origin

Occupy Chicago occupied the corners of Jackson and LaSalle in Chicago's financial district.[7][8] Occupy Chicago was unique among the major occupations across the country in that it lacked a permanent encampment. Protesters remained outdoors, exposed to the elements 24 hours a day. Due to city ordinances, protesters were told that all supplies had to be technically "mobile." Protesters complied with the city by containing all of the occupation's supplies (including signs, food, and clothing) in carts on the sidewalk. It also has created a more fluid atmosphere at Occupy Chicago with individual protesters fluctuating in and out.

Occupy Chicago was also unique in that unlike Occupy Wall Street it is positioned directly in front of major financial centers, including the Board of Trade, Bank of America, and the Federal Reserve Building. This proximity has resulted in the curious sight of traders watching the protesters while outside on breaks. It has also resulted in taunts from workers in the Board of Trade. On October 4, 2011 a sign was visible in the windows of the Board of Trade that read, "WE ARE THE 1%." The sign was quickly taken down.

In late 2011 Occupy Chicago was able to recruit massive crowds of people to embark on protest marches throughout Chicago because its politics were still very inclusive with primarily "left" liberal minded people and communists, socialists, anarchists but also a fair share of libertarians and even a few who identified as conservative. Over time as the political direction of the group developed many of the more moderate individuals left and a more radical political stance became dominant within the movement.[citation needed] In 2011, Occupy Chicago was the foundation for the Occupy High School campaign.

Attempts at permanent occupation

Seeking to create a permanent, sheltered base, over 175 protesters were arrested under the orders of Chicago's mayor Rahm Emanuel on the morning of October 16 after refusing to take down tents and remaining in Grant Park near Chicago's lakefront after the park's posted closing hours. Remaining in any unfenced park between 11 P.M. and 4 A.M. or erecting a tent or other structure without a permit is a crime according to the Municipal Code of Chicago (MCC) and park district ordinances.

One week later, during a second attempt at occupation during the evening of October 22 and morning of October 23rd, Chicago police arrested 130 demonstrators, again for refusing to leave the park after the posted closing hours. Two of those arrested were nurses and members of National Nurses United who had set up a medical tent to provide any needed medical services to the occupation.

Thompson Center

On October 27, 2011 Occupy Chicago planned a candlelight vigil in solidarity with Scott Olsen and Occupy Oakland. The 30 protesters were met with Chicago Police Department officers and Illinois State Troopers on order from governor Pat Quinn armed with tear gas masks, attack dogs, and police wagons.

Indoor space at 500 W. Cermak

Occupy Chicago remained outdoors without an encampment until January 2012 when the organization acquired an indoor space at 500 W. Cermak in the East Pilsen neighborhood.[16] This headquarters was envisioned to be a community hub but has never actualized those ambitions.

After the NATO summit left Chicago May 21, 2012 the Occupy Chicago loft rental was downsized from two units to one smaller unit, where general assemblies and committee meetings were held, as well as a space for storage.

Occupied Chicago Tribune

The Occupied Chicago Tribune was founded in November 2011, during a general assembly meeting. Its first issue was printed in December, 2011 and had a circulation of 20,000.

The Tribune Company (which owns the Chicago Tribune) initially negotiated informally with the Occupied Chicago Tribune (OCT) to change their name and logo. As a result, OCT eliminated the Gothic font in their headlines and added the disclaimer: "Media for the 99 percent. We're proud to have no affiliation whatsoever with the 1% Chicago Tribune or the Tribune Co." to their print copies.

On May 22, 2012, the Tribune Company filed a Uniform Domain Name Dispute Resolution Policy (UDRP) proceeding with the World Intellectual Property Organization (WIPO) alleging OCT acquired the two web domains OccupyChicagoTribune.org and OccupiedChicagoTribune.org "in bad faith" and in order to "divert traffic" from Tribune websites. OCT was represented pro bono by People's Law Office.

The Electronic Frontier Foundation wrote a statement in support of OCT, and critiqued UDRP process for not applying locally relevant laws such as fair use and First Amendment within the U.S.

In July 2012, the WIPO panel held the Occupied Chicago Tribune's domains to be legitimate, did not mislead the public and did not infringe on the Tribune Company's property. In their decision they wrote:

The Occupy Movement is so well known within the relevant area (both parties being from Chicago, Illinois, in the United States) that the Domain Names are not confusingly similar to Complainant's mark. The Panel agrees with Respondent's assertion that no reasonable person in the Chicago area would confuse the Domain Names with Complainant or Complainant's publication.

Issues

In addition to the national and global issues addressed by the Occupy movement at large, Occupy Chicago has been active in local political issues.

NATO Summit

Main article: 2012 Chicago summit § Protests

In a move to bolster law enforcement of the Occupy movement and upcoming G8 and NATO summits, in Chicago, Mayor Rahm Emanuel's recently passed ordinance imposes harsher fines and rules for protests and demonstrations. A letter sent by Occupy Chicago to 50 of Chicago's aldermen reads: "Given what the ordinance actually says, it cannot be construed as an effort to protect the integrity of G8 and NATO conferences. This measure is a permanent attack on public protest in the City of Chicago. The consequences of this attack will be far reaching, and will be felt by protesters throughout the city, most of whom will never have any connection to the protests associated with these events."

Howard Morgan case

The group has also become involved in the case of Howard Morgan, a black off-duty police officer who was shot 28 times by four white officers. Morgan was jailed, with bail set at $2 million, for a handful of charges including attempted murder. He was freed after a trial in 2007, but then convicted in January 2012. Occupy Chicago demonstrated at his April 5, 2012, sentencing, where judge Clayton Crane sentenced him to 40 years in prison.

Encyclopedia of holy chants by Rakhi Rawat

11 28

Androgyny by Hughes Songe

13

From Wikipedia, the free encyclopedia

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Androgyny is the combination of masculine and feminine characteristics into an ambiguous form. Androgyny may be expressed with regard to biological sex, gender identity, gender expression, or sexual identity.

When androgyny refers to mixed biological sex characteristics in humans, it often refers to intersex people. As a gender identity, androgynous individuals may refer to themselves as non-binary, genderqueer, or gender neutral. As a form of gender expression, androgyny can be achieved through personal grooming or fashion. Androgynous gender expression has waxed and waned in popularity in different cultures and throughout history.

Contents

1Etymology

2History

3Symbols and iconography

4Biological

5Psychological

5.1Bem Sex-Role Inventory

5.2Personal Attribues Questionnaire

6Gender identity

7Gender expression

7.1Androgyny in fashion

8Alternatives

9Contemporary trends

10See also

11References

12External links

Etymology[edit]

Androgyny as a noun came into use c. 1850, nominalizing the adjective androgynous. The adjective use dates from the early 17th century and is itself derived from the older French (14th Century) and English (c. 1550) term androgyne. The terms are ultimately derived from Ancient Greek: ἀνδρόγυνος, from ἀνήρ, stem ἀνδρ- (anér, andr-, meaning man) and γυνή (gunē, gyné, meaning woman) through the Latin: androgynus,[1] The older word form androgyne is still in use as a noun with an overlapping set of meanings.

History[edit]

See also: Sexuality in ancient Rome § Hermaphroditism and androgyny

Androgyny among humans – expressed in terms of biological sex characteristics, gender identity, or gender expression – is attested to from earliest history and across world cultures. In ancient Sumer, androgynous and hermaphroditic men were heavily involved in the cult of Inanna.[2]:157–158 A set of priests known as gala worked in Inanna's temples, where they performed elegies and lamentations.[2]:285 Gala took female names, spoke in the eme-sal dialect, which was traditionally reserved for women, and appear to have engaged in homosexual intercourse.[3] In later Mesopotamian cultures, kurgarrū and assinnu were servants of the goddess Ishtar (Inanna's East Semitic equivalent), who dressed in female clothing and performed war dances in Ishtar's temples.[3] Several Akkadian proverbs seem to suggest that they may have also engaged in homosexual intercourse.[3] Gwendolyn Leick, an anthropologist known for her writings on Mesopotamia, has compared these individuals to the contemporary Indian hijra.[2]:158–163 In one Akkadian hymn, Ishtar is described as transforming men into women.[3]

The ancient Greek myth of Hermaphroditus and Salmacis, two divinities who fused into a single immortal – provided a frame of reference used in Western culture for centuries. Androgyny and homosexuality are seen in Plato's Symposium in a myth that Aristophanes tells the audience.[4] People used to be spherical creatures, with two bodies attached back to back who cartwheeled around. There were three sexes: the male-male people who descended from the sun, the female-female people who descended from the earth, and the male-female people who came from the moon. This last pairing represented the androgynous couple. These sphere people tried to take over the gods and failed. Zeus then decided to cut them in half and had Apollo repair the resulting cut surfaces, leaving the navel as a reminder to not defy the gods again. If they did, he would cleave them in two again to hop around on one leg. Plato states in this work that homosexuality is not shameful. This is one of the earlier written references to androgyny. Other early references to androgyny include astronomy, where androgyn was a name given to planets that were sometimes warm and sometimes cold.[5]

Philosophers such as Philo of Alexandria, and early Christian leaders such as Origen and Gregory of Nyssa, continued to promote the idea of androgyny as humans' original and perfect state during late antiquity.”[6] In medieval Europe, the concept of androgyny played an important role in both Christian theological debate and Alchemical theory. Influential Theologians such as John of Damascus and John Scotus Eriugena continued to promote the pre-fall androgyny proposed by the early Church Fathers, while other clergy expounded and debated the proper view and treatment of contemporary “hermaphrodites.”[6]

Western esotericism’s embrace of androgyny continued into the modern period. A 1550 anthology of Alchemical thought, De Alchemia, included the influential Rosary of the Philosophers, which depicts the sacred marriage of the masculine principle (Sol) with the feminine principle (Luna) producing the "Divine Androgyne," a representation of Alchemical Hermetic beliefs in dualism, transformation, and the transcendental perfection of the union of opposites.[7] The symbolism and meaning of androgyny was a central preoccupation of the German mystic Jakob Böhme and the Swedish philosopher Emanuel Swedenborg. The philosophical concept of the “Universal Androgyne” (or “Universal Hermaphrodite”) – a perfect merging of the sexes that predated the current corrupted world and/or was the utopia of the next – also plays a central role in Rosicrucian doctrine[8][9] and in philosophical traditions such as Swedenborgianism and Theosophy. Twentieth century architect Claude Fayette Bragdon expressed the concept mathematically as a magic square, using it as building block in many of his most noted buildings.[10]

Symbols and iconography[edit]

The Caduceus

In the ancient and medieval worlds, androgynous people and/or hermaphrodites were represented in art by the caduceus, a wand of transformative power in ancient Greco-Roman mythology. The caduceus was created by Tiresias and represents his transformation into a woman by Juno in punishment for striking at mating snakes. The caduceus was later carried by Hermes/Mercury and was the basis for the astronomical symbol for the planet Mercury and the botanical sign for hermaphrodite. That sign is now sometimes used for transgender people.

Another common androgyny icon in the medieval and early modern period was the Rebis, a conjoined male and female figure, often with solar and lunar motifs. Still another symbol was what is today called sun cross, which united the cross (or saltire) symbol for male with the circle for female.[11] This sign is now the astronomical symbol for the planet Earth.[12]

Mercury symbol derived from the Caduceus

A Rebis from 1617

"Rose and Cross" Androgyne symbol

Alternate "rose and cross" version

Biological[edit]

More on www.hellobricks.com

Tweeds Paired with Plaids by Laura

4 2

n254_w1150 by Biodiversity Heritage Library

13

Mammalogie, ou, Description des espèces de mammifères

A Paris :Chez Mme. Veuve Agasse, imprimeur-libraire,1820-1822.

biodiversitylibrary.org/page/39522547

lna3_vr_bw_o_n (ca. 1962, unnumbered ‘Compton's Pictured Encyclopedia’ photo) by Mike Acs

10

“First photograph of the moon’s far side televised from a Russian rocket shot. An illustration from the moon article in “Compton’s Pictured Encyclopedia.” Consultant for the article was Robert I. Johnson, director of Chicago’s Adler Planetarium.”

I've not seen such an extensively well labeled version of this photo.

Plenty available, to include:

“Wide-angle view of the far side of the Moon from Luna 3

The Luna 3 spacecraft returned the first views ever of the far side of the Moon. The first image was taken at 03:30 UT on 7 October at a distance of 63,500 km after Luna 3 had passed the Moon and looked back at the sunlit far side. The last image was taken 40 minutes later from 66,700 km. A total of 29 photographs were taken, covering 70% of the far side. The photographs were very noisy and of low resolution, but many features could be recognized. This wide-angle view shows the far side comprising most of the image, with the near side making up about one-quarter of the disk at left. The dark patch at upper right is Mare Moscoviense and the dark areas at below and left of center are Mare Marginus and Mare Smythii. These are on the border between the near and far sides. The small dark circle at lower right is the crater Tsiolkovskiy. The image is centered at 15 N, 120 E, the Moon is 3475 km in diameter and north is at 11:30. (Luna 3-phc6, Russian Space Agency, not necessarily in the public domain)”

At:

nssdc.gsfc.nasa.gov/imgcat/html/object_page/lu3_phc6.html

Credit: NSSDCA website

Excellent reading, as always:

www.drewexmachina.com/2019/10/04/luna-3-shedding-light-on...

Credit: Andrew LePage/Drew Ex Machina website

Fifty Plants precious to men (plate 1) -Childrens Encyclopedia by Arthur Mee 1946 by Andy Brill

12 1

Children's Encyclopedia, edited by Arthur Mee, and published in 10 volumes by the Educational Book Company, London. It was published from 1908 to 1964

Flowers of the Bogland (3)- Children's Encyclopedia by Arthur Mee 1946 by Andy Brill

7

Children's Encyclopedia, edited by Arthur Mee, and published in 10 volumes by the Educational Book Company, London. It was published from 1908 to 1964.

Lockheed Martin F-35B Lightning II fighter jets on board HMS Queen Elizabeth by Robert Sullivan

14

BF-4 Flt 508 Mr. Peter Wilson and BF-5 Flt 370 Sqn Ldr Andy Adgell fly from HMS Queen Elizabeth on 27 Sep 2018

From Wikipedia, the free encyclopedia

The Lockheed Martin F-35 Lightning II is a family of single-seat, single-engine, all-weather, stealth, fifth-generation, multirole combat aircraft, designed for ground-attack and air-superiority missions. It is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.

The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the Joint Strike Fighter (JSF) program over the competing Boeing X-32. The official Lightning II name has proven deeply unpopular and USAF pilots have nicknamed it Panther, instead.

The United States principally funds F-35 development, with additional funding from other NATO members and close U.S. allies, including the United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and formerly Turkey. These funders generally receive subcontracts to manufacture components for the aircraft; for example, Turkey was the sole supplier of several F-35 parts until its removal from the program in July 2019. Several other countries have ordered, or are considering ordering, the aircraft.

As the largest and most expensive military program ever, the F-35 became the subject of much scrutiny and criticism in the U.S. and in other countries. In 2013 and 2014, critics argued that the plane was "plagued with design flaws", with many blaming the procurement process in which Lockheed was allowed "to design, test, and produce the F-35 all at the same time," instead of identifying and fixing "defects before firing up its production line". By 2014, the program was "$163 billion over budget [and] seven years behind schedule". Critics also contend that the program's high sunk costs and political momentum make it "too big to kill".

The F-35 first flew on 15 December 2006. In July 2015, the United States Marines declared its first squadron of F-35B fighters ready for deployment. However, the DOD-based durability testing indicated the service life of early-production F-35B aircraft is well under the expected 8,000 flight hours, and may be as low as 2,100 flight hours. Lot 9 and later aircraft include design changes but service life testing has yet to occur. The U.S. Air Force declared its first squadron of F-35As ready for deployment in August 2016. The U.S. Navy declared its first F-35Cs ready in February 2019. In 2018, the F-35 made its combat debut with the Israeli Air Force.

The U.S. stated plan is to buy 2,663 F-35s, which will provide the bulk of the crewed tactical airpower of the U.S. Air Force, Navy, and Marine Corps in coming decades. Deliveries of the F-35 for the U.S. military are scheduled until 2037 with a projected service life up to 2070.

Development

F-35 development started in 1992 with the origins of the Joint Strike Fighter (JSF) program and was to culminate in full production by 2018. The X-35 first flew on 24 October 2000 and the F-35A on 15 December 2006.

The F-35 was developed to replace most US fighter jets with the variants of a single design that would be common to all branches of the military. It was developed in co-operation with a number of foreign partners, and, unlike the F-22 Raptor, intended to be available for export. Three variants were designed: the F-35A (CTOL), the F-35B (STOVL), and the F-35C (CATOBAR). Despite being intended to share most of their parts to reduce costs and improve maintenance logistics, by 2017, the effective commonality was only 20%. The program received considerable criticism for cost overruns during development and for the total projected cost of the program over the lifetime of the jets.

By 2017, the program was expected to cost $406.5 billion over its lifetime (i.e. until 2070) for acquisition of the jets, and an additional $1.1 trillion for operations and maintenance. A number of design deficiencies were alleged, such as: carrying a small internal payload; performance inferior to the aircraft being replaced, particularly the F-16; lack of safety in relying on a single engine; and flaws such as the vulnerability of the fuel tank to fire and the propensity for transonic roll-off (wing drop). The possible obsolescence of stealth technology was also criticized.

Design

Overview

Although several experimental designs have been developed since the 1960s, such as the unsuccessful Rockwell XFV-12, the F-35B is to be the first operational supersonic STOVL stealth fighter. The single-engine F-35 resembles the larger twin-engined Lockheed Martin F-22 Raptor, drawing design elements from it. The exhaust duct design was inspired by the General Dynamics Model 200, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.

Lockheed Martin has suggested that the F-35 could replace the USAF's F-15C/D fighters in the air-superiority role and the F-15E Strike Eagle in the ground-attack role. It has also stated the F-35 is intended to have close- and long-range air-to-air capability second only to that of the F-22 Raptor, and that the F-35 has an advantage over the F-22 in basing flexibility and possesses "advanced sensors and information fusion".

Testifying before the House Appropriations Committee on 25 March 2009, acquisition deputy to the assistant secretary of the Air Force, Lt. Gen. Mark D. "Shack" Shackelford, stated that the F-35 is designed to be America's "premier surface-to-air missile killer, and is uniquely equipped for this mission with cutting-edge processing power, synthetic aperture radar integration techniques, and advanced target recognition".

Improvements

Ostensible improvements over past-generation fighter aircraft include:

Durable, low-maintenance stealth technology, using structural fiber mat instead of the high-maintenance coatings of legacy stealth platforms

Integrated avionics and sensor fusion that combine information from off- and on-board sensors to increase the pilot's situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes

High-speed data networking including IEEE 1394b and Fibre Channel (Fibre Channel is also used on Boeing's Super Hornet.

The Autonomic Logistics Global Sustainment, Autonomic Logistics Information System (ALIS), and Computerized maintenance management system to help ensure the aircraft can remain operational with minimal maintenance manpower The Pentagon has moved to open up the competitive bidding by other companies. This was after Lockheed Martin stated that instead of costing 20% less than the F-16 per flight hour, the F-35 would actually cost 12% more. Though the ALGS is intended to reduce maintenance costs, the company disagrees with including the cost of this system in the aircraft ownership calculations. The USMC has implemented a workaround for a cyber vulnerability in the system. The ALIS system currently requires a shipping-container load of servers to run, but Lockheed is working on a more portable version to support the Marines' expeditionary operations.

Electro-hydrostatic actuators run by a power-by-wire flight-control system

A modern and updated flight simulator, which may be used for a greater fraction of pilot training to reduce the costly flight hours of the actual aircraft

Lightweight, powerful lithium-ion batteries to provide power to run the control surfaces in an emergency

Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide and composite epoxy materials. The F-35 will be the first mass-produced aircraft to include structural nanocomposites, namely carbon nanotube-reinforced epoxy. Experience of the F-22's problems with corrosion led to the F-35 using a gap filler that causes less galvanic corrosion to the airframe's skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B's requirement to fit inside the Navy's current amphibious assault ship parking area and elevators; the F-35C's longer wing is considered to be more fuel efficient.

Costs

A U.S. Navy study found that the F-35 will cost 30 to 40% more to maintain than current jet fighters, not accounting for inflation over the F-35's operational lifetime. A Pentagon study concluded a $1 trillion maintenance cost for the entire fleet over its lifespan, not accounting for inflation. The F-35 program office found that as of January 2014, costs for the F-35 fleet over a 53-year lifecycle was $857 billion. Costs for the fighter have been dropping and accounted for the 22 percent life cycle drop since 2010. Lockheed stated that by 2019, pricing for the fifth-generation aircraft will be less than fourth-generation fighters. An F-35A in 2019 is expected to cost $85 million per unit complete with engines and full mission systems, inflation adjusted from $75 million in December 2013.

n6_w1150 by Biodiversity Heritage Library

11

Mammalogie, ou, Description des espèces de mammifères

A Paris :Chez Mme. Veuve Agasse, imprimeur-libraire,1820-1822.

biodiversitylibrary.org/page/39522299

my little encyclopedia by Keri-Anne

10 5

Encyclopedia Origamica_0001 by Glenn Sapaden

4 1

Lockheed/Boeing/General Dynamics YF-22 (s/n 87-0700, N22YF) by Robert Sullivan

11 1

Entered production as the Lockheed Martin F-22 'Raptor".

From Wikipedia, the free encyclopedia

The Lockheed Martin F-22 Raptor is a fifth-generation, single-seat, twin-engine, all-weather stealth tactical fighter aircraft developed for the United States Air Force (USAF). The result of the USAF's Advanced Tactical Fighter (ATF) program, the aircraft was designed primarily as an air superiority fighter, but also has ground attack, electronic warfare, and signal intelligence capabilities. The prime contractor, Lockheed Martin, built most of the F-22's airframe and weapons systems and conducted final assembly, while Boeing provided the wings, aft fuselage, avionics integration, and training systems.

The aircraft was variously designated F-22 and F/A-22 before it formally entered service in December 2005 as the F-22A. Despite its protracted development and various operational issues, USAF officials consider the F-22 a critical component of the service's tactical air power. Its combination of stealth, aerodynamic performance, and situational awareness enable unprecedented air combat capabilities.

Service officials had originally planned to buy a total of 750 ATFs. In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.

Development

Origins

In 1981, the U.S. Air Force identified a requirement for an Advanced Tactical Fighter (ATF) to replace the F-15 Eagle and F-16 Fighting Falcon. Code named "Senior Sky", this air-superiority fighter program was influenced by emerging worldwide threats, including new developments in Soviet air defense systems and the proliferation of the Su-27 "Flanker"- and MiG-29 "Fulcrum"-class of fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and most importantly, stealth technology. In 1983, the ATF concept development team became the System Program Office (SPO) and managed the program at Wright-Patterson Air Force Base. The demonstration and validation (Dem/Val) request for proposals (RFP) was issued in September 1985, with requirements placing strong emphasis on stealth and supercruise. Of the seven bidding companies, Lockheed and Northrop were selected on 31 October 1986. Lockheed teamed with Boeing and General Dynamics while Northrop teamed with McDonnell Douglas, and the two contractor teams undertook a 50-month Dem/Val phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23, respectively.

