Mammalogie, ou, Description des espèces de mammifères

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

biodiversitylibrary.org/page/39522517

Mammalogie, ou, Description des espèces de mammifères

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

biodiversitylibrary.org/page/39522493

Mammalogie, ou, Description des espèces de mammifères

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

biodiversitylibrary.org/page/39522431

U.S. Marine Corps photo.

 

From Wikipedia, the free encyclopedia

North Field

 

Ushi Point Airfield

Part of Twentieth Air Force

 

Coordinates15°04′19.36″N 145°38′18.13″ECoordinates: 15°04′19.36″N 145°38′18.13″E

TypeMilitary airfield

Site information

Controlled byUnited States Army Air Forces

Site history

Built1944

In use1944-1946

North Field is a former World War II airfield on Tinian in the Mariana Islands. Abandoned after the war, today North Field is a tourist attraction. Along with several adjacent beaches on which Allied forces landed during the Battle of Tinian, the airfield is the major component of the National Historic Landmark District Tinian Landing Beaches, Ushi Point Field, Tinian Island.

 

North Field was one of several bases for Twentieth Air Force Boeing B-29 Superfortress operations against the Japanese Home Islands in 1944–45. North Field contributed aircraft to the 1945 campaign to burn out Japanese cities with incendiary bombs, including the 9 March 1945 bombing of Tokyo which still stands as the most destructive air raid ever. North Field was the base for the 313th Bombardment Wing which carried out Operation Starvation, the dropping of naval mines in the harbors and sea lanes used by Japan. North Field was also the base for the 509th Composite Group which flew the atomic bombing raids on Hiroshima and Nagasaki in August 1945. The incendiary campaign (which destroyed 40% of the targeted cities),[1] the aerial mining campaign (which starved Japan of essential food imports) and the two atomic attacks have all been argued as major factors in the surrender of Japan.

 

History

See also: Battle of Tinian

Ushi Point Airfield

Tinian, with its sister islands of the Marianas, had passed through Spanish and German hands prior to becoming a Protectorate of Japan following World War I. Under Japanese administration, Tinian was largely a sugar plantation. In 1939, large-scale military construction began on Tinian by the Japanese Military. 1,200 prisoners were sent to the island from Japan for the construction of airfields as part of the defense of the Mariana Islands. By 1944, the island had three military airfields with a fourth under construction. What would become North Field was a Japanese airstrip 4,380' in length, known as Ushi Point Airfield and was home to the Nakajima C6N-1 reconnaissance aircraft of the 121st Kokutai Imperial Japanese Navy Air Service (IJNAS). Until the spring of 1944, the base remained largely out of major action.

 

By mid-1944, the Americans had advanced inside the Japanese ring of defense in the Pacific Theater. Tinian, located approximately 1,500 miles from mainland Japan, was well-suited for the United States Army Air Forces to establish a large staging area from which to conduct long-range strategic offensive air operations over the Japanese Home Islands with the new B-29 Superfortress. During early 1944, the B-29 heavy bombers were operating ineffectively from bases in China. Stationing the Superfortresses in the Marianas brought Japan within their effective range of operation, as well as provided the Twentieth Air Force with reliable means of support from the western ports of the United States.

 

The Ushi Point Airfield and its assigned aircrews did their part to repel American advances in the Marianas Islands but following the fall of Guam and Saipan to American forces in July 1944 it became clear that Tinian would be attacked next.

 

Assaulted on July 24, 1944 by United States Marines from Saipan, which had just been taken the previous month, the airfield was almost totally destroyed by the American naval bombardment and air attack prior to the assault by the 4th Marine Division. The Japanese were taken by surprise, with several aircraft being captured relatively intact inside a hangar. The offensive was regarded as one of the best-executed amphibious operations of the war. Ushi Point airfield fell to US forces on July 26 and was almost immediately handed over to the care of US Navy Construction Battalions, or Seabees. 1,500 Seabees landed with the initial forces on Tinian in July 1944 and immediately set to work repairing the damaged Japanese Ushi Point Airfield, even before the fighting had ended.

 

North Field construction

 

Once under American control, a massive construction project was begun on the north end of Tinian. Operating for over 45 days and nights, often while under fire, the Seabees initially repaired and extended the existing 4,380 ft runway and then added an additional two runways, each 8,000 ft long and lying in an East-West direction. Nearly the entire northern end of the island was occupied by runways, the airfield area, and the various support facilities and containment areas.

 

The Ushi Point Airfield was expanded with three 8000' runways involving the movement of nearly 1,000,000 cubic yards of earth and coral and the accumulation of some 900,000 truck miles. A fourth runway was constructed in May 1945 and hardstands built for 265 B-29 bombers. The four parallel 8,000 ft runways are oriented nearly East-West. Upon completion, North Field was the largest airfield in the world.