Dem/Val was focused on risk reduction and technology development plans over specific aircraft designs. Contractors made extensive use of analytical and empirical methods, including computational fluid dynamics, wind-tunnel testing, and radar cross-section calculations and pole testing; the Lockheed team would conduct nearly 18,000 hours of wind-tunnel testing. Avionics development was marked by extensive testing and prototyping and supported by ground and flying laboratories. During Dem/Val, the SPO used the results of performance and cost trade studies conducted by contractor teams to adjust ATF requirements and delete ones that were significant weight and cost drivers while having marginal value. The short takeoff and landing (STOL) requirement was relaxed in order to delete thrust-reversers, saving substantial weight. As avionics was a major cost driver, side-looking radars were deleted, and the dedicated infra-red search and track (IRST) system was downgraded from multi-color to single color and then deleted as well. However, space and cooling provisions were retained to allow for future addition of these components. The ejection seat requirement was downgraded from a fresh design to the existing McDonnell Douglas ACES II. Despite efforts by the contractor teams to rein in weight, the takeoff gross weight estimate was increased from 50,000 lb (22,700 kg) to 60,000 lb (27,200 kg), resulting in engine thrust requirement increasing from 30,000 lbf (133 kN) to 35,000 lbf (156 kN) class.

Each team produced two prototype air vehicles for Dem/Val, one for each of the two engine options. The YF-22 had its maiden flight on 29 September 1990 and in flight tests achieved up to Mach 1.58 in supercruise. After the Dem/Val flight test of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the Lockheed team as the winner of the ATF competition. The YF-23 design was considered stealthier and faster, while the YF-22, with its thrust vectoring nozzles, was more maneuverable as well as less expensive and risky. The aviation press speculated that the Lockheed team's design was also more adaptable to the U.S. Navy's Navalized Advanced Tactical Fighter (NATF), but by 1992, the Navy had abandoned NATF.

Production and procurement

As the program moved to full-scale development, or the Engineering & Manufacturing Development (EMD) stage, the production version had notable differences from the YF-22, despite having a broadly similar shape. The swept-back angle of the leading edge was decreased from 48° to 42°, while the vertical stabilizers were shifted rearward and decreased in area by 20%. To improve pilot visibility, the canopy was moved forward 7 inches (18 cm), and the engine intakes moved rearward 14 inches (36 cm). The shapes of the wing and stabilator trailing edges were refined to improve aerodynamics, strength, and stealth characteristics. Increasing weight during development caused slight reductions in range and maneuver performance.

Prime contractor Lockheed Martin Aeronautics manufactured the majority of the airframe and performed final assembly at Dobbins Air Reserve Base in Marietta, Georgia; program partner Boeing Defense, Space & Security provided additional airframe components as well as avionics integration and training systems. The first F-22, an EMD aircraft with tail number 4001, was unveiled at Marietta, Georgia, on 9 April 1997, and first flew on 7 September 1997. Production, with the first lot awarded in September 2000, supported over 1,000 subcontractors and suppliers from 46 states and up to 95,000 jobs, and spanned 15 years at a peak rate of roughly two airplanes per month. In 2006, the F-22 development team won the Collier Trophy, American aviation's most prestigious award. Due to the aircraft's advanced nature, contractors have been targeted by cyberattacks and technology theft.

The USAF originally envisioned ordering 750 ATFs at a total program cost of $44.3 billion and procurement cost of $26.2 billion in fiscal year (FY) 1985 dollars, with production beginning in 1994. The 1990 Major Aircraft Review led by Secretary of Defense Dick Cheney reduced this to 648 aircraft beginning in 1996. By 1997, funding instability had further cut the total to 339, which was again reduced to 277 by 2003. In 2004, the Department of Defense (DoD) further reduced this to 183 operational aircraft, despite the USAF's preference for 381. A multi-year procurement plan was implemented in 2006 to save $15 billion, with total program cost projected to be $62 billion for 183 F-22s distributed to seven combat squadrons. In 2008, Congress passed a defense spending bill that raised the total orders for production aircraft to 187.

The first two F-22s built were EMD aircraft in the Block 1.0 configuration for initial flight testing, while the third was a Block 2.0 aircraft built to represent the internal structure of production airframes and enabled it to test full flight loads. Six more EMD aircraft were built in the Block 10 configuration for development and upgrade testing, with the last two considered essentially production quality jets. Production for operational squadrons consisted of 37 Block 20 training aircraft and 149 Block 30/35 combat aircraft; one of the Block 35 aircraft is dedicated to flight sciences at Edwards Air Force Base.

The numerous new technologies in the F-22 resulted in substantial cost overruns and delays. Many capabilities were deferred to post-service upgrades, reducing the initial cost but increasing total program cost. As production wound down in 2011, the total program cost is estimated to be about $67.3 billion, with $32.4 billion spent on Research, Development, Test and Evaluation (RDT&E) and $34.9 billion on procurement and military construction (MILCON) in then year dollars. The incremental cost for an additional F-22 was estimated at about $138 million in 2009.

Ban on exports

The F-22 cannot be exported under US federal law to protect its stealth technology and other high-tech features. Customers for U.S. fighters are acquiring earlier designs such as the F-15 Eagle and F-16 Fighting Falcon or the newer F-35 Lightning II, which contains technology from the F-22 but was designed to be cheaper, more flexible, and available for export. In September 2006, Congress upheld the ban on foreign F-22 sales. Despite the ban, the 2010 defense authorization bill included provisions requiring the DoD to prepare a report on the costs and feasibility for an F-22 export variant, and another report on the effect of F-22 export sales on U.S. aerospace industry.

Some Australian politicians and defense commentators proposed that Australia should attempt to purchase F-22s instead of the planned F-35s, citing the F-22's known capabilities and F-35's delays and developmental uncertainties. However, the Royal Australian Air Force (RAAF) determined that the F-22 was unable to perform the F-35's strike and close air support roles. The Japanese government also showed interest in the F-22 for its Replacement-Fighter program. The Japan Air Self-Defense Force (JASDF) would reportedly require fewer fighters for its mission if it obtained the F-22, thus reducing engineering and staffing costs. However, in 2009 it was reported that acquiring the F-22 would require increases to the Japanese government's defense budget beyond the historical 1 percent of its GDP. With the end of F-22 production, Japan chose the F-35 in December 2011. Israel also expressed interest, but eventually chose the F-35 because of the F-22's price and unavailability.

Production termination

Throughout the 2000s, the need for F-22s was debated, due to rising costs and the lack of relevant adversaries. In 2006, Comptroller General of the United States David Walker found that "the DoD has not demonstrated the need" for more investment in the F-22, and further opposition to the program was expressed by Secretary of Defense Donald Rumsfeld, Deputy Secretary of Defense Gordon R. England, Senator John McCain, and Chairman of U.S. Senate Committee on Armed Services Senator John Warner. The F-22 program lost influential supporters in 2008 after the forced resignations of Secretary of the Air Force Michael Wynne and the Chief of Staff of the Air Force General T. Michael Moseley.

In November 2008, Secretary of Defense Robert Gates stated that the F-22 was not relevant in post-Cold War conflicts such as irregular warfare operations in Iraq and Afghanistan, and in April 2009, under the new Obama Administration, he called for ending production in FY2011, leaving the USAF with 187 production aircraft. In July, General James Cartwright, Vice Chairman of the Joint Chiefs of Staff, stated to the Senate Committee on Armed Services his reasons for supporting termination of F-22 production. They included shifting resources to the multirole F-35 to allow proliferation of fifth-generation fighters for three service branches and preserving the F/A-18 production line to maintain the military's electronic warfare (EW) capabilities in the Boeing EA-18G Growler.[60] Issues with the F-22's reliability and availability also raised concerns. After President Obama threatened to veto further production, the Senate voted in July 2009 in favor of ending production and the House subsequently agreed to abide by the 187 production aircraft cap. Gates stated that the decision was taken in light of the F-35's capabilities, and in 2010, he set the F-22 requirement to 187 aircraft by lowering the number of major regional conflict preparations from two to one.

In 2010, USAF initiated a study to determine the costs of retaining F-22 tooling for a future Service Life Extension Program (SLEP).[66] A RAND Corporation paper from this study estimated that restarting production and building an additional 75 F-22s would cost $17 billion, resulting in $227 million per aircraft, or $54 million higher than the flyaway cost. Lockheed Martin stated that restarting the production line itself would cost about $200 million. Production tooling and associated documentation were subsequently stored at the Sierra Army Depot, allowing the retained tooling to support the fleet life cycle. There were reports that attempts to retrieve this tooling found empty containers, but a subsequent audit found that the tooling was stored as expected.

Russian and Chinese fighter developments have fueled concern, and in 2009, General John Corley, head of Air Combat Command, stated that a fleet of 187 F-22s would be inadequate, but Secretary Gates dismissed General Corley's concern. In 2011, Gates explained that Chinese fifth-generation fighter developments had been accounted for when the number of F-22s was set, and that the U.S. would have a considerable advantage in stealth aircraft in 2025, even with F-35 delays. In December 2011, the 195th and final F-22 was completed out of 8 test EMD and 187 operational aircraft produced; the aircraft was delivered to the USAF on 2 May 2012.

In April 2016, the House Armed Services Committee (HASC) Tactical Air and Land Forces Subcommittee proposed legislation that would direct the Air Force to conduct a cost study and assessment associated with resuming production of the F-22. Since the production halt directed in 2009 by then Defense Secretary Gates, lawmakers and the Pentagon noted that air warfare systems of Russia and China were catching up to those of the U.S. Lockheed Martin has proposed upgrading the Block 20 training aircraft into combat-coded Block 30/35 versions as a way to increase numbers available for deployment. On 9 June 2017, the Air Force submitted their report to Congress stating they had no plans to restart the F-22 production line due to economic and operational issues; it estimated it would cost approximately $50 billion to procure 194 additional F-22s at a cost of $206–$216 million per aircraft, including approximately $9.9 billion for non-recurring start-up costs and $40.4 billion for aircraft procurement costs.

Upgrades

The first aircraft with combat-capable Block 3.0 software flew in 2001. Increment 2, the first upgrade program, was implemented in 2005 for Block 20 aircraft onward and enabled the employment of Joint Direct Attack Munitions (JDAM). Certification of the improved AN/APG-77(V)1 radar was completed in March 2007, and airframes from production Lot 5 onward are fitted with this radar, which incorporates air-to-ground modes. Increment 3.1 for Block 30 aircraft onward provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and Small Diameter Bomb (SDB) integration; testing began in 2009 and the first upgraded aircraft was delivered in 2011. To address oxygen deprivation issues, F-22s were fitted with an automatic backup oxygen system (ABOS) and modified life support system starting in 2012.

Increment 3.2 for Block 35 aircraft is a two-part upgrade process; 3.2A focuses on electronic warfare, communications and identification, while 3.2B includes geolocation improvements and a new stores management system to show the correct symbols for the AIM-9X and AIM-120D.[83][84] To enable two-way communication with other platforms, the F-22 can use the Battlefield Airborne Communications Node (BACN) as a gateway. The planned Multifunction Advanced Data Link (MADL) integration was cut due to development delays and lack of proliferation among USAF platforms. The F-22 fleet is planned to start receiving Increment 3.2B as well as a software upgrade for cryptography capabilities and avionics stability in May 2019. A Multifunctional Information Distribution System-Joint (MIDS-J) radio that replaces the current Link-16 receive-only box is expected to be operational by 2020. Subsequent upgrades are also focusing on having an open architecture to enable faster future enhancements.

In 2024, funding is projected to begin for the F-22 mid-life upgrade (MLU), which is expected to include new sensors and antennas, hardware refresh, cockpit improvements, and a helmet mounted display and cuing system. Other enhancements being developed include IRST functionality for the AN/AAR-56 Missile Launch Detector (MLD) and more durable stealth coating based on the F-35's.

The F-22 was designed for a service life of 8,000 flight hours, with a $350 million "structures retrofit program". Investigations are being made for upgrades to extend their useful lives further. In the long term, the F-22 is expected to be superseded by a sixth-generation jet fighter to be fielded in the 2030s.

Design

Overview

The F-22 Raptor is a fifth-generation fighter that is considered fourth generation in stealth aircraft technology by the USAF.[91] It is the first operational aircraft to combine supercruise, supermaneuverability, stealth, and sensor fusion in a single weapons platform. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.

The aircraft's dual Pratt & Whitney F119-PW-100 augmented turbofan engines are closely spaced and incorporate pitch-axis thrust vectoring nozzles with a range of ±20 degrees; each engine has maximum thrust in the 35,000 lbf (156 kN) class. The F-22's thrust-to-weight ratio at typical combat weight is nearly at unity in maximum military power and 1.25 in full afterburner. Maximum speed without external stores is approximately Mach 1.8 at military power and greater than Mach 2 with afterburners.

The F-22's high cruise speed and operating altitude over prior fighters improve the effectiveness of its sensors and weapon systems, and increase survivability against ground defenses such as surface-to-air missiles. The aircraft is among only a few that can supercruise, or sustain supersonic flight without using fuel-inefficient afterburners; it can intercept targets which subsonic aircraft would lack the speed to pursue and an afterburner-dependent aircraft would lack the fuel to reach. The F-22's thrust and aerodynamics enable regular combat speeds of Mach 1.5 at 50,000 feet (15,000 m). The use of internal weapons bays permits the aircraft to maintain comparatively higher performance over most other combat-configured fighters due to a lack of aerodynamic drag from external stores. The aircraft's structure contains a significant amount of high-strength materials to withstand stress and heat of sustained supersonic flight. Respectively, titanium alloys and composites comprise 39% and 24% of the structural weight.

The F-22's aerodynamics, relaxed stability, and powerful thrust-vectoring engines give it excellent maneuverability and energy potential across its flight envelope. The airplane has excellent high alpha (angle of attack) characteristics, capable of flying at trimmed alpha of over 60° while maintaining roll control and performing maneuvers such as the Herbst maneuver (J-turn) and Pugachev's Cobra. The flight control system and full-authority digital engine control (FADEC) make the aircraft highly departure resistant and controllable, thus giving the pilot carefree handling.

Stealth

The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section (RCS) include airframe shaping such as alignment of edges, fixed-geometry serpentine inlets and curved vanes that prevent line-of-sight of the engine faces and turbines from any exterior view, use of radar-absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft's flat thrust-vectoring nozzles reduce infrared emissions of the exhaust plume to mitigate the threat of infrared homing ("heat seeking") surface-to-air or air-to-air missiles. Additional measures to reduce the infrared signature include special topcoat and active cooling of leading edges to manage the heat buildup from supersonic flight.

Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance-intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 has a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. While the F-22's exact RCS is classified, in 2009 Lockheed Martin released information indicating that from certain angles the aircraft has an RCS of 0.0001 m² or −40 dBsm – equivalent to the radar reflection of a "steel marble". Effectively maintaining the stealth features can decrease the F-22's mission capable rate to 62–70%.

The effectiveness of the stealth characteristics is difficult to gauge. The RCS value is a restrictive measurement of the aircraft's frontal or side area from the perspective of a static radar. When an aircraft maneuvers it exposes a completely different set of angles and surface area, potentially increasing radar observability. Furthermore, the F-22's stealth contouring and radar absorbent materials are chiefly effective against high-frequency radars, usually found on other aircraft. The effects of Rayleigh scattering and resonance mean that low-frequency radars such as weather radars and early-warning radars are more likely to detect the F-22 due to its physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Additionally, while faint or fleeting radar contacts make defenders aware that a stealth aircraft is present, reliably vectoring interception to attack the aircraft is much more challenging. According to the USAF an F-22 surprised an Iranian F-4 Phantom II that was attempting to intercept an American UAV, despite Iran's assertion of having military VHF radar coverage over the Persian Gulf.

n119_w1150 by Biodiversity Heritage Library

13

Encyclopédie d'histoire naturelle

Paris :Maresq[1851-1860].

biodiversitylibrary.org/page/14492617

Ipê Amarelo, Tabebuia [chrysotricha or ochracea]. Ipê-amarelo em Brasília (UnB), Brasil. This tree is in Brasília, Capital of Brazil. Text, in english, from Wikipedia, the free encyclopedia "Trumpet tree" redirects here. This term is occasionally used f by Flávio Cruvinel Brandão

8 8

Ipê Amarelo, Tabebuia [chrysotricha or ochracea].

Ipê-amarelo em Brasília (UnB), Brasil.

This tree is in Brasília, Capital of Brazil.

Text, in english, from Wikipedia, the free encyclopedia

"Trumpet tree" redirects here. This term is occasionally used for the Shield-leaved Pumpwood (Cecropia peltata).

Tabebuia

Flowering Araguaney or ipê-amarelo (Tabebuia chrysantha) in central Brazil

Scientific classification

Kingdom: Plantae

(unranked): Angiosperms

(unranked): Eudicots

(unranked): Asterids

Order: Lamiales

Family: Bignoniaceae

Tribe: Tecomeae

Genus: Tabebuia

Gomez

Species

Nearly 100.

Tabebuia is a neotropical genus of about 100 species in the tribe Tecomeae of the family Bignoniaceae. The species range from northern Mexico and the Antilles south to northern Argentina and central Venezuela, including the Caribbean islands of Hispaniola (Dominican Republic and Haiti) and Cuba. Well-known common names include Ipê, Poui, trumpet trees and pau d'arco.

They are large shrubs and trees growing to 5 to 50 m (16 to 160 ft.) tall depending on the species; many species are dry-season deciduous but some are evergreen. The leaves are opposite pairs, complex or palmately compound with 3–7 leaflets.

Tabebuia is a notable flowering tree. The flowers are 3 to 11 cm (1 to 4 in.) wide and are produced in dense clusters. They present a cupular calyx campanulate to tubular, truncate, bilabiate or 5-lobed. Corolla colors vary between species ranging from white, light pink, yellow, lavender, magenta, or red. The outside texture of the flower tube is either glabrous or pubescentThe fruit is a dehiscent pod, 10 to 50 cm (4 to 20 in.) long, containing numerous—in some species winged—seeds. These pods often remain on the tree through dry season until the beginning of the rainy.

Species in this genus are important as timber trees. The wood is used for furniture, decking, and other outdoor uses. It is increasingly popular as a decking material due to its insect resistance and durability. By 2007, FSC-certified ipê wood had become readily available on the market, although certificates are occasionally forged.

Tabebuia is widely used as ornamental tree in the tropics in landscaping gardens, public squares, and boulevards due to its impressive and colorful flowering. Many flowers appear on still leafless stems at the end of the dry season, making the floral display more conspicuous. They are useful as honey plants for bees, and are popular with certain hummingbirds. Naturalist Madhaviah Krishnan on the other hand once famously took offense at ipé grown in India, where it is not native.

Lapacho teaThe bark of several species has medical properties. The bark is dried, shredded, and then boiled making a bitter or sour-tasting brownish-colored tea. Tea from the inner bark of Pink Ipê (T. impetiginosa) is known as Lapacho or Taheebo. Its main active principles are lapachol, quercetin, and other flavonoids. It is also available in pill form. The herbal remedy is typically used during flu and cold season and for easing smoker's cough. It apparently works as expectorant, by promoting the lungs to cough up and free deeply embedded mucus and contaminants. However, lapachol is rather toxic and therefore a more topical use e.g. as antibiotic or pesticide may be advisable. Other species with significant folk medical use are T. alba and Yellow Lapacho (T. serratifolia)

Tabebuia heteropoda, T. incana, and other species are occasionally used as an additive to the entheogenic drink Ayahuasca.

Mycosphaerella tabebuiae, a plant pathogenic sac fungus, was first discovered on an ipê tree.

Tabebuia alba

Tabebuia anafensis

Tabebuia arimaoensis

Tabebuia aurea – Caribbean Trumpet Tree

Tabebuia bilbergii

Tabebuia bibracteolata

Tabebuia cassinoides

Tabebuia chrysantha – Araguaney, Yellow Ipê, tajibo (Bolivia), ipê-amarelo (Brazil), cañaguate (N Colombia)

Tabebuia chrysotricha – Golden Trumpet Tree

Tabebuia donnell-smithii Rose – Gold Tree, "Prima Vera", Cortez blanco (El Salvador), San Juan (Honduras), palo blanco (Guatemala),duranga (Mexico)

A native of Mexico and Central Americas, considered one of the most colorful of all Central American trees. The leaves are deciduous. Masses of golden-yellow flowers cover the crown after the leaves are shed.

Tabebuia dubia

Tabebuia ecuadorensis

Tabebuia elongata

Tabebuia furfuracea

Tabebuia geminiflora Rizz. & Mattos

Tabebuia guayacan (Seem.) Hemsl.

Tabebuia haemantha

Tabebuia heptaphylla (Vell.) Toledo – tajy

Tabebuia heterophylla – roble prieto

Tabebuia heteropoda

Tabebuia hypoleuca

Tabebuia impetiginosa – Pink Ipê, Pink Lapacho, ipê-cavatã, ipê-comum, ipê-reto, ipê-rosa, ipê-roxo-damata, pau d'arco-roxo, peúva, piúva (Brazil), lapacho negro (Spanish); not "brazilwood"

Tabebuia incana

Tabebuia jackiana

Tabebuia lapacho – lapacho amarillo

Tabebuia orinocensis A.H. Gentry[verification needed]

Tabebuia ochracea

Tabebuia oligolepis

Tabebuia pallida – Cuban Pink Trumpet Tree

Tabebuia platyantha

Tabebuia polymorpha

Tabebuia rosea (Bertol.) DC.[verification needed] (= T. pentaphylla (L.) Hemsley) – Pink Poui, Pink Tecoma, apama, apamate, matilisguate

A popular street tree in tropical cities because of its multi-annular masses of light pink to purple flowers and modest size. The roots are not especially destructive for roads and sidewalks. It is the national tree of El Salvador and the state tree of Cojedes, Venezuela

Tabebuia roseo-alba – White Ipê, ipê-branco (Brazil), lapacho blanco

Tabebuia serratifolia – Yellow Lapacho, Yellow Poui, ipê-roxo (Brazil)

Tabebuia shaferi

Tabebuia striata

Tabebuia subtilis Sprague & Sandwith

Tabebuia umbellata

Tabebuia vellosoi Toledo

Ipê-do-cerrado

Texto, em português, da Wikipédia, a enciclopédia livre.

Ipê-do-cerrado

Classificação científica

Reino: Plantae

Divisão: Magnoliophyta

Classe: Magnoliopsida

Subclasse: Asteridae

Ordem: Lamiales

Família: Bignoniaceae

Género: Tabebuia

Espécie: T. ochracea

Nome binomial

Tabebuia ochracea

(Cham.) Standl. 1832

Sinónimos

Bignonia tomentosa Pav. ex DC.

Handroanthus ochraceus (Cham.) Mattos

Tabebuia chrysantha (Jacq.) G. Nicholson

Tabebuia hypodictyon A. DC.) Standl.

Tabebuia neochrysantha A.H. Gentry

Tabebuia ochracea subsp. heteropoda (A. DC.) A.H. Gentry

Tabebuia ochracea subsp. neochrysantha (A.H. Gentry) A.H. Gentry

Tecoma campinae Kraenzl.

ecoma grandiceps Kraenzl.

Tecoma hassleri Sprague

Tecoma hemmendorffiana Kraenzl.

Tecoma heteropoda A. DC.

Tecoma hypodictyon A. DC.

Tecoma ochracea Cham.

Ipê-do-cerrado é um dos nomes populares da Tabebuia ochracea (Cham.) Standl. 1832, nativa do cerrado brasileiro, no estados de Amazonas, Pará, Maranhão, Piauí, Ceará, Pernambuco, Bahia, Espírito Santo, Goiás, Mato Grosso, Mato Grosso do Sul, Minas Gerais, Rio de Janeiro, São Paulo e Paraná.

Está na lista de espécies ameaçadas do estado de São Paulo, onde é encontrda também no domínio da Mata Atlântica[1].

Ocorre também na Argentina, Paraguai, Bolívia, Equador, Peru, Venezuela, Guiana, El Salvador, Guatemala e Panamá[2].

Há uma espécie homônima descrita por A.H. Gentry em 1992.

Outros nomes populares: ipê-amarelo, ipê-cascudo, ipê-do-campo, ipê-pardo, pau-d'arco-do-campo, piúva, tarumã.

Características

Altura de 6 a 14 m. Tronco tortuso com até 50 cm de diâmetro. Folhas pilosas em ambas as faces, mais na inferior, que é mais clara.

Planta decídua, heliófita, xerófita, nativa do cerrado em solos bem drenados.

Floresce de julho a setembro. Os frutos amadurecem de setembro a outubro.

FloresProduz grande quantidade de sementes leves, aladas com pequenas reservas, e que perdem a viabilidade em menos de 90 dias após coleta. A sua conservação vem sendo estudada em termos de determinação da condição ideal de armazenamento, e tem demonstrado a importância de se conhecer o comportamento da espécie quando armazenada com diferentes teores de umidade inicial, e a umidade de equilíbrio crítica para a espécie (KANO; MÁRQUEZ & KAGEYAMA, 1978). As levíssimas sementes aladas da espécie não necessitam de quebra de dormência. Podem apenas ser expostas ao sol por cerca de 6 horas e semeadas diretamente nos saquinhos. A germinação ocorre após 30 dias e de 80%. As sementes são ortodoxas e há aproximadamente 72 000 sementes em cada quilo.

O desenvolvimento da planta é rápido.

Como outros ipês, a madeira é usada em tacos, assoalhos, e em dormentes e postes. Presta-se também para peças torneadas e instrumento musicais.

Tabebuia alba (Ipê-Amarelo)

Texto, em português, produzido pela Acadêmica Giovana Beatriz Theodoro Marto

Supervisão e orientação do Prof. Luiz Ernesto George Barrichelo e do Eng. Paulo Henrique Müller

Atualizado em 10/07/2006

O ipê amarelo é a árvore brasileira mais conhecida, a mais cultivada e, sem dúvida nenhuma, a mais bela. É na verdade um complexo de nove ou dez espécies com características mais ou menos semelhantes, com flores brancas, amarelas ou roxas. Não há região do país onde não exista pelo menos uma espécie dele, porém a existência do ipê em habitat natural nos dias atuais é rara entre a maioria das espécies (LORENZI,2000).

A espécie Tabebuia alba, nativa do Brasil, é uma das espécies do gênero Tabebuia que possui “Ipê Amarelo” como nome popular. O nome alba provém de albus (branco em latim) e é devido ao tomento branco dos ramos e folhas novas.

As árvores desta espécie proporcionam um belo espetáculo com sua bela floração na arborização de ruas em algumas cidades brasileiras. São lindas árvores que embelezam e promovem um colorido no final do inverno. Existe uma crença popular de que quando o ipê-amarelo floresce não vão ocorrer mais geadas. Infelizmente, a espécie é considerada vulnerável quanto à ameaça de extinção.

A Tabebuia alba, natural do semi-árido alagoano está adaptada a todas as regiões fisiográficas, levando o governo, por meio do Decreto nº 6239, a transformar a espécie como a árvore símbolo do estado, estando, pois sob a sua tutela, não mais podendo ser suprimida de seus habitats naturais.

Taxonomia

Família: Bignoniaceae

Espécie: Tabebuia Alba (Chamiso) Sandwith

Sinonímia botânica: Handroanthus albus (Chamiso) Mattos; Tecoma alba Chamisso

Outros nomes vulgares: ipê-amarelo, ipê, aipê, ipê-branco, ipê-mamono, ipê-mandioca, ipê-ouro, ipê-pardo, ipê-vacariano, ipê-tabaco, ipê-do-cerrado, ipê-dourado, ipê-da-serra, ipezeiro, pau-d’arco-amarelo, taipoca.

Aspectos Ecológicos

O ipê-amarelo é uma espécie heliófita (Planta adaptada ao crescimento em ambiente aberto ou exposto à luz direta) e decídua (que perde as folhas em determinada época do ano). Pertence ao grupo das espécies secundárias iniciais (DURIGAN & NOGUEIRA, 1990).

Abrange a Floresta Pluvial da Mata Atlântica e da Floresta Latifoliada Semidecídua, ocorrendo principalmente no interior da Floresta Primária Densa. É característica de sub-bosques dos pinhais, onde há regeneração regular.

Informações Botânicas

Morfologia

As árvores de Tabebuia alba possuem cerca de 30 metros de altura. O tronco é reto ou levemente tortuoso, com fuste de 5 a 8 m de altura. A casca externa é grisáceo-grossa, possuindo fissuras longitudinais esparas e profundas. A coloração desta é cinza-rosa intenso, com camadas fibrosas, muito resistentes e finas, porém bem distintas.

Com ramos grossos, tortuosos e compridos, o ipê-amarelo possui copa alongada e alargada na base. As raízes de sustentação e absorção são vigorosas e profundas.

As folhas, deciduais, são opostas, digitadas e compostas. A face superior destas folhas é verde-escura, e, a face inferior, acinzentada, sendo ambas as faces tomentosas. Os pecíolos das folhas medem de 2,5 a 10 cm de comprimento. Os folíolos, geralmente, apresentam-se em número de 5 a 7, possuindo de 7 a 18 cm de comprimento por 2 a 6 cm de largura. Quando jovem estes folíolos são densamente pilosos em ambas as faces. O ápice destes é pontiagudo, com base arredondada e margem serreada.

As flores, grandes e lanceoladas, são de coloração amarelo-ouro. Possuem em média 8X15 cm.

Quanto aos frutos, estes possuem forma de cápsula bivalvar e são secos e deiscentes. Do tipo síliqua, lembram uma vagem. Medem de 15 a 30 cm de comprimento por 1,5 a 2,5 cm de largura. As valvas são finamente tomentosas com pêlos ramificados. Possuem grande quantidade de sementes.

As sementes são membranáceas brilhantes e esbranquiçadas, de coloração marrom. Possuem de 2 a 3 cm de comprimento por 7 a 9 mm de largura e são aladas.

Reprodução

A espécie é caducifólia e a queda das folhas coincide com o período de floração. A floração inicia-se no final de agosto, podendo ocorrer alguma variação devido a fenômenos climáticos. Como a espécie floresce no final do inverno é influenciada pela intensidade do mesmo. Quanto mais frio e seco for o inverno, maior será a intensidade da florada do ipê amarelo.

As flores por sua exuberância, atraem abelhas e pássaros, principalmente beija-flores que são importantes agentes polinizadores. Segundo CARVALHO (2003), a espécie possui como vetor de polinização a abelha mamangava (Bombus morio).

As sementes são dispersas pelo vento.

A planta é hermafrodita, e frutifica nos meses de setembro, outubro, novembro, dezembro, janeiro e fevereiro, dependendo da sua localização. Em cultivo, a espécie inicia o processo reprodutivo após o terceiro ano.

Ocorrência Natural

Ocorre naturalmente na Floresta Estaciobal Semidecicual, Floresta de Araucária e no Cerrado.

Segundo o IBGE, a Tabebuia alba (Cham.) Sandw. é uma árvore do Cerrado, Cerradão e Mata Seca. Apresentando-se nos campos secos (savana gramíneo-lenhosa), próximo às escarpas.

Clima

Segundo a classificação de Köppen, o ipê-amarelo abrange locais de clima tropical (Aw), subtropical úmido (Cfa), sutropical de altitude (Cwa e Cwb) e temperado.

A T.alba pode tolerar até 81 geadas em um ano. Ocorre em locais onde a temperatura média anual varia de 14,4ºC como mínimo e 22,4ºC como máximo.

Solo

A espécie prefere solos úmidos, com drenagem lenta e geralmente não muito ondulados (LONGHI, 1995).

Aparece em terras de boa à média fertilidade, em solos profundos ou rasos, nas matas e raramente cerradões (NOGUEIRA, 1977).

Pragas e Doenças

De acordo com CARVALHO (2003), possui como praga a espécie de coleópteros Cydianerus bohemani da família Curculionoideae e um outro coleóptero da família Chrysomellidae. Apesar da constatação de elevados índices populacionais do primeiro, os danos ocasionados até o momento são leves. Nas praças e ruas de Curitiba - PR, 31% das árvores foram atacadas pela Cochonilha Ceroplastes grandis.

ZIDKO (2002), ao estudar no município de Piracicaba a associação de coleópteros em espécies arbóreas, verificou a presença de insetos adultos da espécie Sitophilus linearis da família de coleópteros, Curculionidae, em estruturas reprodutivas. Os insetos adultos da espécie emergiram das vagens do ipê, danificando as sementes desta espécie nativa.

ANDRADE (1928) assinalou diversas espécies de Cerambycidae atacando essências florestais vivas, como ingazeiro, cinamomo, cangerana, cedro, caixeta, jacarandá, araribá, jatobá, entre outras como o ipê amarelo.

A Madeira

A Tabebuia alba produz madeira de grande durabilidade e resistência ao apodrecimento (LONGHI,1995).

MANIERI (1970) caracteriza o cerne desta espécie como de cor pardo-havana-claro, pardo-havan-escuro, ou pardo-acastanhado, com reflexos esverdeados. A superfície da madeira é irregularmente lustrosa, lisa ao tato, possuindo textura media e grã-direita.

Com densidade entre 0,90 e 1,15 grama por centímetro cúbico, a madeira é muito dura (LORENZI, 1992), apresentando grande dificuldade ao serrar.

A madeira possui cheiro e gosto distintos. Segundo LORENZI (1992), o cheiro característico é devido à presença da substância lapachol, ou ipeína.

Usos da Madeira

Sendo pesada, com cerne escuro, adquire grande valor comercial na marcenaria e carpintaria. Também é utilizada para fabricação de dormentes, moirões, pontes, postes, eixos de roda, varais de carroça, moendas de cana, etc.

Produtos Não-Madeireiros

A entrecasca do ipê-amarelo possui propriedades terapêuticas como adstringente, usada no tratamento de garganta e estomatites. É também usada como diurético.

O ipê-amarelo possui flores melíferas e que maduras podem ser utilizadas na alimentação humana.

Outros Usos

É comumente utilizada em paisagismo de parques e jardins pela beleza e porte. Além disso, é muito utilizada na arborização urbana.

Segundo MOREIRA & SOUZA (1987), o ipê-amarelo costuma povoar as beiras dos rios sendo, portanto, indicado para recomposição de matas ciliares. MARTINS (1986), também cita a espécie para recomposição de matas ciliares da Floresta Estacional Semidecidual, abrangendo alguns municípios das regiões Norte, Noroeste e parte do Oeste do Estado do Paraná.

Aspectos Silviculturais

Possui a tendência a crescer reto e sem bifurcações quando plantado em reflorestamento misto, pois é espécie monopodial. A desrrama se faz muito bem e a cicatrização é boa. Sendo assim, dificilmente encopa quando nova, a não ser que seja plantado em parques e jardins.

Ao ser utilizada em arborização urbana, o ipê amarelo requer podas de condução com freqüência mediana.

Espécie heliófila apresenta a pleno sol ramificação cimosa, registrando-se assim dicotomia para gema apical. Deve ser preconizada, para seu melhor aproveitamento madeireiro, podas de formação usuais (INQUE et al., 1983).

Produção de Mudas

A propagação deve realizada através de enxertia.

Os frutos devem ser coletados antes da dispersão, para evitar a perda de sementes. Após a coleta as sementes são postas em ambiente ventilado e a extração é feita manualmente. As sementes do ipê amarelo são ortodoxas, mantendo a viabilidade natural por até 3 meses em sala e por até 9 meses em vidro fechado, em câmara fria.

A condução das mudas deve ser feita a pleno sol. A muda atinge cerca de 30 cm em 9 meses, apresentando tolerância ao sol 3 semanas após a germinação.

Sementes

Os ipês, espécies do gênero Tabebuia, produzem uma grande quantidade de sementes leves, aladas com pequenas reservas, e que perdem a viabilidade em poucos dias após a sua coleta. A sua conservação vem sendo estudada em termos de determinação da condição ideal de armazenamento, e tem demonstrado a importância de se conhecer o comportamento da espécie quando armazenada com diferentes teores de umidade inicial, e a umidade de equilíbrio crítica para a espécie (KANO; MÁRQUEZ & KAGEYAMA, 1978).

As levíssimas sementes aladas da espécie não necessitam de quebra de dormência. Podem apenas ser expostas ao sol por cerca de 6 horas e semeadas diretamente nos saquinhos. A quebra natural leva cerca de 3 meses e a quebra na câmara leva 9 meses. A germinação ocorre após 30 dias e de 80%.

As sementes são ortodoxas e há aproximadamente 87000 sementes em cada quilo.

Preço da Madeira no Mercado

O preço médio do metro cúbico de pranchas de ipê no Estado do Pará cotado em Julho e Agosto de 2005 foi de R$1.200,00 o preço mínimo, R$ 1509,35 o médio e R$ 2.000,00 o preço máximo (CEPEA,2005).

Graffiti | Arles by dynamo.photography

16 3

From Wikipedia, the free encyclopedia

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Arles

Arles is located in France

Arles is located in Provence-Alpes-Côte d'Azur

Coordinates: 43°40′36″N 4°37′40″ECoordinates: 43°40′36″N 4°37′40″E

Country France

Region Provence-Alpes-Côte d'Azur

Department Bouches-du-Rhône

Arrondissement Arles

Canton Arles

Intercommunality CA Arles-Crau-Camargue-Montagnette

Government

• Mayor (2014–2020) Hervé Schiavetti (PCF)

Area1 758.93 km2 (293.02 sq mi)

Population (2012)2 52,439

• Density 69/km2 (180/sq mi)

Time zone CET (UTC+1)

• Summer (DST) CEST (UTC+2)

INSEE/Postal code 13004 /13200

Elevation 0–57 m (0–187 ft)

(avg. 10 m or 33 ft)

1 French Land Register data, which excludes lakes, ponds, glaciers > 1 km² (0.386 sq mi or 247 acres) and river estuaries.

2 Population without double counting: residents of multiple communes (e.g., students and military personnel) only counted once.

Arles (French pronunciation: [aʁl]; Provençal [ˈaʀle] in both classical and Mistralian norms; Arelate in Classical Latin) is a city and commune in the south of France, in the Bouches-du-Rhône department, of which it is a subprefecture, in the former province of Provence.

A large part of the Camargue is located on the territory of the commune, making it the largest commune in Metropolitan France in terms of territory (though Maripasoula, French Guiana, is much larger). The city has a long history, and was of considerable importance in the Roman province of Gallia Narbonensis. The Roman and Romanesque Monuments of Arles were listed as UNESCO World Heritage Sites in 1981. The Dutch post-Impressionist painter Vincent van Gogh lived in Arles from 1888 to 1889 and produced over 300 paintings and drawings during his time there. An international photography festival has been held in the city since 1970.

Geography

The river Rhône forks into two branches just upstream of Arles, forming the Camargue delta. Because the Camargue is for a large part administratively part of Arles, the commune as a whole is the largest commune in Metropolitan France in terms of territory, although its population is only slightly more than 50,000. Its area is 758.93 km2 (293.02 sq mi), which is more than seven times the area of Paris.

Climate

Arles has a Mediterranean climate with a mean annual temperature of 14.6 °C (1948 - 1999). The summers are warm and moderately dry, with seasonal averages between 22 °C and 24 °C, and mild winters with a mean temperature of about 7 °C. The city is constantly, but especially in the winter months, subject to the influence of the mistral, a cold wind which can cause sudden and severe frosts. Rainfall (636 mm per year) is fairly evenly distributed from September to May, with the summer drought being less marked than in other Mediterranean areas.[1]

Climate data for Arles, 1948–1999

Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year

Average high °C (°F) 10.4

(50.7) 12.3

(54.1) 15.7

(60.3) 18.5

(65.3) 22.8

(73) 27.1

(80.8) 30.3

(86.5) 29.7

(85.5) 25.5

(77.9) 20.3

(68.5) 14.4

(57.9) 11.0

(51.8) 19.8

(67.6)

Average low °C (°F) 2.1

(35.8) 2.8

(37) 5.3

(41.5) 7.5

(45.5) 11.2

(52.2) 14.5

(58.1) 17.7

(63.9) 17.3

(63.1) 14.4

(57.9) 10.4

(50.7) 5.9

(42.6) 3.1

(37.6) 9.4

(48.9)

Average precipitation mm (inches) 54.7

(2.154) 50.8

(2) 49.3

(1.941) 50.3

(1.98) 48.6

(1.913) 37.3

(1.469) 17.1

(0.673) 39.2

(1.543) 81.7

(3.217) 85.7

(3.374) 66.7

(2.626) 54.7

(2.154) 636.1

(25.043)

Source: Italian Wikipedia article on Arles

History

Arles Amphitheatre, a Roman arena.

Passageway in Roman arena

Church of St. Trophime and its cloister.

Ancient era

The Ligurians were in this area from about 800 BC. Later, Celtic influences have been discovered. The city became an important Phoenician trading port, before being taken by the Romans.

The Romans took the town in 123 BC and expanded it into an important city, with a canal link to the Mediterranean Sea being constructed in 104 BC. However, it struggled to escape the shadow of Massalia (Marseilles) further along the coast.

Its chance came when it sided with Julius Caesar against Pompey, providing military support. Massalia backed Pompey; when Caesar emerged victorious, Massalia was stripped of its possessions, which were transferred to Arelate as a reward. The town was formally established as a colony for veterans of the Roman legion Legio VI Ferrata, which had its base there. Its full title as a colony was Colonia Iulia Paterna Arelatensium Sextanorum, "the ancestral Julian colony of Arles of the soldiers of the Sixth."

Arelate was a city of considerable importance in the province of Gallia Narbonensis. It covered an area of some 40 hectares (99 acres) and possessed a number of monuments, including an amphitheatre, triumphal arch, Roman circus, theatre, and a full circuit of walls. Ancient Arles was closer to the sea than it is now and served as a major port. It also had (and still has) the southernmost bridge on the Rhône. Very unusually, the Roman bridge was not fixed but consisted of a pontoon-style bridge of boats, with towers and drawbridges at each end. The boats were secured in place by anchors and were tethered to twin towers built just upstream of the bridge. This unusual design was a way of coping with the river's frequent violent floods, which would have made short work of a conventional bridge. Nothing remains of the Roman bridge, which has been replaced by a more modern bridge near the same spot.

The city reached a peak of influence during the 4th and 5th centuries, when Roman Emperors frequently used it as their headquarters during military campaigns. In 395, it became the seat of the Praetorian Prefecture of the Gauls, governing the western part of the Western Empire: Gaul proper plus Hispania (Spain) and Armorica (Brittany). At that time, the city was perhaps home to 75,000–100,000 people.[2][3][4][5]

It became a favorite city of Emperor Constantine I, who built baths there, substantial remains of which are still standing. His son, Constantine II, was born in Arles. Usurper Constantine III declared himself emperor in the West (407–411) and made Arles his capital in 408.

Arles became renowned as a cultural and religious centre during the late Roman Empire. It was the birthplace of the sceptical philosopher Favorinus. It was also a key location for Roman Christianity and an important base for the Christianization of Gaul. The city's bishopric was held by a series of outstanding clerics, beginning with Saint Trophimus around 225 and continuing with Saint Honoratus, then Saint Hilarius in the first half of the 5th century. The political tension between the Catholic bishops of Arles and the Visigothic kings is epitomized in the career of the Frankish St. Caesarius, bishop of Arles 503–542, who was suspected by the Arian Visigoth Alaric II of conspiring with the Burgundians to turn over the Arelate to Burgundy, and was exiled for a year to Bordeaux in Aquitaine. Political tensions were evident again in 512, when Arles held out against Theodoric the Great and Caesarius was imprisoned and sent to Ravenna to explain his actions before the Ostrogothic king.[6]

The friction between the Arian Christianity of the Visigoths and the Catholicism of the bishops sent out from Rome established deep roots for religious heterodoxy, even heresy, in Occitan culture. At Treves in 385, Priscillian achieved the distinction of becoming the first Christian executed for heresy (Manichaean in his case, see also Cathars, Camisards). Despite this tension and the city's decline in the face of barbarian invasions, Arles remained a great religious centre and host of church councils (see Council of Arles), the rival of Vienne, for hundreds of years.

Roman aqueduct and mill

Aqueduct of Arles at Barbegal

The Barbegal aqueduct and mill is a Roman watermill complex located on the territory of the commune of Fontvieille, a few kilometres from Arles. The complex has been referred to as "the greatest known concentration of mechanical power in the ancient world".[7] The remains of the mill streams and buildings which housed the overshot water wheels are still visible at the site, and it is by far the best-preserved of ancient mills. There are two aqueducts which join just north of the mill complex, and a sluice which enabled the operators to control the water supply to the complex. The mill consisted of 16 waterwheels in two separate rows built into a steep hillside. There are substantial masonry remains of the water channels and foundations of the individual mills, together with a staircase rising up the hill upon which the mills are built. The mills apparently operated from the end of the 1st century until about the end of the 3rd century.[8] The capacity of the mills has been estimated at 4.5 tons of flour per day, sufficient to supply enough bread for 6,000 of the 30-40,000 inhabitants of Arelate at that time.[9] A similar mill complex existed also on the Janiculum in Rome. Examination of the mill leat still just visible on one side of the hill shows a substantial accretion of lime in the channel, tending to confirm its long working life.

It is thought that the wheels were overshot water wheels with the outflow from the top driving the next one down and so on, to the base of the hill. Vertical water mills were well known to the Romans, being described by Vitruvius in his De Architectura of 25 BC, and mentioned by Pliny the Elder in his Naturalis Historia of 77 AD. There are also later references to floating water mills from Byzantium and to sawmills on the river Moselle by the poet Ausonius. The use of multiple stacked sequences of reverse overshot water-wheels was widespread in Roman mines.

Middle Ages

Place de la République.

Cafe Terrace at Night by Vincent van Gogh (September 1888), depicts the warmth of a café in Arles

In 735, after raiding the Lower Rhône, Andalusian Saracens led by Yusuf ibn 'Abd al-Rahman al-Fihri moved into the stronghold summoned by Count Maurontus, who feared Charles Martel's expansionist ambitions, though this may have been an excuse to further Moorish expansion beyond Iberia. The next year, Charles campaigned south to Septimania and Provence, attacking and capturing Arles after destroying Avignon. In 739. Charles definitely drove Maurontus to exile, and brought Provence to heel. In 855, it was made the capital of a Frankish Kingdom of Arles, which included Burgundy and part of Provence, but was frequently terrorised by Saracen and Viking raiders. In 888, Rudolph, Count of Auxerre (now in north-western Burgundy), founded the kingdom of Transjuran Burgundy (literally, beyond the Jura mountains), which included western Switzerland as far as the river Reuss, Valais, Geneva, Chablais and Bugey.

In 933, Hugh of Arles ("Hugues de Provence") gave his kingdom up to Rudolph II, who merged the two kingdoms into a new Kingdom of Arles. In 1032, King Rudolph III died, and the kingdom was inherited by Emperor Conrad II the Salic. Though his successors counted themselves kings of Arles, few went to be crowned in the cathedral. Most of the kingdom's territory was progressively incorporated into France. During these troubled times, the amphitheatre was converted into a fortress, with watchtowers built at each of the four quadrants and a minuscule walled town being constructed within. The population was by now only a fraction of what it had been in Roman times, with much of old Arles lying in ruins.

The town regained political and economic prominence in the 12th century, with the Holy Roman Emperor Frederick Barbarossa traveling there in 1178 for his coronation. In the 12th century, it became a free city governed by an elected podestat (chief magistrate; literally "power"), who appointed the consuls and other magistrates. It retained this status until the French Revolution of 1789.

Arles joined the countship of Provence in 1239, but, once more, its prominence was eclipsed by Marseilles. In 1378, the Holy Roman Emperor Charles IV ceded the remnants of the Kingdom of Arles to the Dauphin of France (later King Charles VI of France) and the kingdom ceased to exist even on paper.

Modern era

Arles remained economically important for many years as a major port on the Rhône. In the 19th century, the arrival of the railway diminished river trade, leading to the town becoming something of a backwater.

This made it an attractive destination for the painter Vincent van Gogh, who arrived there on 21 February 1888. He was fascinated by the Provençal landscapes, producing over 300 paintings and drawings during his time in Arles. Many of his most famous paintings were completed there, including The Night Cafe, the Yellow Room, Starry Night Over the Rhone, and L'Arlésienne. Paul Gauguin visited van Gogh in Arles. However, van Gogh's mental health deteriorated and he became alarmingly eccentric, culminating in the well-known ear-severing incident in December 1888 which resulted in two stays in the Old Hospital of Arles. The concerned Arlesians circulated a petition the following February demanding that van Gogh be confined. In May 1889, he took the hint and left Arles for the Saint-Paul asylum at nearby Saint-Rémy-de-Provence.

Jewish history

Main article: History of the Jews in Arles

Arles had an important and evident Jewish community between the Roman era and until the end of the 15th century. A local legend describes the first Jews in Arles as exiles from Judaea after Jerusalem fell to the Romans. Nevertheless, the first documented evident of Jews in Arles is not before fifth century, when a distinguished community had already existed in town. Arles was an important Jewish crossroads, as a port city and close to Spain and the rest of Europe alike. It served a major role in the work of the Hachmei Provence group of famous Jewish scholars, translators and philosophers, who were most important to Judaism throughout the Middle Ages. At the eighth century, the jurisdiction of the Jews of Arles were passed to the local Archbishop, making the Jewish taxes to the clergy somewhat of a shield for the community from mob attacks, most frequent during the Crusades. The community lived relatively peacefully until the last decade of the 15th century, when they were expelled out of the city never to return. Several Jews did live in the city in the centuries after, though no community was found ever after. Nowadays, Jewish archaeological findings and texts from Arles can be found in the local museum.[10]

Population

Historical population

Year Pop. ±%

1806 20,151 —

1820 20,150 −0.0%

1831 20,236 +0.4%

1836 20,048 −0.9%

1841 20,460 +2.1%

1846 23,101 +12.9%

1851 23,208 +0.5%

1856 24,816 +6.9%

1861 25,543 +2.9%

1866 26,367 +3.2%

1872 24,695 −6.3%

1876 25,095 +1.6%

1881 23,480 −6.4%

1891 24,288 +3.4%

1896 24,567 +1.1%

1901 28,116 +14.4%

1906 31,010 +10.3%

1911 31,014 +0.0%

1921 29,146 −6.0%

1926 32,485 +11.5%

1946 35,017 +7.8%

1954 37,443 +6.9%

1962 41,932 +12.0%

1968 45,774 +9.2%

1975 50,059 +9.4%

1982 50,500 +0.9%

1990 52,058 +3.1%

1999 50,426 −3.1%

2008 52,729 +4.6%

2010 57,328 +8.7%

Main sights

Gallo-Roman theatre.

The Alyscamps.

Arles has important Roman remnants, most of which have been listed as UNESCO World Heritage Sites since 1981 within the Arles, Roman and Romanesque Monuments group. They include:

The Gallo-Roman theatre

The arena or amphitheatre

The Alyscamps (Roman necropolis)

The Thermae of Constantine

The cryptoporticus

Arles Obelisk

Barbegal aqueduct and mill

The Church of St. Trophime (Saint Trophimus), formerly a cathedral, is a major work of Romanesque architecture, and the representation of the Last Judgment on its portal is considered one of the finest examples of Romanesque sculpture, as are the columns in the adjacent cloister.

The town also has a museum of ancient history, the Musée de l'Arles et de la Provence antiques, with one of the best collections of Roman sarcophagi to be found anywhere outside Rome itself. Other museums include the Musée Réattu and the Museon Arlaten.

The courtyard of the Old Arles hospital, now named "Espace Van Gogh," is a center for Vincent van Gogh's works, several of which are masterpieces.[11] The garden, framed on all four sides by buildings of the complex, is approached through arcades on the first floor. A circulation gallery is located on the first and second floors.[12]

Archaeology

Main article: Arles portrait bust

In September–October 2007, divers led by Luc Long from the French Department of Subaquatic Archaeological Research, headed by Michel L'Hour, discovered a life-sized marble bust of an apparently important Roman person in the Rhône near Arles, together with smaller statues of Marsyas in Hellenistic style and of the god Neptune from the third century AD. The larger bust was tentatively dated to 46 BC. Since the bust displayed several characteristics of an ageing person with wrinkles, deep naso-labial creases and hollows in his face, and since the archaeologists believed that Julius Caesar had founded the colony Colonia Iulia Paterna Arelate Sextanorum in 46 BC, the scientists came to the preliminary conclusion that the bust depicted a life-portrait of the Roman dictator: France's Minister of Culture Christine Albanel reported on May 13, 2008, that the bust would be the oldest representation of Caesar known today.[13] The story was picked up by all larger media outlets.[14][15] The realism of the portrait was said to place it in the tradition of late Republican portrait and genre sculptures. The archaeologists further claimed that a bust of Julius Caesar might have been thrown away or discreetly disposed of, because Caesar's portraits could have been viewed as politically dangerous possessions after the dictator's assassination.

Historians and archaeologists not affiliated with the French administration, among them Paul Zanker, the renowned archaeologist and expert on Caesar and Augustus, were quick to question whether the bust is a portrait of Caesar.[16][17][18] Many noted the lack of resemblances to Caesar's likenesses issued on coins during the last years of the dictator's life, and to the Tusculum bust of Caesar,[19] which depicts Julius Caesar in his lifetime, either as a so-called zeitgesicht or as a direct portrait. After a further stylistic assessment, Zanker dated the Arles-bust to the Augustan period. Elkins argued for the third century AD as the terminus post quem for the deposition of the statues, refuting the claim that the bust was thrown away due to feared repercussions from Caesar's assassination in 44 BC.[20] The main argument by the French archaeologists that Caesar had founded the colony in 46 BC proved to be incorrect, as the colony was founded by Caesar's former quaestor Tiberius Claudius Nero on the dictator's orders in his absence.[21] Mary Beard has accused the persons involved in the find of having willfully invented their claims for publicity reasons. The French ministry of culture has not yet responded to the criticism and negative reviews.

Sport

AC Arles-Avignon is a professional French football team. They currently play in Championnat de France Amateur, the fourth division in French football. They play at the Parc des Sports, which has a capacity of just over 17,000.

Culture

A well known photography festival, Rencontres d'Arles, takes place in Arles every year, and the French national school of photography is located there.

The major French publishing house Actes Sud is also situated in Arles.

Bull fights are conducted in the amphitheatre, including Provençal-style bullfights (courses camarguaises) in which the bull is not killed, but rather a team of athletic men attempt to remove a tassle from the bull's horn without getting injured. Every Easter and on the first weekend of September, during the feria, Arles also holds Spanish-style corridas (in which the bulls are killed) with an encierro (bull-running in the streets) preceding each fight.

The film Ronin was partially filmed in Arles.

European Capital of Culture

Arles played a major role in Marseille-Provence 2013, the year-long series of cultural events held in the region after it was designated the European Capital of Culture for 2013. The city hosted a segment of the opening ceremony with a pyrotechnical performance by Groupe F on the banks of the Rhône. It also unveiled the new wing of the Musée Départemental Arles Antique as part of Marseille-Provence 2013.

Economy

Arles's open-air street market is a major market in the region. It occurs on Saturday and Wednesday mornings.

Transport

The Gare d'Arles railway station offers connections to Avignon, Nîmes, Marseille, Paris, Bordeaux and several regional destinations.

Notable people

Vincent van Gogh, lived here from February 1888 until May 1889.

The Provençal poet Frédéric Mistral (1830–1914) was born near Arles

Jeanne Calment (1875–1997), the oldest human being whose age is documented, was born, lived and died, at the age of 122 years and 164 days, in Arles

Anne-Marie David, singer (Eurovision winner in 1973)

Christian Lacroix, fashion designer

Lucien Clergue, photographer

Djibril Cissé, footballer

Antoine de Seguiran, 18th-century encyclopédiste

Genesius of Arles, a notary martyred under Maximianus in 303 or 308

Blessed Jean Marie du Lau, last Archbishop of Arles, killed by the revolutionary mob in Paris on September 2, 1792

Juan Bautista (real name Jean-Baptiste Jalabert), matador

Maja Hoffmann, art patron

Mehdi Savalli, matador

The medieval writer Antoine de la Sale was probably born in Arles around 1386

Home of the Gipsy Kings, a music group from Arles

Gael Givet, footballer

Lloyd Palun, footballer

Fanny Valette, actress

Luc Hoffmann, ornithologist, conservationist and philanthropist.

Saint Caesarius of Arles, bishop who lived from the late 5th to the mid 6th century, known for prophecy and writings that would later be used by theologians such as St. Thomas Aquinas

Samuel ibn Tibbon, famous Jewish translator and scholar during the Middle Ages.

Kalonymus ben Kalonymus, famous Jewish scholar and philosopher, Arles born, active during the Middle Ages.

Twin towns — sister cities

See also: List of twin towns and sister cities in France

Arles is twinned with:

Pskov, Russia

Jerez de la Frontera, Spain

Fulda, Germany

York, Pennsylvania, United States

Cubelles, Spain

Vercelli, Italy

Sagné, Mauritania

Kalymnos, Greece

Wisbech, United Kingdom

Zhouzhuang, Kunshan, Jiangsu, People's Republic of China

Verviers, Belgium

See also

Archbishopric of Arles

Montmajour Abbey

Trinquetaille

Langlois Bridge

Saint-Martin-de-Crau

Communes of the Bouches-du-Rhône department

References

This article incorporates text from a publication now in the public domain: Herbermann, Charles, ed. (1913). "Archdiocese of Aix". Catholic Encyclopedia. New York: Robert Appleton.

INSEE

The table contains the temperatures and precipitation of the city of Arles for the period 1948-1999, extracted from the site Sophy.u-3mrs.fr.

www.academia.edu/1166147/_The_Fall_and_Decline_of_the_Rom...

Rick Steves' Provence & the French Riviera, p. 78, at Google Books

Nelson's Dictionary of Christianity: The Authoritative Resource on the Christian World, p. 1173, at Google Books

Provence, p. 81, at Google Books

Wace, Dictionary)

Greene, Kevin (2000). "Technological Innovation and Economic Progress in the Ancient World: M.I. Finley Re-Considered". The Economic History Review. New Series. 53 (1): 29–59 [p. 39]. doi:10.1111/1468-0289.00151.

"Ville d'Histoire et de Patrimoine". Patrimoine.ville-arles.fr. Retrieved 2013-03-25.

"La meunerie de Barbegal". Etab.ac-caen.fr. Retrieved 2013-03-25.

jewishencyclopedia.com/articles/1784-arles

Fisher, R, ed (2011). Fodor's France 2011. Toronto and New York: Fodor's Travel, division of Random House. p. 563 ISBN 978-1-4000-0473-7.

"Espace Van Gogh". Visiter, Places of Interest. Arles Office de Tourisme. Retrieved 2011-04-29.

Original communiqué (May 13, 2008); second communiqué (May 20, 2008); report (May 20, 2008)

E.g."Divers find marble bust of Caesar that may date to 46 B.C.". Archived from the original on 2008-06-05. Retrieved 2008-05-14. , CNN-Online et al.

Video (QuickTime) Archived May 28, 2008, at the Wayback Machine. on the archaeological find (France 3)

Paul Zanker, "Der Echte war energischer, distanzierter, ironischer" Archived May 29, 2008, at the Wayback Machine., Sueddeutsche Zeitung, May 25, 2008, on-line

Mary Beard, "The face of Julius Caesar? Come off it!", TLS, May 14, 2008, on-line

Nathan T. Elkins, 'Oldest Bust' of Julius Caesar found in France?, May 14, 2008, on-line

Cp. this image at the AERIA library

A different approach was presented by Mary Beard, in that members of a military Caesarian colony would not have discarded portraits of Caesar, whom they worshipped as god, although statues were in fact destroyed by the Anti-Caesarians in the city of Rome after Caesar's assassination (Appian, BC III.1.9).

Konrat Ziegler & Walther Sontheimer (eds.), "Arelate", in Der Kleine Pauly: Lexikon der Antike, Vol. 1, col. 525, Munich 1979; in 46 BC, Caesar himself was campaigning in Africa, before later returning to Rome.

Bunnyman's Bridge by Jack Parrott

2 1

Bunny Man

From Wikipedia, the free encyclopedia

Jump to: navigation, search

Coordinates: 38.78985°N 77.36225°W

The "Bunny Man Bridge" in daylight

The "Bunny Man Bridge" at night

The Bunny Man is an urban legend that probably originated from two incidents in Fairfax County, Virginia in 1970, but has been spread throughout the Washington D.C. area. There are many variations to the legend, but most involve a man wearing a rabbit costume ("bunny suit") who attacks people with an axe. Many variations occur around "Bunny Man Bridge", the concrete tunnel of a Southern Railway overpass on Colchester Road in Clifton.[1] Story variations include the origin of the Bunny Man, names, motives, weapons, victims, description of the bunny suit or lack there of, and the possible death of the Bunny Man. In some accounts the Bunny Man's ghost or aging spectre is said to come out of his place of death each year on Halloween to commemorate his death. In some accounts, victims' bodies are mutilated.

Contents

[hide]

1 Origin

2 The legend

3 Trivia

4 References

5 External links

[edit] Origin

Fairfax County Public Library Historian-Archivist Brian A. Conley has conducted extensive research on the Bunny Man legend. He has located two incidents of a man in a rabbit costume threatening people with an axe. The vandalism reports occurred a week apart in 1970 in Burke, Virginia.

The first incident was reported the evening of October 20, 1970 by U.S. Air Force Academy Cadet Bob Bennett and his fiancée, Dusty, who were visiting relatives on Guinea Road in Burke. Around midnight, while returning from a football game, they parked their car in a field on Guinea Road to talk about their feelings for each other. As they sat in the front seat with the car running, they noticed something moving outside the rear window. Moments later the front passenger window was smashed and there was a white-clad figure standing near the broken window. Bennett turned the car around while the man screamed at them about trespassing, including "You're on private property and I have your tag number." As they drove down the road they discovered a hatchet on the car floor.

When the police asked for a description of the man, Bob insisted he was wearing a white suit with long bunny ears, but Dusty remembered something white and pointed like a Ku Klux Klan hood. They both remembered seeing his face clearly, but in the darkness they could not determine his race. The police returned the hatchet to Bennett after examination. Bennett was required to report the incident upon his return to the Air Force Academy. It was later confirmed in Fairfax Police records that the man was wearing a bunny suit with ears instead, not Ku Klux Klan robes.[2]

The second reported sighting occurred on the evening of October 29, 1970, when construction security guard Paul Phillips approached a man standing on the porch of an unfinished home in Kings Park West on Guinea Road. Phillips said the man was wearing a gray, black, and white bunny suit and was about 20 years old, 5 feet 8 inches (1.73 m) tall, and weighed about 175 pounds (79 kg). The man began chopping at a porch post with a long-handled axe, saying "All you people trespass around here. If you don't get out of here, I'm going to bust you on the head."

The Fairfax County Police opened investigations into both incidents, but both were eventually closed for lack of evidence. In the weeks following the incidents, more than 50 people contacted the police claiming to have seen the "bunny man." Several newspapers reported the incidents, including the following articles in The Washington Post:

"Man in Bunny Suit Sought in Fairfax" (October 22, 1970)[3]

"The 'Rabbit' Reappears" (October 31, 1970)[3]

"Bunny Man Seen" (November 4, 1970)

"Bunny Reports Are Multiplying" (November 6, 1970)

In 1973, University of Maryland student Patricia Johnson submitted a research paper that chronicled precisely 54 variations on those two events.[4]

[edit] The legend

The legend has circulated for years in several forms. A version naming a suspect and specific location was posted to a web site in the late 1990s by a "Timothy C. Forbes". This version states that in 1904, an asylum prison in Clifton, Virginia was shut down by successful petition of the growing population of residents in Fairfax County. During the transfer of inmates to a new facility, the transport carrying the inmates crashes; some prisoners escaped or were found dead. A search party finds all but one of them.

During this time, locals allegedly began to find hundreds of cleanly skinned, half-eaten carcasses of rabbits hanging from the trees in the surrounding areas. Another search of the area was ordered and the police located the remains of Marcus Wallster, left in a similar fashion to the rabbit carcasses hanging in a nearby tree or under a bridge overpass—known locally as the "Bunny Man Bridge"—along the railroad tracks at Colchester Road. Officials name the last missing inmate, Douglas J. Grifon, as their suspect and call him "the bunny man".

In this version, officials finally manage to locate Grifon but, during their attempt to apprehend him at the overpass, he nearly escapes before being hit by an oncoming train where the original transport crashed. They say after the train passed the police said that they heard laughter coming from the site. It is eventually revealed that Grifon was institutionalized for killing his family and children on Easter Sunday.

For years after the "Bunny Man's" death, in the time approaching Halloween carcasses are said to be found hanging from the overpass and surrounding areas. A figure is reportedly seen by passersby making their way through the one lane bridge tunnel.

Conley says this version is demonstrably false. Among other inconsistencies, Conley notes that "there has never been an asylum for the insane in Fairfax County" and that "Lorton Prison didn't come into existence until 1910, and even then it was an arm of the District of Columbia Corrections system, not Virginia's." Court records show neither a Grifon nor a Wallster and, writes Conley, "there is not and never has been a Clifton Town Library."

Cryptozoologist Loren Coleman, via his blog Cryptomundo and in the book Weird Virginia, which has a section on the Bunny man, sees a direct association between the legend of Bunny man and that of the Goatman of nearby Maryland.

[edit] Trivia

The 2001 film Donnie Darko, written and directed by Virginia-native Richard Kelly and taking place in a Viriginia suburb, features a supernatural being named "Frank" who wears a grey, demonic rabbit costume.

Circinella Umbellata, photo by University of Karlova, Prague, Czech Republic by logan Bennett

3

Two parallel stacks of books on blue background by Old Photo Profile

30 3

Two stacks of thick books standing parallel to one another with a gap between them through which a blue background can be seen. The books have white and creamy paper colors and mostly dark hardcovers.

n28_w1150 by Biodiversity Heritage Library

27 1

Encyclopaedia londinensis, or, Universal dictionary of arts, sciences, and literature

London :Printed for the proprietor, by J. Adlard ..., sold at the Encyclopaedia Office ... by J. White ... and Champante and Whitrow ...,1810-1829.

biodiversitylibrary.org/page/15915153

s128a 10235 EncLZ1961-5 Meksiko Mexico México Zagreb MCMLXI Enciklopedija Leksikografskog zavoda Zagreb MCMLXI Encyclopedia of the Lexicographical Institute Izrada Zdenka Sertić by Morton1905

7

s128a 10235 EncLZ1961-5 Meksiko Mexico México Zagreb MCMLXI Enciklopedija Leksikografskog zavoda Zagreb MCMLXI Encyclopedia of the Lexicographical Institute Izrada Zdenka Sertić

From the Brockhaus and Efron Encyclopedic Dictionary by Double-M

27

Images from the Brockhaus and Efron Encyclopedic Dictionary, published in Russia,1890-1907.

Most images best viewed in the original (largest) size.

The book copyright has expired, so these images are in the public domain.

Bookend: Arcane Knowledge by Steve Teixeira

6 4

Book Machine Press - Chambers Encylopedia 1868 by Andy Brill

10 3

Chambers’s Encyclopaedia - a Dictionary of Universal Knowledge for the People. (1868).

Illustrated with Maps and numerous Wood Engravings..

Published by W. And R. Chambers, London. Half leather bound, 10 Vols total 8400 pages, 18cm x 26cm.

n381_w1150 by Biodiversity Heritage Library

10

Encyclopédie d'histoire naturelle

Paris :Maresq[1851-1860].

biodiversitylibrary.org/page/14470939

Tripoli, Libya, Wheelus Airfield, Airport, C-82, Gas Tanker by photolibrarian

8

From Wikipedia, the free encyclopedia

Wheelus Air Base

IATA: MJIICAO: HLLM

Summary

Airport typeMilitary

OperatorUnited States Air Force

LocationTripoli

Elevation AMSL36 ft / 11 m

Coordinates32°53′42″N 13°16′49″ECoordinates: 32°53′42″N 13°16′49″E

Map

Wheelus Air Base is located in Libya

Wheelus Air Base

Runways

Direction Length Surface

ft m

03/21 6,000 1,829 Asphalt

11/29 11,076 3,376 Asphalt

Wheelus Air Base was a United States Air Force base located in British-occupied Libya and the Kingdom of Libya from 1943 to 1970. At one time it was the largest US military facility outside the US. It had an area of 20 sq miles on the coast of Tripoli. The base had a beach club, the largest military hospital outside the US, a multiplex cinema, a bowling alley and a high school for 500 students. The base had a radio and TV station, and a shopping mall and fast food outlets. At its height it had over 15,000 military personnel and their dependents. Wheelus Air Base was originally built by the Italian Royal Air Force in 1923 and was known as Mellaha Air Base. Today the facility is known as Mitiga International Airport.

World War II

The airfield was constructed in 1923 and used by the Italian Air Force. In 1933 the roads around the airfield and the neighbouring Mellaha Lake became the home for the Tripoli Grand Prix motor race.[1]

Mellaha was used by the German Luftwaffe during the North African Campaign. The Germans using it for short range reconnaissance units, and coastal and naval reconnaissance units. Special weather reconnaissance units also existed at Mehalla. The main Luftwaffe unit stationed at the base was the 2nd Staffel of the Aufklärungsgruppe (H) 14 or 2.(H)/14.

The squadron was equipped with 12 single-engined Henschel Hs 126, an aircraft with 2-man crews, which could cover approx 710 km, with a maximum speed of 360 km/h, as well as three Fieseler Fi 156 Storch liaison aircraft, and a Junkers Ju 52 for transport of men and materiel.

The airfield was captured by the British Eighth Army in January 1943.

The United States Army Air Forces began using Mellaha in January 1943. It was used by the 376th Bombardment Group (Heavy) of the 12th Air Force to launch Consolidated B-24 Liberators to bomb Italy and southern parts of Germany.

In addition, Mellaha Field was used by Air Transport Command. It functioned as a stopover en route to Benina Airport near Benghazi or to Tunis Airport, Tunisia on the North African Cairo-Dakar transport route for cargo, transiting aircraft and personnel.[2]

On 15 April 1945 Mellaha AAF was taken over by USAAF’s Air Training Command. It was renamed Wheelus Army Air Field (AAF) on 17 May 1945 in honor of USAAF Lieutenant Richard Wheelus who had died earlier that year in a plane crash in Iran.

Cold War usage by the USAF

Wh-7270abw.jpg

Wh-431fis.jpg

Wh-20fbw.jpg

Wikipedia-38thTactical Missile Wg-patch.jpg

Wheelus AAF was closed on 15 May 1947, then reopened as Wheelus Air Base (Wheelus AB) on 1 June 1948 and transferred to the USAF Military Air Transportation Service (MATS). Its host unit under MATS was the 1603rd Air Transport Wing.

With the crowning of Idris I in 1951, United States Air Forces in Europe (USAFE)-based fighter-bomber units also began using Wheelus AB and its nearby El Uotia Gunnery Range for gunnery and bombing training. A further agreement between the United States and Libya, signed in 1954, granted the US the use of Wheelus and its gunnery range until December 1971.

With its 4,600 Americans, the US Ambassador to Libya once called it "a Little America...on the sparkling shores of the Mediterranean," although temperatures at the base frequently reached 110 to 120 degrees Fahrenheit (43 to 50 degrees Celsius).

Military Air Transport Service use

MATS activated the 1603rd Air Transport Wing at Wheelus on 1 June 1948.[3] The wing flew Douglas C-47 Skytrain and C-54s to Egypt, Saudi Arabia, and Cyprus, and operated the base transport control center until 1952.

Headquarters, 7th Air Rescue Group, was assigned to Wheelus along with the 58th Air Rescue Squadron at about this time. They flew SA-16s and H-19s. The 56th Air Rescue Squadron, stationed at Sidi Slimane, Morocco, the 57th Air Rescue Squadron stationed at Lajes Field, Azores, and the 59th Air Rescue Squadron, stationed at Dhahran Air Base, Saudi Arabia, were also part of the group.[4]

The 58th Aerospace Rescue and Recovery Squadron operated out of Wheelus until 1970 when they were relocated to the 67th ARRSQ in the UK. The 58 ARRS flew three HH-3E Jolly Green Giant helicopters, and three HC-130 refueling tankers.

MATS aircraft and personnel from Wheelus participated in Operation Hajji Baba in 1952. Also in 1952 the MATS 580th Air Resupply and Communications Wing was reassigned to Wheelus from Mountain Home Air Force Base, Idaho. The Wing (later Group) flew special operations in the Mediterranean, Middle East and Southwest Asia until being inactivated in 1956.

The MATS presence was withdrawn and relocated to Rhein-Main Air Base, West Germany in January 1953. MATS and later Military Airlift Command aircraft were frequent visitors at Wheelus and maintained a small detachment there until the base's closure in 1970.[3]

Strategic Air Command use

As the Cold War overtook post-Second World War international politics, on 16 November 1950 USAF's Strategic Air Command began deploying B-50s, B-36s, B-47s and support aircraft (KB-29, KB-50, and KC-97 tankers) from US air bases to Wheelus. The base became one of several SAC forward operating locations in North Africa, becoming a vital link in SAC war plans for use as a bomber, tanker refueling and reconnaissance-fighter base.

Wheelus hosted SAC bomber deployments in 45-day rotational deployments, using Wheelus as a staging area for planned strikes against the Soviet Union.

SAC's use of Wheelus continued until 1970, when as part of the USAF withdrawal from the base, its rotational deployments ended.

Wheelus AB was reassigned from MATS to United States Air Forces in Europe (USAFE) on 16 October 1951, under USAFE's 7272nd Air Base Wing. The 7272nd was later designated the 7272nd Fighter Training Wing and became the host unit at Wheelus AB until the base's closure on 11 June 1970.

The 431st Fighter-Interceptor Squadron was activated when the 107th Fighter Squadron of the Michigan Air National Guard was ordered to active duty in June 1953. The squadron was reassigned from Selfridge Air Force Base and deployed to Wheelus, where it was equipped with 25 F-86Fs, two T-33s, and one Douglas C-47. The squadron insignia adorned each side of the center fuselage, over the wing. The tail markings consisted of a red-and-white comet design on the vertical tail. A white lightning flash decorated the red portion of the comet's tail.

In January 1955 the F-86D began to replace the F-86Fs, which were sent to smaller NATO air forces. The squadron's tail markings changed with the F-86Ds having two or three horizontal red chevrons starting at the base of the rudder, with the chevron point touching the vertical fin's leading edge and angling towards the upper trailing edge of the rudder. Inside the rearmost chevron was a solid blue triangle. In September 1958, the 431st FIS moved to Zaragoza Air Base, Spain, and was transferred from USAFE to SAC's 16th Air Force.

On 1 August 1956, the Headquarters of 17th Air Force moved to Wheelus Air Base, Libya, from Rabat, Morocco, where it remained until relocating to Ramstein Air Base, Germany, on 15 November 1959.

Annual Missile Launch Operation (AMLO)

The expanse of Libyan desert was used first by the 701st TMW, then later its successor, the 38th Tactical Missile Wing, United States Air Forces in Europe (USAFE), beginning in October 1954, with three separate live launch operations for all of the operational squadrons using the TM-61 Matador. Operations Suntan (October 1954), Sunburst (June 1955), and Sunflash (March 1956) became annual qualification firings for all Matador squadrons based in Europe. There were 36 Matador launches from Wheelus in 1957, while there were only 13 launches at Cape Canaveral and only 25 from Holloman AFB in Alamogordo, New Mexico during the same time.

The 1958 exercise from 6 October through 19 November, called "Operation Marblehead," took 19 C-130 Hercules and seven C-124 Globemasters just to move the 339 personnel and equipment of the 71st TMS from Bitburg to Wheelus and back. C-47 twin engined transports carried personnel back and forth as well. Not only did the 71st take 13 missiles and the required launchers and checkout vans, but also two complete MSQ units, plus personnel to back up the two Shanicle base units that were permanently installed at Wheelus. The exercise was followed by similar deployments from Hahn Air Base, and later Sembach Air Base, all units of the newly formed 38th TMW. The exercises were moved to Patrick AFB, FL, in 1959 for launches at Cape Canaveral.

The missile launch area was located 15 miles east of Tripoli, the remote southern section of the base, away from flight operations.

Detachment 1, 20th Fighter-Bomber Wing

The 20th Fighter Bomber Wing, based at RAF Wethersfield UK, established an operational detachment at Wheelus AB, in February 1958. This detachment managed the USAFE Weapons Training Center for month-long squadron rotations by the Europe-based USAFE tactical fighter wings.

USAFE units from Germany, such as the 36th and 49th TFWs with their F-84 "Thunderjets" and the 50th TFW with F-100 Super Sabres practiced weapons delivery and use at Wheelus. In addition, the United Kingdom based 20th and 48th TFWs with F-100Ds, and the 81st TFW trained in air-to-air and air-to-ground gunnery and delivery of conventional ordnance and nuclear "shapes" at the weapons range about 10 nautical miles (19 km) further east of the air base.

As the McDonnell Douglas F-4 Phantom II replaced most USAFE fighters in the 1960s, Phantom detachments became the predominant activity at Wheelus. USAFE's use of Wheelus continued until 1970, when as part of the USAF withdrawal from the base, desert weapons range training ended.

United States withdrawal

Oil was discovered in Libya in 1959, and what had been one of the world's poorest countries became comparatively wealthy. The US continued a generally warm relationship with Libya and pursued policies centered on interests in operations at Wheelus Air Base and the considerable US oil interests. During the early 1960s, many children of US oil personnel sent to develop the oil field installations and pipelines were allowed to attend the high school at Wheelus, typically riding buses from residential areas in or near Tripoli. Classes often had to pause briefly while large aircraft were taking off.

The value of the installation had declined with the development of long-range nuclear missiles that had effectively replaced many bombers. Thus Wheelus served primarily as a tactical fighter training facility through the 1960s.

n101_w1150 by Biodiversity Heritage Library

10

Encyclopédie d'histoire naturelle

Paris :Maresq[1851-1860].

biodiversitylibrary.org/page/14470659

Walter Rudin House by Hans Nerstu

5 3

From Wikipedia, the free encyclopedia:

The Walter Rudin House is a Frank Lloyd Wright-designed Marshall Erdman prefab building located at 110 Marinette Trail, Madison, Wisconsin. Designed in 1957, it is the first of the only two examples of the second type (known as Prefab #2) of the Marshall Erdman Prefab Houses. This house and the James McBean Residence have the same floor plan and vary only in minor details such as paint color and siting. Construction was completed in June, 1959 and the house was sold to UW-Madison mathematicians Walter and Mary Ellen Rudin.

The house has a large, square 2-story living room which is lit by a wall of windows. Also on the first floor are the dining area, kitchen, entry hall, utility room, and the master bedroom. A large concrete block fireplace separates the kitchen and living room. A stairway leads to a balcony and three second-story bedrooms. Unusual for a Wright-designed house, it has a full basement.

The house is constructed from concrete block with horizontal board and batten siding. A row of windows just below the soffit make the chunky flat cantilevered roof appear to float above the house. A carport attached to one corner of the house completes the design.

260517-Encyclopedia by jhk&alk

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Ahh… Is THAT how Encyclopedia Britannica’s I and T volumes came to be on the Banned list. May, 2026.

n84_w1150 by Biodiversity Heritage Library

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Mammalogie, ou, Description des espèces de mammifères

A Paris :Chez Mme. Veuve Agasse, imprimeur-libraire,1820-1822.

biodiversitylibrary.org/page/39522377

n442_w1150 by Biodiversity Heritage Library

8

Encyclopédie d'histoire naturelle

Paris :Maresq[1851-1860].

biodiversitylibrary.org/page/12381527

LEGO Star Wars Character Encyclopedia: Updated and Expanded White Boba Fett by Allen Tran

17

Stack of thick encyclopedias against red background by Old Photo Profile

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Some thick encyclopedias stacked together on top of each other against a very intense red background. The books have different sizes and most of them have black hardcovers. They are casting a soft shadow behind them.

USS Sturgeon (SS-187), Salmon-class Submarine by photolibrarian

10 1

From Wikipedia, the free encyclopedia

History

United States

Name:Sturgeon

Namesake:Sturgeon

Builder:Mare Island Naval Shipyard[1]

Laid down:27 October 1936[1]

Launched:15 March 1938[1]

Commissioned:25 June 1938[1]

Decommissioned:15 November 1945[1]

Struck:30 April 1948[1]

Fate:Sold for scrap, 12 June 1948[1]

General characteristics

Class and type:Salmon-class composite diesel-hydraulic and diesel-electric submarine[2]

Displacement:

1,435 long tons (1,458 t) standard, surfaced[3]

2,198 long tons (2,233 t) submerged[3]

Length:308 ft 0 in (93.88 m)[3]

Beam:26 ft 1 1⁄4 in (7.957 m)[3]

Draft:15 ft 8 in (4.78 m)[3]

Propulsion:

4 × General Motors Model 16-248 V16 diesel engines (two hydraulic-drive, two driving electrical generators)[2][3][4]

2 × 120-cell batteries[3]

4 × high-speed Elliott electric motors with reduction gears[2]

two shafts[2]

5,500 shp (4.1 MW) surfaced[2]

2,660 shp (2.0 MW) submerged[2]

Speed:

21 knots (39 km/h) surfaced[3]

9 knots (17 km/h) submerged[3]

Range:11,000 nautical miles (20,000 km) at 10 knots (19 km/h)[3]

Endurance:48 hours at 2 knots (3.7 km/h) submerged[3]

Test depth:250 ft (76 m)[3]

Complement:5 officers, 54 enlisted[3]

Armament:

8 × 21 inch (533 mm) torpedo tubes

(four forward, four aft)

24 torpedoes[3]

1 × 3 in (76 mm) / 50 caliber deck gun[3]

four machine guns

USS Sturgeon (SS-187), a Salmon-class submarine, was the second ship of the United States Navy to be named for the sturgeon. Its 1944 sinking of the Japanese troopship Toyama Maru, killing more than 5,000 Japanese, was one of the worst maritime disasters in history, and its 1942 sinking of the prisoner ship Montevideo Maru was the worst maritime disaster in Australian history.

Construction

Her keel was laid down on 27 October 1936, by the Mare Island Navy Yard. She was launched on 15 March 1938, sponsored by Mrs. Alice N. Freeman, wife of Charles S. Freeman, Commander, Submarine Force, United States Fleet at the time. The boat was commissioned on 25 June 1938, with Lieutenant Commander A. D. Barnes in command.

1938 – 1941

Sturgeon completed builder's trials in Monterey Bay and began her shakedown cruise on 15 October, visiting ports in Mexico, Honduras, Panama, Peru, Ecuador, and Costa Rica before returning to San Diego, on 12 December 1938. She was assigned to Submarine Squadron (SubRon) 6 and operated along the West Coast as far north as Washington. She made two squadron cruises to Hawaii with the Pacific Fleet: from 1 July to 16 August 1939 and from 1 April to 12 July 1940. The submarine departed San Diego on 5 November 1940 for Pearl Harbor and operated from there until November 1941.

Sturgeon stood out of Pearl Harbor on 10 November, headed for the Philippine Islands, and arrived at Manila Bay on 22 November. She was then attached to SubRon 2, Submarine Division (SubDiv) 22, United States Asiatic Fleet.

First patrol: December 1941

Sturgeon was moored in Mariveles Naval Section Base on 7 December 1941 during the Japanese attack on Pearl Harbor. She put to sea the next afternoon to patrol an area between the Pescadores Islands and Formosa. A small tanker was sighted the afternoon of 9 December, but it remained out of torpedo range.

The submarine found a convoy of five merchantmen accompanied by a cruiser and several destroyers on 18 December. As she came to periscope depth within attack range of the cruiser, she was sighted by one of the escorts approximately 250 yards (230 m) away. She started going deep but had only reached a depth of 65 feet (20 m) when the first depth charge exploded, breaking numerous light bulbs but causing no serious damage. Sturgeon began silent running and evaded the escorts.

On the evening of 21 December, she sighted a darkened ship believed to be a large cargo carrier. A torpedo spread was fired from the stern tubes, but they all passed ahead of the ship due to an error in her estimated speed. The ship ended her first war patrol when she returned to Mariveles Bay on 25 December.

Second patrol: December 1941 – March 1942

Sturgeon was at sea again on 28 December 1941 en route to the Tarakan area, off the coast of Borneo. A tanker was sighted southwest of Subutu Island on 17 January 1942, but all three torpedoes missed and the ship escaped. On the night of 22 January, Sturgeon was alerted by Pickerel (SS-177) that a large convoy was headed her way in Makassar Strait. A few minutes later, her sonar picked up the pings of ships dead astern. She submerged and fired four torpedoes at a large ship, with two explosions following. The submarine was then subjected to a two and one-half-hour depth charge attack by two destroyers which caused no damage.

She next sighted an enemy transport and four destroyers off Balikpapan on 26 January. Sturgeon fired a spread from her forward tubes which resulted in a large explosion on the transport, and her screws stopped turning. No post-war record of a sinking could be found, but the transport was believed damaged. Three days later, she made two hits on a tanker.

On the morning of 8 February, Sturgeon found herself on the track of an enemy invasion fleet headed toward Makassar City. She submerged to avoid detection by several destroyers and a cruiser, as they passed overhead, but was able to report the movement of the convoy to Commander, Submarines Asiatic Fleet. The submarine retired from her patrol area two days later, when she was ordered to Java, Netherlands East Indies. She arrived at Soerabaja on 13 February; but, as the Japanese were advancing upon that base, the ship proceeded to Tjilatjap. After embarking part of the Asiatic Fleet Submarine Force Staff, Sturgeon and Stingray (SS-186) sailed for Fremantle, Western Australia, on 20 February, as escorts for Holland (AS-3) and Black Hawk (AD-9).

Third patrol: March – May 1942

Sturgeon remained there, from 3 to 15 March, when she departed to again patrol off Makassar City. On 30 March, she sank the cargo ship Choko Maru. On 3 April, one of her torpedoes caught a 750-ton frigate directly under the bridge, and she was officially listed as probably sunk. She then fired three torpedoes at a merchantman but missed. With one torpedo remaining in the bow tubes, she fired and hit the target abreast the foremast. When last seen, it was listing heavily to port and making for the Celebes shore.

On 6 April, she fired a spread at a tanker; but the range was so close that they failed to arm. The submarine was then depth charged by escorts but eluded them and patrolled off Cape Mandar in the Makassar Strait. On 22 April, a destroyer's searchlight blinked to Sturgeon, and she went deep to avoid the subsequent two-hour depth charge attack. On 28 April, the submarine sailed for Australia. However, she interrupted her voyage on the night of 30 April in an attempt to rescue some Royal Air Force personnel reported on an island at the entrance of Cilacap Harbor. A landing party under Lieutenant Chester W. Nimitz, Jr. entered the cove and examined it by searchlight but found only a deserted lean-to. She continued to Fremantle and arrived there on 7 May.

Fourth patrol: June – July 1942

Sturgeon refitted and returned to sea, on 5 June, to patrol an area west of Manila. On 25 June, she caught up with a nine-ship convoy before daylight, and fired three torpedoes at the largest ship and heard explosions. After some 21 depth charges were dropped by the escorts, she managed to escape with only a few gauges broken. On 1 July, Sturgeon, captained by LT CMDR Wright, sank the 7,267-ton prisoner transport Montevideo Maru off the coast of Luzon. On 5 July, she scored hits on a tanker in a convoy northbound from Manila. Her patrol ended on 22 July when she arrived at Fremantle for refit.

It was later discovered that Montevideo Maru had been carrying over a thousand Australian POWs and civilian internees from Rabaul New Guinea. 1140 (including 88 Japanese crew) were killed while 18 survived. Some of the Japanese including the ship's captain made it to the Philippines but most, including the captain, were killed by local guerrillas. This loss of Australian lives is the worst maritime disaster in Australian history. Only one eyewitness account has ever emerged. After 60 years the sole surviving Japanese sailor described the "death cries" of trapped Australians going down with the ship while others sung Auld Lang Syne.

Fifth patrol: September – October 1942

Sturgeon stood out of port, on 4 September, to begin her fifth war patrol in an area between Mono Island and the Shortland Islands in the Solomon Islands group. On 11 September, she began patrolling west of Bougainville to intercept enemy shipping between Rabaul, Buka, and Faisi. The submarine fired four torpedoes at a large cargo ship, on 14 September, but missed with all.

Three days later, she fired a spread at a tanker with two apparent hits. At 0536 hours on 1 October, Sturgeon sighted the 8,033-ton aircraft ferry Katsuragi Maru. A spread of four torpedoes was fired and resulted in three hits which sent the ship to the bottom. An escort depth charged the submarine for a while and then broke off to rescue survivors. Sturgeon moved south of Tetipari Island and patrolled there until she returned to Brisbane on 25 October for repairs and refit.

Sixth patrol: November 1942 – January 1943

USS Sturgeon, 3 May 1943

Sturgeon returned to sea and began patrolling in the Truk area on 30 November. She fired four torpedoes at a maru on 6 December and observed one hit. She missed hitting targets on 9 and 18 December. The ship withdrew from the area on 25 December 1942 and arrived at Pearl Harbor on 4 January 1943. She was in the yard from 14 January to 11 May for an overhaul.

Seventh and eighth patrols: June – October 1943

Sturgeon’s seventh war patrol began on 12 June and ended at Midway Island on 2 August. She sighted seven worthwhile targets but was able to attack only one. That occurred on 1 July when she fired a spread at a freighter and heard two hits, causing possible damage. The next patrol, from 29 August to 23 October, was equally unrewarding, and she returned to Pearl Harbor.

Ninth patrol: December 1943 – January 1944

On 13 December 1943, Sturgeon sailed for Japanese home waters. She sighted a seven-ship convoy with four escorts on 11 January 1944. Finding an overlapping target, she fired four torpedoes, and the cargo ship Erie Maru went to the bottom. The submarine was forced to go deep to avoid a depth charge attack and was unable to regain contact with the convoy. Five days later, she attacked a freighter Akagi Maru and a destroyer Suzutsuki in Bungo Channel. Suzutsuki was hit by two torpedoes which blew off the bow and stern.[5] Sturgeon was pinned down all afternoon by Hatsuzuki's counterattacks and cleared the area at 1855. Two attacks were made on a four-ship convoy on 24 January. One hit was registered on a maru from the first attack while the spread fired at the other merchantman sent the Chosen Maru to the bottom. Two days later, she made a fruitless attack on two freighters, and the submarine returned to Pearl Harbor, via Midway, for refit.

Tenth patrol: April – May 1944

Sturgeon’s next assignment was in the Bonin Islands area from 8 April until 26 May and included plane guard duty near Marcus Island during aircraft carrier strikes there. On 10 May, she attacked a convoy of five merchant ships and two escorts. She made two hits on a small freighter before the escorts and an enemy plane forced the submarine to go deep. Sturgeon finally came to periscope depth and trailed the convoy until the next morning when she made an end-around run and fired four torpedoes at a freighter. Three hits put Seiru Maru under in two minutes. The submarine swung around and fired her bow tubes at another ship. Two hits were recorded; and, when last seen, the target was dead in the water, smoking heavily. The submarine began plane guard duty on 20 May and rescued three airmen before heading for Midway two days later.

Eleventh patrol: June – August 1944

Sturgeon sailed for the Nansei Shoto on 10 June to begin her last war patrol. Only two worthy contacts were made, and they were heavily escorted. The first was an eight-ship convoy which she attacked on 29 June. Four torpedoes were fired at a large ship. Four hits on the 7,089-ton passenger-cargo troopship Toyama Maru sent her up in flames and to the bottom. This sinking had a sizeable influence on the battle for Okinawa, as the ship was carrying 5,600 troops of the 44th Independent Mixed Brigade that were on their way to the Island.[6] On 3 July, Sturgeon sighted a nine-ship convoy accompanied by air cover and numerous small escorts. She registered three hits on the cargo ship Tairin Maru that blew her bow off and holed her side. She rolled to starboard and sank. The submarine went deep and avoided the 196 depth charges and aerial bombs that were rained down upon her. She evaded the escorts and returned to Pearl Harbor on 5 August.

1944 – 1948

Sturgeon was routed to California for an overhaul and arrived at San Francisco, on 15 August. On 31 December 1944, the ship shifted to San Diego and sailed on 5 January 1945 for the East Coast. She arrived at New London on 26 January, and was assigned to SubRon 1. Sturgeon operated in Block Island Sound as a training ship until 25 October. She entered the Boston Navy Yard on 30 October and was decommissioned on 15 November 1945. Sturgeon was struck from the Naval Vessel Register on 30 April 1948 and sold to Interstate Metals Corporation, of New York City, on 12 June for scrap.

Awards

Sturgeon received ten battle stars for World War II service.

Chalk's International Airlines, Seaplane, Grumman G-73 by photolibrarian

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From Wikipedia, the free encyclopedia

Chalk's International Airlines

IATA ICAO Callsign

OP CHK CHALKS

Founded1917; 106 years ago

Ceased operations2007; 16 years ago

Hubs

Miami Seaplane Base

Fort Lauderdale-Hollywood International Airport

Parent companyFlying Boat Inc.

HeadquartersFort Lauderdale-Hollywood International Airport

Broward County, Florida, U.S.

Key peopleCapt. Rajan Nair, President

Website[1]

Chalk's International Airlines, formerly Chalk's Ocean Airways, was an airline with its headquarters on the grounds of Fort Lauderdale-Hollywood International Airport in unincorporated Broward County, Florida near Fort Lauderdale.[1] It operated scheduled seaplane services to the Bahamas. Its main base was Miami Seaplane Base (MPB) until 2001, with a hub at Fort Lauderdale-Hollywood International Airport.[2] On September 30, 2007, the United States Department of Transportation revoked the flying charter for the airline,[3] and later that year, the airline ceased operations.

History

The airline was founded by Arthur Burns "Pappy" Chalk, and started ad-hoc charter operations as the Red Arrow Flying Service in 1917 flying a floatplane.[4] After "Pappy" Chalk served in the Army Air Service in World War I, he returned to Miami and commenced scheduled service between Miami and Bimini in the Bahamas in February 1919 as Chalk's Flying Service. Chalk's first base was a beach umbrella on the Miami shore of Biscayne Bay. In 1926 a landfill island, Watson Island, was created in Biscayne Bay close to Miami. Chalk's built an air terminal there, and operated from the island for the next 75 years.

During Prohibition, Chalk's was a major source of alcohol smuggled from the Bahamas to the United States.[3][5][6]

Pappy Chalk sold the airline to a friend in 1966,[7] but continued to be involved in the daily operations of the airline until he retired in 1975. He died in 1977 at the age of 88.[3][8]

Chalk's Turbo Mallard taking-off from Miami Harbor in 1989

In the early 1970s, Frakes Aviation bought the rights to the aircraft and began a conversion program, replacing the old Pratt & Whitney R-1340 Wasp radial engines with Pratt & Whitney Canada PT6 turboprops.[9] By 1985 three of Chalk's eight Grumman Mallards had been converted, with five ex-military piston engined Grumman Albatross aircraft making up the balance of the fleet.

In 1974, Resorts International purchased Chalk's Airlines, which became the primary air carrier to Paradise Island near the Bahamian capital of Nassau, where Resorts International owned and operated hotels and other resort facilities. After Resorts International constructed a short take off and landing (STOL) runway on Paradise Island and switched to using STOL-capable de Havilland Canada DHC-7 Dash 7 turboprop aircraft operated by subsidiary Paradise Island Airlines, it sold Chalk's in 1991 to United Capital Corporation, an Illinois-based investment firm (which was not affiliated with United Airlines).[10]

The television show Miami Vice, a symbol of both Miami and the 1980s, featured a Chalk's seaplane in its opening credits. N2969, which had a fatal accident in 2005, is featured in an extended scene at the end of the third-season episode Baseballs of Death, when the antagonist attempts to leave the US. The music video for George Michael's "Careless Whisper" and Miami Vice second-season episode One Way Ticket featured a Chalk's seaplane, N2974. In one of the final scenes of the motion picture Silence of the Lambs, Dr Frederick Chilton is seen disembarking a Chalk's aircraft in Bimini, where Hannibal Lecter is waiting to "have him for dinner". A Chalks plane also makes an appearance at the end of the movie 'After The Sunset' with Pierce Brosnan and Salma Hayek's characters embracing as they stand next to it. Chalk's fleet was as high-maintenance as it was glamorous. It was a unique carrier, its Watson Island base being the smallest port of entry in the United States. Chalk's revenues were about $7.5 million in 1986, when it carried 130,000 passengers. Most were staying at Resorts International properties, although island residents used the airline for shopping trips to Miami.[11]

United Capital expanded Chalk's service to Key West, Florida, and Nassau and acquired additional aircraft, but struggled financially.[10] In 1996, United Capital sold Chalk's to a group of investors, who operated the airline under the name Pan Am Air Bridge. In January 1998, Texas-based aircraft lease company Air Alaska purchased 70% of Pan Am Air Bridge, but following the collapse of Air Alaska, Pan Am Air Bridge filed for Chapter 11 bankruptcy protection only a year later on January 11, 1999.[7] James Confalone, a businessman and former Eastern Airlines pilot, purchased Chalk's out of bankruptcy for $925,000 on August 2, 1999; it had been reduced to two aircraft and only 35 staff. Confalone bought five additional Grumman Mallard seaplanes and arranged a contract to buy 14 larger Grumman G-111 seaplanes to expand the operation.[7] On December 17, 1999, the airline was relaunched as Chalk's Ocean Airways.

Chalk's Turbo Mallard at Bimini seaplane base, Bahamas, in November 1989. This is the accident aircraft of Chalk's Ocean Airways Flight 101

In late 2001 following the September 11 attacks, Chalk's was forced to leave its longtime operations base on Watson Island due to security concerns over its proximity to the Port of Miami. Helicopter traffic had also increased around Watson Island.[8] Operations moved to Fort Lauderdale-Hollywood International Airport, where Chalk's already had its maintenance base.

The airline suspended operations after the crash of Chalk's Ocean Airways Flight 101 on December 19, 2005. It had planned to resume flights between Fort Lauderdale and the Bahamas under its earlier name of Chalk's International Airlines on November 9, 2006,[12] but its airworthiness certificate issued by the Bahamas had expired.[13] It resorted to using aircraft "wet leased" from and operated by Big Sky Airlines to operate flights from Fort Lauderdale to Key West and to St. Petersburg, Florida.[14] Chalk's added flights between Palm Beach International Airport (PBIA) and destinations in the Bahamas in late May 2007, but carried only 14 passengers through PBIA that August.[3]

Chalk's ceased flying from Fort Lauderdale-Hollywood International Airport after September 3, 2007. After the final report from the Flight 101 crash investigation was released, the United States Department of Transportation revoked the airline's flying authority for scheduled service on September 30, 2007, effectively shutting down the airline. Chalk's continued to hold its FAR 121 operating with a part 298 authority in good standing, and sought to add 60-passenger regional jets to its FAR 121 operating licence, but these efforts never came to fruition.

Chalk's had claimed to be the oldest continuously operating airline in the world, having begun operations in 1917 and scheduled flights in February 1919, and having only ceased operations for three years due to World War II, two days due to 1992's Hurricane Andrew, and eleven months due to an "at altitude tragedy" on December 19, 2005. The title of oldest operating airline is now given to KLM of the Netherlands, founded later in 1919.

Fleet

Grumman G-73T Turbo Mallard N130FB of Chalk's International Airlines taxies out of the water at Abaco, The Bahamas, November 1999.

During 2006 the airline leased conventional Beechcraft 1900D turboprop commuter land planes from Big Sky Airlines which were later replaced by Saab 340A and other wet leased aircraft while working with the Federal Aviation Administration to rebuild its fleet of Grumman G-73T Turbine Mallards.[12][15]

Chalk's Grumman Albatross arriving in Miami Harbor from Nassau, Bahamas, in March 1987

As of March 2007 the Chalk's International Airlines fleet comprised:[2]

4 Mallards (5 originally delivered but one crashed)

2 Saab 340A The Saabs were chartered by Chalks from Bimini Island Air.

Incidents and accidents

In 1994, Captain John Alberto and co-pilot Alan Turner drowned after their aircraft sank due to the failure of the airplane's bilge pump while they were taxiing at Key West. Captain Alberto left behind a wife and two children. Jimmy Buffett dedicated a chapter to Captain Alberto in his book A Pirate Looks At Fifty.

On December 19, 2005, Chalk's Ocean Airways Flight 101 from Fort Lauderdale to Bimini made an unscheduled stop at Watson Island, Miami.[8] Within a minute of taking-off again, it fell into the sea near Miami Beach.[16][17] Witnesses said they saw smoke billowing from the plane and the separation of its right wing as it plunged into the ocean.[18] None of the twenty people on board – eighteen passengers and two pilots – survived. At first, only nineteen of the twenty bodies were found (by the Coast Guard and Miami Beach Ocean Rescue); on December 23, 2005, the twentieth was found by two Miami-Dade firefighters while fishing on their day off. Investigators later identified cracks in the main support beam connecting the wing to the fuselage.[19][20] The plane was a Grumman G-73T Turbine Mallard, registration N2969, manufactured in 1947. It was the second fatal accident for Chalk's Ocean Airways. A few months after the NTSB released its report on the crash, the airline shut down.

LEGO Star Wars Character Encyclopedia: Updated and Expanded White Boba Fett by Allen Tran

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Peleliu, WWII, Amphtrac, Landing Craft by photolibrarian

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From Wikipedia, the free encyclopedia

Battle of Peleliu

Part of the Mariana and Palau Islands campaign of the Pacific Theater (World War II)

Date15 September – 27 November 1944

(2 months, 1 week and 5 days)

Location

Peleliu, Palau Islands

7°00′N 134°15′ECoordinates: 7°00′N 134°15′E

ResultAmerican victory

Belligerents

United States Japan

Commanders and leaders

United States William H. Rupertus

United States Paul J. Mueller

United States Roy S. Geiger

United States Herman H. Hanneken

United States Harold D. Harris

United States Lewis B. PullerEmpire of Japan Kunio Nakagawa †

Empire of Japan Sadae Inoue

Units involved

United States III Amphibious Corps

1st Marine Division

81st Infantry Division

Additional support units

Empire of Japan Peleliu garrison

14th Infantry Division

49th Mixed Brigade

45th Guard Force

46th Base Force

Additional support units

Strength

47,561[1]:3610,900[1]:37

17 tanks[2]

Casualties and losses

10,786

2,336 killed

8,450 wounded[3]10,897

10,695 killed

202 captured (183 foreign laborers, 19 Japanese soldiers)[1]:89[3]

17 tanks lost

Battle of Peleliu is located in Palau

Battle of Peleliu

Mariana and Palau Islands campaign

The Battle of Peleliu, codenamed Operation Stalemate II by the United States military, was fought between the U.S. and Japan during the Mariana and Palau Campaign of World War II, from September to November 1944, on the island of Peleliu.

U.S. Marines of the 1st Marine Division, and later soldiers of the U.S. Army's 81st Infantry Division, fought to capture an airstrip on the small coral island of Peleliu. This battle was part of a larger offensive campaign known as Operation Forager, which ran from June to November 1944, in the Pacific Theater.

Major General William Rupertus, Commander of the 1st Marine Division, predicted the island would be secured within four days.[4] However, after repeated Imperial Army defeats in previous island campaigns, Japan had developed new island-defense tactics and well-crafted fortifications that allowed stiff resistance,[5] extending the battle through more than two months. The heavily outnumbered Japanese defenders put up such stiff resistance, often fighting to the death in the Emperor's name, that the island became known in Japanese as the "Emperor's Island."[6]

In the United States, this was a controversial battle because of the island's negligible strategic value and the high casualty rate, which exceeded that of all other amphibious operations during the Pacific War.[7] The National Museum of the Marine Corps called it "the bitterest battle of the war for the Marines".[8]

Background

By 1944, American victories in the Southwest and Central Pacific had brought the war closer to Japan, with American bombers able to strike at the Japanese main islands from air bases secured during the Mariana Islands campaign (June–August 1944). There was disagreement among the U.S. Joint Chiefs over two proposed strategies to defeat the Japanese Empire. The strategy proposed by General Douglas MacArthur called for the recapture of the Philippines, followed by the capture of Okinawa, then an attack on the Japanese mainland. Admiral Chester Nimitz favored a more direct strategy of bypassing the Philippines, but seizing Okinawa and Taiwan as staging areas to an attack on the Japanese mainland, followed by the future invasion of Japan's southernmost islands. Both strategies included the invasion of Peleliu, but for different reasons.[9]

The 1st Marine Division had already been chosen to make the assault. President Franklin D. Roosevelt traveled to Pearl Harbor to personally meet both commanders and hear their arguments. MacArthur's strategy was chosen. However, before MacArthur could retake the Philippines, the Palau Islands, specifically Peleliu and Angaur, were to be neutralized and an airfield built to protect MacArthur's right flank.

Preparations

Japanese

By 1944, Peleliu Island was occupied by about 11,000 Japanese of the 14th Infantry Division with Korean and Okinawan labourers. Colonel Kunio Nakagawa, commander of the division's 2nd Regiment, led the preparations for the island's defense.

After their losses in the Solomons, Gilberts, Marshalls, and Marianas, the Imperial Army assembled a research team to develop new island-defense tactics. They chose to abandon the old strategy of stopping the enemy at the beach, where they were exposed to naval gunfire. The new tactics would only disrupt the landings at the water's edge and depend on an in-depth defense farther inland. Colonel Nakagawa used the rough terrain to his advantage, by constructing a system of heavily fortified bunkers, caves, and underground positions all interlocked into a "honeycomb" system. The traditional "banzai charge" attack was also discontinued as being both wasteful of men and ineffective. These changes would force the Americans into a war of attrition, requiring increasingly more resources.

Japanese fortifications

Nakagawa's defenses were centred on Peleliu's highest point, Umurbrogol Mountain, a collection of hills and steep ridges located at the center of Peleliu overlooking a large portion of the island, including the crucial airfield. The Umurbrogol contained some 500 limestone caves, interconnected by tunnels. Many of these were former mine shafts that were turned into defensive positions. Engineers added sliding armored steel doors with multiple openings to serve both artillery and machine guns. Cave entrances were opened or altered to be slanted as a defense against grenade and flamethrower attacks. The caves and bunkers were connected to a vast tunnel and trench system throughout central Peleliu, which allowed the Japanese to evacuate or reoccupy positions as needed, and to take advantage of shrinking interior lines.

The Japanese were well armed with 81 mm (3.19 in) and 150 mm (5.9 in) mortars and 20 mm (0.79 in) anti-aircraft cannons, backed by a light tank unit and an anti-aircraft detachment.

The Japanese also used the beach terrain to their advantage. The northern end of the landing beaches faced a 30-foot (9.1 m) coral promontory that overlooked the beaches from a small peninsula, a spot later known to the Marines who assaulted it simply as "The Point". Holes were blasted into the ridge to accommodate a 47 mm (1.85 in) gun, and six 20 mm cannons. The positions were then sealed shut, leaving just a small slit to fire on the beaches. Similar positions were crafted along the 2-mile (3.2 km) stretch of landing beaches.

The beaches were also filled with thousands of obstacles for the landing craft, principally mines and a large number of heavy artillery shells buried with the fuses exposed to explode when they were run over. A battalion was placed along the beach to defend against the landing, but they were meant to merely delay the inevitable American advance inland.

American

Unlike the Japanese, who drastically altered their tactics for the upcoming battle, the American invasion plan was unchanged from that of previous amphibious landings, even after suffering 3,000 casualties and two months of delaying tactics against the entrenched Japanese defenders at the Battle of Biak.[10] On Peleliu, American planners chose to land on the southwest beaches because of their proximity to the airfield on South Peleliu. The 1st Marine Regiment, commanded by Colonel Lewis B. (Chesty) Puller, was to land on the northern end of the beaches. The 5th Marine Regiment, under Colonel Harold D. Harris, would land in the center, and the 7th Marine Regiment, under Col. Herman H. Hanneken, would land at the southern end.

The division's artillery regiment, the 11th Marines under Col. William H. Harrison, would land after the infantry regiments. The plan was for the 1st and 7th Marines to push inland, guarding the 5th Marines left and right flank, and allowing them to capture the airfield located directly to the center of the landing beaches. The 5th Marines were to push to the eastern shore, cutting the island in half. The 1st Marines would push north into the Umurbrogol, while the 7th Marines would clear the southern end of the island. Only one battalion was left behind in reserve, with the U.S. Army's 81st Infantry Division available for support from Angaur, just south of Peleliu.

On September 4, the Marines shipped off from their station on Pavuvu, just north of Guadalcanal, a 2,100-mile (3,400 km) trip across the Pacific to Peleliu. A U.S. Navy's Underwater Demolition Team went in first to clear the beaches of obstacles, while Navy warships began their pre-invasion bombardment of Peleliu on September 12.

The battleships Pennsylvania, Maryland, Mississippi, Tennessee and Idaho, heavy cruisers Indianapolis, Louisville, Minneapolis and Portland, and light cruisers Cleveland, Denver and Honolulu,[1]:29 led by the command ship Mount McKinley, subjected the tiny island, only 6 sq mi (16 km2) in size, to a massive three-day bombardment, pausing only to permit air strikes from the three aircraft carriers, five light aircraft carriers, and eleven escort carriers with the attack force.[11] A total of 519 rounds of 16 in (410 mm) shells, 1,845 rounds of 14 in (360 mm) shells and 1,793 500 lb (230 kg) bombs were dropped on the islands during this period.

The Americans believed the bombardment to be successful, as Rear Admiral Jesse Oldendorf claimed that the Navy had run out of targets.[11] In reality, the majority of the Japanese positions were completely unharmed. Even the battalion left to defend the beaches was virtually unscathed. During the assault, the island's defenders exercised unusual firing discipline to avoid giving away their positions. The bombardment managed only to destroy Japan's aircraft on the island, as well as the buildings surrounding the airfield. The Japanese remained in their fortified positions, ready to attack the American landing troops.

Opposing forces

Naval command structure for Operation Stalemate II

Admiral Chester W. Nimitz

Admiral William F. Halsey, Jr.

Vice Adm. Theo. S. Wilkinson

Expeditionary Troops and III Amphibious Corps commanders

Maj. Gen. Julian C. Smith

Maj. Gen. Roy S. Geiger

Marine ground commanders on Peleliu

Maj. Gen. William H. Rupertus

Oliver P. Smith as a major general

Lewis B. Puller as a major general

American order of battle

United States Pacific Fleet[12]

Admiral Chester W. Nimitz

US Third Fleet

Admiral William F. Halsey, Jr.

Joint Expeditionary Force (Task Force 31)

Vice Admiral Theodore S. Wilkinson

Expeditionary Troops (Task Force 36)

III Amphibious Corps[a]

Major General Julian C. Smith,[b] USMC

Western Landing Force (TG 36.1)

Major General Roy S. Geiger, USMC

1st Marine Division

Division Commander: Maj. Gen. William H. Rupertus,[c] USMC

Asst. Division Commander: Brig. Gen. Oliver P. Smith,[d] USMC

Chief of Staff: Col. John T. Selden, USMC

Beach assignments

Left (White 1 & 2)

1st Marine Regiment (Col. Lewis B. "Chesty" Puller,[e] USMC)

Co. A of the following: 1st Engineer Battalion, 1st Pioneer Battalion, 1st Medical Battalion, 1st Tank Battalion

Center (Orange 1 & 2)

5th Marine Regiment (Col. Harold D. "Bucky" Harris, USMC)

Co. B of the following: 1st Engineer Battalion, 1st Pioneer Battalion, 1st Medical Battalion, 1st Tank Battalion (reduced)

Right (Orange 3)

7th Marine Regiment (Col. Herman H. "Hard-Headed" Hanneken, USMC)

Co. C of the following: 1st Engineer Battalion, 1st Pioneer Battalion, 1st Medical Battalion, 1st Tank Battalion (reduced)

Other units

11th Marine Regiment, Artillery (Col. William H. Harrison, USMC)

12th Antiaircraft Artillery Battalion

1st Amphibian Tractor Battalion

3rd Armored Amphibian Tractor Battalion

4th, 5th, 6th Marine War Dog Platoons

UDT 6 and UDT 7

Japanese order of battle

Lt. Col. Kunio Nakagawa

Marine with captured Japanese 141mm mortar

Palau District Group[15]

Lieutenant General Inoue Sadao[f] (HQ on Koror Island)

Vice Admiral Yoshioka Ito

Maj. Gen. Kenjiro Murai[g]

14th Division (Lt. Gen. Sadao)

Peleliu Sector Unit (Lt. Col. Kunio Nakagawa[h])

2nd Infantry Regiment, Reinforced

2nd Bttn. / 2nd Infantry Regiment

3rd Bttn. / 2nd Infantry Regiment

3rd Bttn. / 15th Infantry Regiment

346th Bttn. / 53rd Independent Mixed Brigade

Battle

Landing

Routes of Allied landings on Peleliu, 15 September 1944

U.S. Marines landed on Peleliu at 08:32, on September 15, the 1st Marines to the north on White Beach 1 and 2 and the 5th and 7th Marines to the center and south on Orange Beach 1, 2, and 3.[1]:42–45 As the other landing craft approached the beaches, the Marines were caught in a crossfire when the Japanese opened the steel doors guarding their positions and fired artillery. The positions on the coral promontories guarding each flank fired on the Marines with 47 mm guns and 20 mm cannons. By 09:30, the Japanese had destroyed 60 LVTs and DUKWs.

5th Marines on Orange Beach

The 1st Marines were quickly bogged down by heavy fire from the extreme left flank and a 30-foot-high coral ridge, "The Point".[1]:49 Colonel Chesty Puller narrowly escaped death when a dud high velocity artillery round struck his LVT. His communications section was destroyed on its way to the beach by a hit from a 47 mm round. The 7th Marines faced a cluttered Orange Beach 3, with natural and man-made obstacles, forcing the Amtracs to approach in column.[1]:52

The 5th Marines made the most progress on the first day, aided by cover provided by coconut groves.[1]:51 They pushed toward the airfield, but were met with Nakagawa's first counterattack. His armored tank company raced across the airfield to push the Marines back, but was soon engaged by tanks, howitzers, naval guns, and dive bombers. Nakagawa's tanks and escorting infantrymen were quickly destroyed.[1]:57

At the end of the first day, the Americans held their 2-mile (3.2 km) stretch of landing beaches, but little else. Their biggest push in the south moved 1 mile (1.6 km) inland, but the 1st Marines to the north made very little progress because of the extremely thick resistance.[1]:42 The Marines had suffered 200 dead and 900 wounded. Rupertus, still unaware of his enemy's change of tactics, believed the Japanese would quickly crumble since their perimeter had been broken.[18]

Airfield/South Peleliu

On the second day, the 5th Marines moved to capture the airfield and push toward the eastern shore.[1]:61 They ran across the airfield, enduring heavy artillery fire from the highlands to the north, suffering heavy casualties in the process. After capturing the airfield, they rapidly advanced to the eastern end of Peleliu, leaving the island's southern defenders to be destroyed by the 7th Marines.[1]:58

This area was hotly contested by the Japanese, who still occupied numerous pillboxes. Heat indices[19] were around[20] 115 °F (46 °C), and the Marines soon suffered high casualties from heat exhaustion. Further complicating the situation, the Marines' water was distributed in empty oil drums, contaminating the water with the oil residue.[21] Still, by the eighth day the 5th and 7th Marines had accomplished their objectives, holding the airfield and the southern portion of the island, although the airfield remained under threat of sustained Japanese fire from the heights of Umurbrogol Mountain until the end of the battle.[11]

American forces put the airfield to use on the third day. L-2 Grasshoppers from VMO-3 began aerial spotting missions for Marine artillery and naval gunfire support. On September 26 (D+11), Marine F4U Corsairs from VMF-114 landed on the airstrip. The Corsairs began dive-bombing missions across Peleliu, firing rockets into open cave entrances for the infantrymen, and dropping napalm; it was only the second time the latter weapon had been used in the Pacific.[citation needed] Napalm proved useful, burning away the vegetation hiding spider holes and usually killing their occupants.

The time from liftoff to the target area for the Corsairs based on Peleliu Airfield was very short, sometimes only 10 to 15 seconds. Consequently, there was almost no time for pilots to raise their aircraft undercarriage; most pilots did not bother and left them down during the air strike. After the air strike was completed and the payload dropped, the Corsair simply turned back into the landing pattern again.

The Point

The fortress at the end of the southern landing beaches (a.k.a. “The Point”) continued to cause heavy Marine casualties due to enfilading fire from Japanese heavy machine guns and anti-tank artillery across the landing beaches. Puller ordered Captain George P. Hunt, commander of K Company, 3rd Battalion, 1st Marines, to capture the position. Hunt's company approached The Point short on supplies, having lost most of its machine guns while approaching the beaches. Hunt's second platoon was pinned down for nearly a day in an anti-tank trench between fortifications. The rest of his company was endangered when the Japanese cut a hole in their line, surrounding his company and leaving his right flank cut off.[1]:49

However, a rifle platoon began knocking out the Japanese gun positions one by one. Using smoke grenades for concealment, the platoon swept through each hole, destroying the positions with rifle grenades and close-quarters combat. After knocking out the six machine gun positions, the Marines faced the 47 mm gun cave. A lieutenant blinded the 47 mm gunner's visibility with a smoke grenade, allowing Corporal Henry W. Hahn to launch a grenade through the cave's aperture. The grenade detonated the 47 mm's shells, forcing the cave's occupants out with their bodies alight and their ammunition belts exploding around their waists. A Marine fire team was positioned on the flank of the cave where the emerging occupants were shot down.

K Company had captured The Point, but Nakagawa counterattacked. The next 30 hours saw four major counterattacks against a sole company, critically low on supplies, out of water, and surrounded. The Marines soon had to resort to hand-to-hand combat to fend off the Japanese attackers. By the time reinforcements arrived, the company had successfully repulsed all of the Japanese attacks, but had been reduced to 18 men, suffering 157 casualties during the battle for The Point.[1]:50–51 Hunt and Hahn were both awarded the Navy Cross for their actions.

Ngesebus Island

The 5th Marines—after having secured the airfield—were sent to capture Ngesebus Island, just north of Peleliu. Ngesebus was occupied by many Japanese artillery positions, and was the site of an airfield still under construction. The tiny island was connected to Peleliu by a small causeway, but 5th Marines commander Harris opted instead to make a shore-to-shore amphibious landing, predicting the causeway to be an obvious target for the island's defenders.[1]:77

Harris coordinated a pre-landing bombardment of the island on September 28, carried out by Army 155 mm (6.1 in) guns, naval guns, howitzers from the 11th Marines, strafing runs from VMF-114's Corsairs, and 75 mm (2.95 in) fire from the approaching LVTs.[1]:77 Unlike the Navy's bombardment of Peleliu, Harris' assault on Ngesebus successfully killed most of the Japanese defenders. The Marines still faced opposition in the ridges and caves, but the island fell quickly, with relatively light casualties for the 5th Marines. They had suffered 15 killed and 33 wounded, and inflicted 470 casualties on the Japanese.

Bloody Nose Ridge

After capturing The Point, the 1st Marines moved north into the Umurbrogol pocket,[1]:81 named "Bloody Nose Ridge" by the Marines. Puller led his men in numerous assaults, but each resulted in severe casualties from Japanese fire. The 1st Marines were trapped in the narrow paths between the ridges, with each ridge fortification supporting the other with deadly crossfire.

The Marines took increasingly high casualties as they slowly advanced through the ridges. The Japanese again showed unusual fire discipline, striking only when they could inflict maximum casualties. As casualties mounted, Japanese snipers began to take aim at stretcher bearers, knowing that if stretcher bearers were injured or killed, more would have to return to replace them, and the snipers could steadily pick off more and more Marines. The Japanese also infiltrated the American lines at night to attack the Marines in their fighting holes. The Marines built two-man fighting holes, so one Marine could sleep while the other kept watch for infiltrators.

One particularly bloody battle on Bloody Nose came when the 1st Battalion, 1st Marines—under the command of Major Raymond Davis—attacked Hill 100. Over six days of fighting, the battalion suffered 71% casualties. Captain Everett Pope and his company penetrated deep into the ridges, leading his remaining 90 men to seize what he thought was Hill 100. It took a day's fighting to reach what he thought was the crest of the hill, which was in fact another ridge occupied by more Japanese defenders.

Marine Pfc. Douglas Lightheart (right) cradles his .30 caliber (7.62×63mm) M1919 Browning machine gun in his lap, while he and Pfc. Gerald Thursby Sr. take a cigarette break, during mopping up operations on Peleliu on 15 September 1944.

Trapped at the base of the ridge, Captain Pope set up a small defense perimeter, which was attacked relentlessly by the Japanese throughout the night. The Marines soon ran out of ammunition, and had to fight the attackers with knives and fists, even resorting to throwing coral rock and empty ammunition boxes at the Japanese. Pope and his men managed to hold out until dawn came, which brought on more deadly fire. When they evacuated the position, only nine men remained. Pope later received the Medal of Honor for the action. (Picture of the Peleliu Memorial dedicated on the 50th anniversary of the landing on Peleliu with Captain Pope's name)

The Japanese eventually inflicted 70% casualties on Puller's 1st Marines, or 1,749 men.[1]:66 After six days of fighting in the ridges of Umurbrogol, General Roy Geiger, commander of the III Amphibious Corps, sent elements of U.S. Army's 81st Infantry Division to Peleliu to relieve the regiment.[1]:66 The 321st Regiment Combat Team landed on the western beaches of Peleliu—at the northern end of Umurbrogol mountain—on 23 September. The 321st and the 7th Marines encircled The Pocket by 24 Sept., D+9.[1]:75,81

By 15 October, the 7th Marines had suffered 46% casualties and General Geiger relieved them with the 5th Marines.[1]:83 Col. Harris adopted siege tactics, using bulldozers and flame-thrower tanks, pushing from the north.[1]:83–84 On October 30, the 81st Infantry Division took over command of Peleliu, taking another six weeks, with the same tactics, to reduce The Pocket.[1]:85

On 24 November, Nakagawa proclaimed "Our sword is broken and we have run out of spears". He then burnt his regimental colors and performed ritual suicide.[1]:86 He was posthumously promoted to lieutenant general for his valor displayed on Peleliu. On 27 November, the island was declared secure, ending the 73-day-long battle.[18]

A Japanese lieutenant with twenty-six 2nd Infantry soldiers and eight 45th Guard Force sailors held out in the caves in Peleliu until April 22, 1947, and surrendered after a Japanese admiral convinced them the war was over.[1]:81

Aftermath

The reduction of the Japanese pocket around Umurbrogol mountain has been called the most difficult fight that the U.S. military encountered in the entire war.[21] The 1st Marine Division was severely mauled and it remained out of action until the invasion of Okinawa began on April 1, 1945. In total, the 1st Marine Division suffered over 6,500 casualties during their month on Peleliu, over one third of their entire division. The 81st Infantry Division also suffered heavy losses with 3,300 casualties during their tenure on the island.

Postwar statisticians calculated that it took U.S. forces over 1500 rounds of ammunition to kill each Japanese defender and that, during the course of the battle, the Americans expended 13.32 million rounds of .30-calibre, 1.52 million rounds of .45-calibre, 693,657 rounds of .50-calibre bullets, 118,262 hand grenades, and approximately 150,000 mortar rounds.[11]

The battle was controversial in the United States due to the island's lack of strategic value and the high casualty rate. The defenders lacked the means to interfere with potential US operations in the Philippines[11] and the airfield captured on Peleliu did not play a key role in subsequent operations. Instead, the Ulithi Atoll in the Caroline Islands was used as a staging base for the invasion of Okinawa. The high casualty rate exceeded all other amphibious operations during the Pacific War.[7]

In addition, few news reports were published about the battle because Rupertus' prediction of a "three days" victory motivated only six reporters to report from shore. The battle was also overshadowed by MacArthur's return to the Philippines and the Allies' push towards Germany in Europe.

The battles for Angaur and Peleliu showed Americans the pattern of future Japanese island defense but they made few adjustments for the battles for Iwo Jima and Okinawa.[22] Naval bombardment prior to amphibious assault at Iwo Jima was only slightly more effective than at Peleliu, but at Okinawa the preliminary shelling was much improved.[23] Frogmen performing underwater demolition at Iwo Jima confused the enemy by sweeping both coasts, but later alerted Japanese defenders to the exact assault beaches at Okinawa.[23] American ground forces at Peleliu gained experience in assaulting heavily fortified positions such as they would find again at Okinawa.[24]

On the recommendation of Admiral William F. Halsey, Jr., the planned occupation of Yap Island in the Caroline Islands was canceled. Halsey actually recommended that the landings on Peleliu and Angaur be canceled, too, and their Marines and soldiers be thrown into Leyte Island instead, but was overruled by Nimitz.[25]

In popular culture

In the March of Time's 1951 documentary TV series, Crusade in the Pacific, Episode 17 is "The Fight for Bloody Nose Ridge."

In NBC-TV's 1952-53 documentary TV series Victory at Sea, Episode 18, "Two if by Sea" covers the assaults at Peleliu and Angaur.

The Battle of Peleliu is featured in many World War II themed video games, including Call of Duty: World at War. The player takes the role of a US Marine tasked with taking Peleliu Airfield, repelling counter-attacks, destroying machine-gun and mortar positions and eventually securing Japanese artillery emplacements at the point. In flight-simulation game War Thunder, two teams of players clash to hold the southern and northern airfields. In multi-player shooter Red Orchestra 2: Rising Storm, a team of American troops attack the defensive Japanese team's control points.

The battle including footage and stills are featured in the fifth episode of Ken Burns' The War.

The battle features in episodes 5, 6 and 7 of the TV mini-series The Pacific.

In his book, With the Old Breed, Eugene Bondurant Sledge described his experiences in the battle for Peleliu.

In 2015, the Japanese magazine Young Animal commenced serialization of Peleliu: Rakuen no Guernica by Masao Hiratsuka and artist Kazuyoshi Takeda, telling the story of the battle in manga form.

One of the final scenes in Parer's War, a 2014 Australian television film, shows the Battle of Peleliu recorded by Damien Parer with his camera at the time of his death.

The Peleliu Campaign features as one of the campaigns in the 2019 solitaire tactical wargame “Fields of Fire” Volume 2, designed by Ben Hull, published by GMT Games LLC.

Individual honors

Japan

Posthumous promotions

For heroism:

Colonel Kunio Nakagawa – lieutenant general

Kenjiro Murai – lieutenant general

United States

Pfc. Richard Kraus, USMC (age 18), killed in action

Medal of Honor recipients

Captain Everett P. Pope – 1st Battalion, 1st Marines

First Lieutenant Carlton R. Rouh – 1st Battalion, 5th Marines

Private First Class Arthur J. Jackson – 3rd Battalion, 7th Marines

Corporal Lewis K. Bausell –1st Battalion, 5th Marines (Posthumous)

Private First Class Richard E. Kraus – 8th Amphibian Tractor Battalion, 1st Marine Division (Reinforced) (Posthumous)

Private First Class John D. New – 2nd Battalion, 7th Marines (Posthumous)

Private First Class Wesley Phelps – 3rd Battalion, 7th Marines (Posthumous)

Private First Class Charles H. Roan – 2nd Battalion, 7th Marines (Posthumous)

Unit citations

D-day Peleliu, African Americans of one of the two segregated units that supported the 7th Marines - the 16th Marine Field Depot or the 17th Naval Construction Battalion Special take a break in the 115 degree heat, 09-15-1944 - NARA - 532535

Presidential Unit Citation:

1st Marine Division, September 15 to 29, 1944[26]

1st Amphibian Tractor Battalion, FMF[27]

U. S. Navy Flame Thrower Unit Attached[27]

6th Amphibian Tractor Battalion (Provisional), FMF[27]

3d Armored Amphibian Battalion (Provisional), FMF[27]

Detachment Eighth Amphibian Tractor Battalion, FMF[27]

454th Amphibian Truck Company, U. S. Army[27]

456th Amphibian Truck Company, U. S. Army[27]

4th Joint Assault Signal Company, FMF[27]

5th Separate Wire Platoon, FMF[27]

6th Separate Wire Platoon, FMF[27]

Detachment 33rd Naval Construction Battalion (202 Personnel)[27]

Detachment 73rd Naval Construction Battalion's Shore Party (241 Personnel)[27]

USMC Commendatory Letter:[i]

11th Marine Depot Company (segregated)

7th Marine Ammunition Company (segregated)

17th Special Naval Construction Battalion (segregated)

LEGO DC Comics Super Heroes Character Encyclopedia by Allen Tran

14

Cape Cod | Nantucket Ferry by lucas_roberts426

17

Information from: en.wikipedia.org/wiki/Cape_Cod

Cape Cod

From Wikipedia, the free encyclopedia

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This article is about the area of Massachusetts. For other uses, see Cape Cod (disambiguation).

For other uses, see Cod (disambiguation).

Coordinates: 41°41′20″N 70°17′49″W / 41.68889°N 70.29694°W / 41.68889; -70.29694

Map of Massachusetts, with Cape Cod (Barnstable County) indicated in red

Dunes on Sandy Neck are part of the Cape's barrier beach which helps to prevent erosion

Cape Cod, often referred to locally as simply the Cape, is an island and a cape in the easternmost portion of the state of Massachusetts, in the Northeastern United States. It is coextensive with Barnstable County. Several small islands right off Cape Cod, including Monomoy Island, Monomoscoy Island, Popponesset Island, and Seconsett Island, are also in Barnstable County, being part of municipalities with land on the Cape. The Cape's small-town character and large beachfront attract heavy tourism during the summer months.

Cape Cod was formed as the terminal moraine of a glacier, resulting in a peninsula in the Atlantic Ocean. In 1914, the Cape Cod Canal was cut through the base or isthmus of the peninsula, forming an island. The Cape Cod Commission refers to the resultant landmass as an island; as does the Federal Emergency Management Agency (FEMA) in regards to disaster preparedness.[1] It is still identified as a peninsula by geographers, who do not change landform designations based on man-made canal construction.[citation needed]

Unofficially, it is one of the biggest barrier islands in the world, shielding much of the Massachusetts coastline from North Atlantic storm waves. This protection helps to erode the Cape shoreline at the expense of cliffs, while protecting towns from Fairhaven to Marshfield.

Road vehicles from the mainland cross over the Cape Cod Canal via the Sagamore Bridge and the Bourne Bridge. The two bridges are parallel, with the Bourne Bridge located slightly farther southwest. In addition, the Cape Cod Canal Railroad Bridge carries railway freight as well as tourist passenger services.

Contents

[hide]

* 1 Geography and political divisions

o 1.1 "Upper" and "Lower"

* 2 Geology

* 3 Climate

* 4 Native population

* 5 History

* 6 Lighthouses of Cape Cod

* 7 Transportation

o 7.1 Bus

o 7.2 Rail

o 7.3 Taxi

* 8 Tourism

* 9 Sport fishing

* 10 Sports

* 11 Education

* 12 Islands off Cape Cod

* 13 See also

* 14 References

o 14.1 Notes

o 14.2 Sources

o 14.3 Further reading

* 15 External links

[edit] Geography and political divisions

Towns of Barnstable County

historical map of 1890

The highest elevation on Cape Cod is 306 feet (93 m), at the top of Pine Hill, in the Bourne portion of the Massachusetts Military Reservation. The lowest point is sea level.

The body of water located between Cape Cod and the mainland, bordered to the north by Massachusetts Bay, is Cape Cod Bay; west of Cape Cod is Buzzards Bay. The Cape Cod Canal, completed in 1916, connects Buzzards Bay to Cape Cod Bay; it shortened the trade route between New York and Boston by 62 miles.[2] To the south of Cape Cod lie Nantucket Sound; Nantucket and Martha's Vineyard, both large islands, and the mostly privately owned Elizabeth Islands.

Cape Cod incorporates all of Barnstable County, which comprises 15 towns: Bourne, Sandwich, Falmouth, and Mashpee, Barnstable, Yarmouth, Dennis, Harwich, Brewster, Chatham, Orleans, Eastham, Wellfleet, Truro, and Provincetown. Two of the county's fifteen towns (Bourne and Sandwich) include land on the mainland side of the Cape Cod Canal. The towns of Plymouth and Wareham, in adjacent Plymouth County, are sometimes considered to be part of Cape Cod but are not located on the island.

In the 17th century the designation Cape Cod applied only to the tip of the peninsula, essentially present-day Provincetown. Over the ensuing decades, the name came to mean all the land east of the Manomet and Scussett rivers - essentially the line of the 20th century Cape Cod Canal. Now, the complete towns of Bourne and Sandwich are widely considered to incorporate the full perimeter of Cape Cod, even though small parts of these towns are located on the west side of the canal. The canal divides the largest part of the peninsula from the mainland and the resultant landmass is sometimes referred to as an island.[3][4] Additionally some "Cape Codders" – residents of "The Cape" – refer to all land on the mainland side of the canal as "off-Cape."

For most of the 18th, 19th, and 20th centuries, Cape Cod was considered to consist of three sections:

* The Upper Cape is the part of Cape Cod closest to the mainland, comprising the towns of Bourne, Sandwich, Falmouth, and Mashpee. Falmouth is the home of the famous Woods Hole Oceanographic Institution and several other research organizations, and is also the most-used ferry connection to Martha's Vineyard. Falmouth is composed of several separate villages, including East Falmouth, Falmouth Village, Hatchville, North Falmouth, Teaticket, Waquoit, West Falmouth, and Woods Hole, as well as several smaller hamlets that are incorporated into their larger neighbors (e.g., Davisville, Falmouth Heights, Quissett, Sippewissett, and others).[5]

* The Mid-Cape includes the towns of Barnstable, Yarmouth and Dennis. The Mid-Cape area features many beautiful beaches, including warm-water beaches along Nantucket Sound, e.g., Kalmus Beach in Hyannis, which gets its name from one of the inventors of Technicolor, Herbert Kalmus. This popular windsurfing destination was bequeathed to the town of Barnstable by Dr. Kalmus on condition that it not be developed, possibly one of the first instances of open-space preservation in the US. The Mid-Cape is also the commercial and industrial center of the region. There are seven villages in Barnstable, including Barnstable Village, Centerville, Cotuit, Hyannis, Marstons Mills, Osterville, and West Barnstable, as well as several smaller hamlets that are incorporated into their larger neighbors (e.g., Craigville, Cummaquid, Hyannisport, Santuit, Wianno, and others).[6] There are three villages in Yarmouth: South Yarmouth, West Yarmouth and Yarmouthport. There are five villages in Dennis including, Dennis Village(North Dennis), East Dennis, West Dennis, South Dennis and Dennisport.[7]

* The Lower Cape traditionally included all of the rest of the Cape,or the towns of Harwich, Brewster, Chatham, Orleans, Eastham, Wellfleet, Truro, and Provincetown. This area includes the Cape Cod National Seashore, a national park comprising much of the outer Cape, including the entire east-facing coast, and is home to some of the most popular beaches in America, such as Coast Guard Beach and Nauset Light Beach in Eastham. Stephen Leatherman, aka "Dr. Beach", named Coast Guard Beach the 5th best beach in America for 2007.[8]

[edit] "Upper" and "Lower"

The terms "Upper" and "Lower" as applied to the Cape have nothing to do with north and south. Instead, they derive from maritime convention at the time when the principal means of transportation involved watercraft, and the prevailing westerly winds meant that a boat with sails traveling northeast in Cape Cod Bay would have the wind at its back and thus be going downwind, while a craft sailing southwest would be going against the wind, or upwind.[9] Similarly, on nearby Martha's Vineyard, "Up Island" still is the western section and "Down Island" is to the east, and in Maine, "Down East" is similarly defined by the winds and currents.

Over time, the reasons for the traditional nomenclature became unfamiliar and their meaning obscure. Late in the 1900s, new arrivals began calling towns from Eastham to Provincetown the "Outer Cape", yet another geographic descriptor which is still in use, as is the "Inner Cape."

[edit] Geology

Cape Cod and Cape Cod Bay from space.[10]

East of America, there stands in the open Atlantic the last fragment of an ancient and vanished land. Worn by the breakers and the rains, and disintegrated by the wind, it still stands bold.

“

”

Henry Beston, The Outermost House

Cape Cod forms a continuous archipelagic region with a thin line of islands stretching toward New York, historically known by naturalists as the Outer Lands. This continuity is due to the fact that the islands and Cape are all terminal glacial moraines laid down some 16,000 to 20,000 years ago.

Most of Cape Cod's geological history involves the advance and retreat of the Laurentide ice sheet in the late Pleistocene geological era and the subsequent changes in sea level. Using radiocarbon dating techniques, researchers have determined that around 23,000 years ago, the ice sheet reached its maximum southward advance over North America, and then started to retreat. Many "kettle ponds" — clear, cold lakes — were formed and remain on Cape Cod as a result of the receding glacier. By about 18,000 years ago, the ice sheet had retreated past Cape Cod. By roughly 15,000 years ago, it had retreated past southern New England. When so much of Earth's water was locked up in massive ice sheets, the sea level was lower. Truro's bayside beaches used to be a petrified forest, before it became a beach.

As the ice began to melt, the sea began to rise. Initially, sea level rose quickly, about 15 meters (50 ft) per 1,000 years, but then the rate declined. On Cape Cod, sea level rose roughly 3 meters (11 ft) per millennium between 6,000 and 2,000 years ago. After that, it continued to rise at about 1 meter (3 ft) per millennium. By 6,000 years ago, the sea level was high enough to start eroding the glacial deposits that the vanished continental ice sheet had left on Cape Cod. The water transported the eroded deposits north and south along the outer Cape's shoreline. Those reworked sediments that moved north went to the tip of Cape Cod.

Provincetown Spit, at the northern end of the Cape, consists largely of marine deposits, transported from farther up the shore. Sediments that moved south created the islands and shoals of Monomoy. So while other parts of the Cape have dwindled from the action of the waves, these parts of the Cape have grown.

Cape Cod National Seashore

This process continues today. Due to their position jutting out into the Atlantic Ocean, the Cape and islands are subject to massive coastal erosion. Geologists say that, due to erosion, the Cape will be completely submerged by the sea in thousands of years.[11] This erosion causes the washout of beaches and the destruction of the barrier islands; for example, the ocean broke through the barrier island at Chatham during Hurricane Bob in 1991, allowing waves and storm surges to hit the coast with no obstruction. Consequently, the sediment and sand from the beaches is being washed away and deposited elsewhere. While this destroys land in some places, it creates land elsewhere, most noticeably in marshes where sediment is deposited by waters running through them.

[edit] Climate

Although Cape Cod's weather[12] is typically more moderate than inland locations, there have been occasions where Cape Cod has dealt with the brunt of extreme weather situations (such as the Blizzard of 1954 and Hurricane of 1938). Because of the influence of the Atlantic Ocean, temperatures are typically a few degrees cooler in the summer and a few degrees warmer in the winter. A common misconception is that the climate is influenced largely by the warm Gulf Stream current, however that current turns eastward off the coast of Virginia and the waters off the Cape are more influenced by the cold Canadian Labrador Current. As a result, the ocean temperature rarely gets above 65 °F (18 °C), except along the shallow west coast of the Upper Cape.

The Cape's climate is also notorious for a delayed spring season, being surrounded by an ocean which is still cold from the winter; however, it is also known for an exceptionally mild fall season (Indian summer), thanks to the ocean remaining warm from the summer. The highest temperature ever recorded on Cape Cod was 104 °F (40 °C) in Provincetown[13], and the lowest temperature ever was −12 °F (−24.4 °C) in Barnstable.[14]

The water surrounding Cape Cod moderates winter temperatures enough to extend the USDA hardiness zone 7a to its northernmost limit in eastern North America.[15] Even though zone 7a (annual low = 0–5 degrees Fahrenheit) signifies no sub-zero temperatures annually, there have been several instances of temperatures reaching a few degrees below zero across the Cape (although it is rare, usually 1–5 times a year, typically depending on locale, sometimes not at all). Consequently, many plant species typically found in more southerly latitudes grow there, including Camellias, Ilex opaca, Magnolia grandiflora and Albizia julibrissin.

Precipitation on Cape Cod and the islands of Martha's Vineyard and Nantucket is the lowest in the New England region, averaging slightly less than 40 inches (1,000 mm) a year (most parts of New England average 42–46 inches). This is due to storm systems which move across western areas, building up in mountainous regions, and dissipating before reaching the coast where the land has leveled out. The region does not experience a greater number of sunny days however, as the number of cloudy days is the same as inland locales, in addition to increased fog. Snowfall is annual, but a lot less common than the rest of Massachusetts. On average, 30 inches of snow, which is a foot less than Boston, falls in an average winter. Snow is usually light, and comes in squalls on cold days. Storms that bring blizzard conditions and snow emergencies to the mainland, bring devastating ice storms or just heavy rains more frequently than large snow storms.

[hide]Climate data for Cape Cod

Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year

Average high °C (°F) 2.06

(35.7) 2.5

(36.5) 6.22

(43.2) 11.72

(53.1) 16.94

(62.5) 23.5

(74.3) 26.39

(79.5) 26.67

(80.0) 25.06

(77.1) 18.39

(65.1) 12.56

(54.6) 5.44

(41.8) 26.67

(80.0)

Average low °C (°F) -5.33

(22.4) -5

(23.0) -1.33

(29.6) 2.72

(36.9) 8.72

(47.7) 14.61

(58.3) 19.22

(66.6) 20.28

(68.5) 15.56

(60.0) 9.94

(49.9) 3.94

(39.1) -2.22

(28.0) -5.33

(22.4)

Precipitation mm (inches) 98

(3.86) 75.4

(2.97) 95

(3.74) 92.5

(3.64) 83.6

(3.29) 76.7

(3.02) 62.2

(2.45) 65

(2.56) 74.7

(2.94) 84.8

(3.34) 90.7

(3.57) 92.7

(3.65) 990.9

(39.01)

Source: World Meteorological Organisation (United Nations) [16]

[edit] Native population

Cape Cod has been the home of the Wampanoag tribe of Native American people for many centuries. They survived off the sea and were accomplished farmers. They understood the principles of sustainable forest management, and were known to light controlled fires to keep the underbrush in check. They helped the Pilgrims, who arrived in the fall of 1620, survive at their new Plymouth Colony. At the time, the dominant group was the Kakopee, known for their abilities at fishing. They were the first Native Americans to use large casting nets. Early colonial settlers recorded that the Kakopee numbered nearly 7,000.

Shortly after the Pilgrims arrived, the chief of the Kakopee, Mogauhok, attempted to make a treaty limiting colonial settlements. The effort failed after he succumbed to smallpox in 1625. Infectious diseases such as smallpox, measles and influenza caused the deaths of many other Kakopee and Wampanoag. They had no natural immunity to Eurasian diseases by then endemic among the English and other Europeans. Today, the only reminder of the Kakopee is a small public recreation area in Barnstable named for them. A historic marker notes the burial site of Mogauhok near Truro, although the location is conjecture.

While contractors were digging test wells in the eastern Massachusetts Military Reservation area, they discovered an archeological find.[citation needed] Excavation revealed the remains of a Kakopee village in Forestdale, a location in Sandwich. Researchers found a totem with a painted image of Mogauhok, portrayed in his chief's cape and brooch. The totem was discovered on property on Grand Oak Road. It is the first evidence other than colonial accounts of his role as an important Kakopee leader.

The Indians lost their lands through continued purchase and expropriation by the English colonists. The documentary Natives of the Narrowland (1993), narrated by actress Julie Harris, shows the history of the Wampanoag people through Cape Cod archaeological sites.

In 1974, the Mashpee Wampanoag Tribal Council was formed to articulate the concerns of those with Native American ancestry. They petitioned the federal government in 1975 and again in 1990 for official recognition of the Mashpee Wampanoag as a tribe. In May 2007, the Wampanoag tribe was finally federally recognized as a tribe.[17]

[edit] History

Cranberry picking in 1906

Cape Cod was a landmark for early explorers. It may have been the "Promontory of Vinland" mentioned by the Norse voyagers (985-1025). Giovanni da Verrazzano in 1524 approached it from the south. He named Martha's Vineyard Claudia, after the mother of the King of France.[18] The next year the explorer Esteban Gómez called it Cape St. James.

In 1602 Bartholomew Gosnold named it Cape Cod, the surviving term and the ninth oldest English place-name in the U.S.[19] Samuel de Champlain charted its sand-silted harbors in 1606 and Henry Hudson landed there in 1609. Captain John Smith noted it on his map of 1614 and at last the Pilgrims entered the "Cape Harbor" and – contrary to the popular myth of Plymouth Rock – made their first landing near present-day Provincetown on November 11, 1620. Nearby, in what is now Eastham, they had their first encounter with Native Americans.

Cape Cod was among the first places settled by the English in North America. Aside from Barnstable (1639), Sandwich (1637) and Yarmouth (1639), the Cape's fifteen towns developed slowly. The final town to be established on the Cape was Bourne in 1884.[20] Provincetown was a group of huts until the 18th century. A channel from Massachusetts Bay to Buzzards Bay is shown on Southack's map of 1717. The present Cape Cod Canal was slowly developed from 1870 to 1914. The Federal government purchased it in 1928.

Thanks to early colonial settlement and intensive land use, by the time Henry Thoreau saw Cape Cod during his four visits over 1849 to 1857[21], its vegetation was depauperate and trees were scarce. As the settlers heated by fires, and it took 10 to 20 cords (40 to 80 m³) of wood to heat a home, they cleared most of Cape Cod of timber early on. They planted familiar crops, but these were unsuited to Cape Cod's thin, glacially derived soils. For instance, much of Eastham was planted to wheat. The settlers practiced burning of woodlands to release nutrients into the soil. Improper and intensive farming led to erosion and the loss of topsoil. Farmers grazed their cattle on the grassy dunes of coastal Massachusetts, only to watch "in horror as the denuded sands `walked' over richer lands, burying cultivated fields and fences." Dunes on the outer Cape became more common and many harbors filled in with eroded soils.[22]

By 1800, most of Cape Cod's firewood had to be transported by boat from Maine. The paucity of vegetation was worsened by the raising of merino sheep that reached its peak in New England around 1840. The early industrial revolution, which occurred through much of Massachusetts and Rhode Island, mostly bypassed Cape Cod due to a lack of significant water power in the area. As a result, and also because of its geographic position, the Cape developed as a large fishing and whaling center. After 1860 and the opening of the American West, farmers abandoned agriculture on the Cape. By 1950 forests had recovered to an extent not seen since the 18th century.

Cape Cod became a summer haven for city dwellers beginning at the end of the 19th century. Improved rail transportation made the towns of the Upper Cape, such as Bourne and Falmouth, accessible to Bostonians. At the beginning of the twentieth century, the Northeastern mercantile elite built many large, shingled "cottages" along Buzzards Bay. The relaxed summer environment offered by Cape Cod was highlighted by writers including Joseph C. Lincoln, who published novels and countless short stories about Cape Cod folks in popular magazines such as the Saturday Evening Post and the Delineator.

Guglielmo Marconi made the first transatlantic wireless transmission originating in the United States from Cape Cod, at Wellfleet. The beach from which he transmitted has since been called Marconi Beach. In 1914 he opened the maritime wireless station WCC in Chatham. It supported the communications of Amelia Earhart, Howard Hughes, Admiral Byrd, and the Hindenburg. Marconi chose Chatham due to its vantage point on the Atlantic Ocean, surrounded on three sides by water. Walter Cronkite narrated a 17-minute documentary in 2005 about the history of the Chatham Station.

Much of the East-facing Atlantic seacoast of Cape Cod consists of wide, sandy beaches. In 1961, a significant portion of this coastline, already slated for housing subdivisions, was made a part of the Cape Cod National Seashore by President John F. Kennedy. It was protected from private development and preserved for public use. Large portions are open to the public, including the Marconi Site in Wellfleet. This is a park encompassing the site of the first two-way transoceanic radio transmission from the United States. (Theodore Roosevelt used Marconi's equipment for this transmission).

The Kennedy Compound in Hyannisport was President Kennedy's summer White House during his presidency. The Kennedy family continues to maintain residences on the compound. Other notable residents of Cape Cod have included actress Julie Harris, US Supreme Court justice Louis Brandeis, figure skater Todd Eldredge, and novelists Norman Mailer and Kurt Vonnegut. Influential natives included the patriot James Otis, historian and writer Mercy Otis Warren, jurist Lemuel Shaw, and naval officer John Percival.

[edit] Lighthouses of Cape Cod

Race Point Lighthouse in Provincetown (1876)

Lighthouses, from ancient times, have fascinated members of the human race. There is something about a lighted beacon that suggests hope and trust and appeals to the better instincts of mankind.

“

”

Edward Rowe Snow

Due to its dangerous constantly moving shoals, Cape Cod's shores have featured beacons which warn ships of the danger since very early in its history. There are numerous working lighthouses on Cape Cod and the Islands, including Highland Light, Nauset Light, Chatham Light, Race Point Light, and Nobska Light, mostly operated by the U.S. Coast Guard. The exception is Nauset Light, which was decommissioned in 1996 and is now maintained by the Nauset Light Preservation Society under the auspices of Cape Cod National Seashore. These lighthouses are frequently photographed symbols of Cape Cod.

Others include:

Upper Cape: Wings Neck

Mid Cape: Sandy Neck, South Hyannis, Lewis Bay, Bishop and Clerks, Bass River

Lower Cape: Wood End, Long Point, Monomoy, Stage Harbor, Pamet, Mayo Beach, Billingsgate, Three Sisters, Nauset, Highland

[edit] Transportation

Cape Cod is connected to the mainland by a pair of canal-spanning highway bridges from Bourne and Sagamore that were constructed in the 1930s, and a vertical-lift railroad bridge. The limited number of access points to the peninsula can result in large traffic backups during the tourist season.

The entire Cape is roughly bisected lengthwise by U.S. Route 6, locally known as the Mid-Cape Highway and officially as the Grand Army of the Republic Highway.

Commercial air service to Cape Cod operates out of Barnstable Municipal Airport and Provincetown Municipal Airport. Several bus lines service the Cape. There are ferry connections from Boston to Provincetown, as well as from Hyannis and Woods Hole to the islands.

Cape Cod has a public transportation network comprising buses operated by three different companies, a rail line, taxis and paratransit services.

The Bourne Bridge over the Cape Cod Canal, with the Cape Cod Canal Railroad Bridge in the background

[edit] Bus

Cape Cod Regional Transit Authority operates a year-round public bus system comprising three long distance routes and a local bus in Hyannis and Barnstable Village. From mid June until October, additional local routes are added in Falmouth and Provincetown. CCRTA also operates Barnstable County's ADA required paratransit (dial-a-ride) service, under the name "B-Bus."

Long distance bus service is available through Plymouth and Brockton Street Railway, with regular service to Boston and Logan Airport, as well as less frequent service to Provincetown. Peter Pan Bus Lines also runs long distance service to Providence T.F. Green Airport and New York City.

[edit] Rail

Regular passenger rail service through Cape Cod ended in 1959, quite possibly on June 30 of that year. In 1978, the tracks east of South Dennis were abandoned and replaced with the very popular bicycle path, known as the Cape Cod Rail Trail. Another bike path, the Shining Sea Bikeway, was built over tracks between Woods Hole and Falmouth in 1975; construction to extend this path to North Falmouth over 6.3 miles (10.1 km) of inactive rail bed began in April 2008[23] and ended in early 2009. Active freight service remains in the Upper Cape area in Sandwich and in Bourne, largely due to a trash transfer station located at Massachusetts Military Reservation along the Bourne-Falmouth rail line. In 1986, Amtrak ran a seasonal service in the summer from New York City to Hyannis called the Cape Codder. From 1988, Amtrak and the Massachusetts Department of Transportation increased service to a daily frequency.[24] Since its demise in 1996, there have been periodic discussions about reinstating passenger rail service from Boston to reduce car traffic to and from the Cape, with officials in Bourne seeking to re-extend MBTA Commuter Rail service from Middleboro to Buzzards Bay[25], despite a reluctant Beacon Hill legislature.

Cape Cod Central Railroad operates passenger train service on Cape Cod. The service is primarily tourist oriented and includes a dinner train. The scenic route between Downtown Hyannis and the Cape Cod Canal is about 2½ hours round trip. Massachusetts Coastal Railroad is also planning to return passenger railroad services eventually to the Bourne-Falmouth rail line in the future. An August 5, 2009 article on the New England Cable News channel, entitled South Coast rail project a priority for Mass. lawmakers, mentions a $1.4-billion railroad reconstruction plan by Governor Deval Patrick, and could mean rebuilding of old rail lines on the Cape. On November 21, 2009, the town of Falmouth saw its first passenger train in 12 years, a set of dinner train cars from Cape Cod Central. And a trip from the Mass Bay Railroad Enthusiasts on May 15, 2010 revealed a second trip along the Falmouth line.

[edit] Taxi

Taxicabs are plentiful, with several different companies operating out of different parts of the Cape. Except at the airport and some bus terminals with taxi stands, cabs must be booked ahead of time, with most operators preferring two to three hours notice. Cabs cannot be "hailed" anywhere in Barnstable County, this was outlawed in the early nineties after several robbery attempts on drivers.

Most companies utilize a New York City-style taximeter and charge based on distance plus an initial fee of $2 to $3. In Provincetown, cabs charge a flat fare per person anywhere in the town.

[edit] Tourism

Hyannis Harbor on Nantucket Sound

Although Cape Cod has a year-round population of about 230,000, it experiences a tourist season each summer, the beginning and end of which can be roughly approximated as Memorial Day and Labor Day, respectively. Many businesses are specifically targeted to summer visitors, and close during the eight to nine months of the "off season" (although the "on season" has been expanding somewhat in recent years due to Indian Summer, reduced lodging rates, and the number of people visiting the Cape after Labor Day who either have no school-age children, and the elderly, reducing the true "off season" to six or seven months). In the late 20th century, tourists and owners of second homes began visiting the Cape more and more in the spring and fall, softening the definition of the high season and expanding it somewhat (see above). Some particularly well-known Cape products and industries include cranberries, shellfish (particularly oysters and clams) and lobstering.

Provincetown, at the tip of Cape Cod, also berths several whale watching fleets who patrol the Stellwagen Bank National Marine Sanctuary. Most fleets guarantee a whale sighting (mostly humpback whale, fin whale, minke whale, sei whale, and critically endangered, the North Atlantic Right Whale), and one is the only federally certified operation qualified to rescue whales. Provincetown has also long been known as an art colony, attracting writers and artists. The town is home to the Cape's most attended art museum, the Provincetown Art Association and Museum. Many hotels and resorts are friendly to or cater to gay and lesbian tourists and it is known as a gay mecca in the summer.[26]

Cape Cod is a popular destination for beachgoers from all over. With 559.6 miles (900.6 km) of coastline, beaches, both public and private, are easily accessible. The Cape has upwards of sixty public beaches, many of which offer parking for non-residents for a daily fee (in summer). The Cape Cod National Seashore has 40 miles (64 km) of sandy beach and many walking paths.

Cape Cod is also popular for its outdoor activities like beach walking, biking, boating, fishing, go-karts, golfing, kayaking, miniature golf, and unique shopping. There are 27 public, daily-fee golf courses and 15 private courses on Cape Cod.[27] Bed and breakfasts or vacation houses are often used for lodging.

Each summer the Naukabout Music Festival is held at the Barnstable County Fair Grounds located in East Falmouth,(typically) during the first weekend of August. This Music festival features local, regional and national talent along with food, arts and family friendly activities.

[edit] Sport fishing

Cape Cod is known around the world as a spring-to-fall destination for sport anglers. Among the species most widely pursued are striped bass, bluefish, bluefin tuna, false albacore (little tunny), bonito, tautog, flounder and fluke. The Cape Cod Bay side of the Cape, from Sandwich to Provincetown, has several harbors, saltwater creeks, and shoals that hold bait fish and attract the larger game fish, such as striped bass, bluefish and bluefin tuna.

The outer edge of the Cape, from Provincetown to Falmouth, faces the open Atlantic from Provincetown to Chatham, and then the more protected water of Nantucket and Vineyard Sounds, from Chatham to Falmouth. The bays, harbors and shoals along this coastline also provide a robust habitat for game species, and during the late summer months warm-water species such as mahi-mahi and marlin will also appear on the southern edge of Cape Cod's waters. Nearly every harbor on Cape Cod hosts sport fishing charter boats, which run from May through October.[28]

[edit] Sports

The Cape has nine amateur baseball franchises playing within Barnstable County in the Cape Cod Baseball League. The Wareham Gatemen also play in the Cape Cod Baseball League in nearby Wareham, Massachusetts in Plymouth County. The league originated 1923, although intertown competition traces to 1866. Teams in the league are the Bourne Braves, Brewster Whitecaps, Chatham Anglers (formerly the Chatham Athletics), Cotuit Kettleers, Falmouth Commodores, Harwich Mariners, Hyannis Harbor Hawks (formerly the Hyannis Mets), Orleans Firebirds (formerly the Orleans Cardinals), Wareham Gatemen and the Yarmouth-Dennis Red Sox. Pro ball scouts frequent the games in the summer, looking for stars of the future.

Cape Cod is also a national hot bed for baseball and hockey. Along with the Cape Cod Baseball League and the new Junior Hockey League team, the Cape Cod Cubs, many high school players are being seriously recruited as well. Barnstable and Harwich have each sent multiple players to Division 1 colleges for baseball, Harwich has also won three State titles in the past 12 years (1996, 2006, 2007). Bourne and Sandwich, known rivals in hockey have won state championships recently. Bourne in 2004, and Sandwich in 2007. Nauset, Barnstable, and Martha's Vineyard are also state hockey powerhouses. Barnstable and Falmouth also hold the title of having one of the longest Thanksgiving football rivalries in the country. The teams have played each other every year on the Thanksgiving since 1895. The Bourne and Barnstable girl's volleyball teams are two of the best teams in the state and Barnstable in the country. With Bourne winning the State title in 2003 and 2007. In the past 15 years, Barnstable has won 12 Division 1 State titles and has won the state title the past two years.

The Cape also is home to the Cape Cod Frenzy, a team in the American Basketball Association.

Soccer on Cape Cod is represented by the Cape Cod Crusaders, playing in the USL Premier Development League (PDL) soccer based in Hyannis. In addition, a summer Cape Cod Adult Soccer League (CCASL) is active in several towns on the Cape.

Cape Cod is also the home of the Cape Cod Cubs, a new junior league hockey team that is based out of Hyannis at the new communtiy center being built of Bearses Way.

The end of each summer is marked with the running of the world famous Falmouth Road Race which is held on the 3rd Saturday in August. It draws about 10,000 runners to the Cape and showcases the finest runners in the world (mainly for the large purse that the race is able to offer). The race is 7.2 miles (11.6 km) long, which is a non-standard distance. The reason for the unusual distance is that the man who thought the race up (Tommy Leonard) was a bartender who wanted a race along the coast from one bar (The Cap'n Kidd in Woods Hole) to another (The Brothers Four in Falmouth Heights). While the bar in Falmouth Heights is no longer there, the race still starts at the front door of the Cap'n Kidd in Woods Hole and now finishes at the beach in Falmouth Heights. Prior to the Falmouth race is an annual 5-mile (8.0 km) race through Brewster called the Brew Run, held early in August.

[edit] Education

Each town usually consists of a few elementary schools, one or two middle schools and one large public high school that services the entire town. Exceptions to this include Dennis-Yarmouth Regional High School located in Yarmouth which services both the town of Yarmouth as well as Dennis and Nauset Regional High School located in Eastham which services the town of Brewster, Orleans, Eastham, Wellfleet, Truro, and Provincetown (optional). Bourne High School is the public school for students residing in the town of Bourne, which is gathered from villages in Bourne, including Sagamore, Sagamore Beach, and Buzzards Bay. Barnstable High School is the largest high school and is known for its girls' volleyball team which have been state champions a total of 12 times. Barnstable High School also boasts one of the country's best high school drama clubs which were awarded with a contract by Warner Brothers to created a documentary in webisode format based on their production of Wizard of Oz. Sturgis Charter Public School is a public school in Hyannis which was featured in Newsweek's Magazine's "Best High Schools" ranking. It ranked 28th in the country and 1st in the state of Massachusetts in the 2009 edition and ranked 43rd and 55th in the 2008 and 2007 edition, respectively. Sturgis offers the International Baccalaureate Diploma Programme in their junior and senior year and is open to students as far as Plymouth. The Cape also contains two vocational high schools. One is the Cape Cod Regional Technical High School in Harwich and the other is Upper Cape Cod Regional Technical High School located in Bourne. Lastly, Mashpee High School is home to the Mashpee Chapter of (SMPTE,) the Society of Motion Picture and Television Engineers. This chapter is the first and only high school chapter in the world to be a part of this organization and has received much recognition within the Los Angeles broadcasting industry as a result. The officers of this group who have made history are listed below:

* President: Ryan D. Stanley '11

* Vice-President Kenneth J. Peters '13

* Treasurer Eric N. Bergquist '11

* Secretary Andrew L. Medlar '11

In addition to public schools, Cape Cod has a wide range of private schools. The town of Barnstable has Trinity Christian Academy, Cape Cod Academy, St. Francis Xavier Preparatory School, and Pope John Paul II High School. Bourne offers the Waldorf School of Cape Cod, Orleans offers the Lighthouse Charter School for elementary and middle school students, and Falmouth offers Falmouth Academy. Riverview School is located in East Sandwich and is a special co-ed boarding school which services students as old as 22 who have learning disabilities. Another specialized school is the Penikese Island School located on Penikese Island, part of the Elizabeth Islands off southwestern Cape Cod, which services struggling and troubled teenage boys.

Cape Cod also contains two institutions of higher education. One is the Cape Cod Community College located in West Barnstable, Barnstable. The other is Massachusetts Maritime Academy in Buzzards Bay, Bourne. Massachusetts Maritime Academy is the oldest continuously operating maritime college in the United States.

[edit] Islands off Cape Cod

Like Cape Cod itself, the islands south of the Cape have evolved from whaling and trading areas to resort destinations, attracting wealthy families, celebrities, and other tourists. The islands include Nantucket and Martha's Vineyard, as well as Forbes family-owned Naushon Island, which was purchased by John Murray Forbes with profits from opium dealing in the China trade during the Opium War. Naushon is one of the Elizabeth Islands, many of which are privately owned. One of the publicly accessible Elizabeths is the southernmost island in the chain, Cuttyhunk, with a year-round population of 52 people. Several prominent families have established compounds or estates on the larger islands, making these islands some of the wealthiest resorts in the Northeast, yet they retain much of the early merchant trading and whaling culture.

59th Street Bridge | Queensborough by lucas_roberts426

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