 

313th Bombardment Wing

 

North Field in 1945, just prior to the bombings of Hiroshima and Nagasaki by the 509th Composite Group

North Field came under the command of Twentieth Air Force XXI Bomber Command, with the 313th Bombardment Wing being the host unit at the expansive station in December 1944. Its operational groups were:

 

6th Bombardment Group (Circle R)

9th Bombardment Group (Circle X)

504th Bombardment Group (Circle E)

505th Bombardment Group (Circle W)

5th Photographic Reconnaissance Squadron (Very Long Range)

The four runways at North Field were lettered "A", "B", "C" and "D" from north to south. The 6th Group was parked on the south-side of Runway D, then going north the 9th Group was parked between C and D. The 504th between C and B, and the 505th on the north side of runway A. In addition, the B-29s were assigned specific hardstands for each aircraft so the ground crew could store spares and other items for each aircraft on them. The groups used the runway to the north side of their parking area hardstands, but this was not fast and firm, because if there was an accident and the runway was closed, the aircraft shifted to another runway.

  

Tinian, Mariana Islands, 1945 after airfield construction, looking north to south. The massive North Field, 313th Bombardment Wing in front, West Field, 58th Bombardment Wing, in background. The 313th BW consisted of 4 B-29 Superfortress Bombardment Groups, later adding the 509th Composite Group, which conducted the Atomic Bomb Attacks against Japan in August 1945.

Once in place, the groups of the 313th began flying missions, initially against Iwo Jima, the Truk Islands, and other Japanese held areas. Later, they flew low-level night incendiary raids on area targets in Japan; participated in mining operations in the Shimonoseki Strait, and contributed to the blockade of the Japanese Empire by mining harbors in Japan and Korea. In April 1945 the 313th assisted the invasion of Okinawa by bombing Japanese airfields used by kamikaze pilots.

 

A fifth group, the 509th Composite Group, was assigned to the wing in May 1945 from Wendover AAF, Utah. The 509th, although assigned to the 313th Bomb Wing, was operationally controlled by Headquarters, Twentieth Air Force. The 509th was given a base area near the airfield on the north tip of the island, several miles from the main installations in the center part of the island where the other groups were assigned. The 509th aircraft almost always used runway "A" and the aircraft were parked away from the other groups on the north side of the runway. Also unlike the other groups in the wing, the 509th used a wide variety of tail codes from various XXI Bomber Command groups, instead of using its own, so that the group's planes could not be identified by the Japanese. The 509th was also self-contained, and drew little in resources from the 313th Wing or its other groups.

 

In early August, the mission of the 509th was revealed when the group flew the atomic bomb missions over the enemy cities of Hiroshima and Nagasaki. In November, the 509th was relieved from assignment to the 313th Bomb Wing and was reassigned to Roswell AAF, New Mexico.

 

After the Japanese surrender in August, 313th Bomb Wing units dropped food and supplies to Allied prisoners of war and participated in show-of-force flights over Japan. The units of the 313th Bombardment Wing were either reassigned or inactivated within a few months after the end of the Pacific War. The last USAAF unit, the 505th Bombardment Group, left North Field on June 30, 1946, ending its use as an operational airfield. The 313th Bombardment Wing moved to Clark Field, Philippines on 1 February 1946.

 

The base was placed in a standby status until being closed on 30 March 1947.

 

North Field today

 

North Field, 27 August 2008

Having no real purpose or any use after 1947, North Field was soon officially abandoned by the USAAF. Immediately after the war, the locals on the island did not have to farm or do work of any kind for the first two years after the airfield was abandoned because the withdrawing American military forces left entire stocks of almost everything ranging from food, brand-new military uniforms and even ice-cream makers (these were simply left behind in North Field's many warehouses). Any of the locals who wanted to get a vehicle could just do so by heading to the airfield and drive it until it fell apart or could not be repaired anymore before getting another one. Some abandoned B-29 Superfortress bomber aircraft wrecks were also left behind at the airfield after the war ended, but these were eventually melted down for scrap metal in the 1950s.

 

The airfield has been steadily reclaimed by the dense tropical jungle on the island, being thoroughly abandoned and heavily overgrown. It is easily accessible by travelling just a few miles north of San Jose on the main north-south road, which is known as "Broadway". The runways (constructed out of crushed coral) are grayish-looking and quite weathered, but Runway Able and Runway Baker and some of the taxiways remain usable for driving on in an ordinary car, with considerable weed growth on the surface.

 

Other than the two worn-out runways, the taxiways, the empty remnants of the former Japanese-built administration buildings and the preserved loading/storage pits where the atomic bombs were loaded on the bomber aircraft, there is not much left of the old airfield. The forest has grown up to the edges of the runways and taxiways. The surviving airfield administration buildings, along with the airfield itself and the nearby landing beaches of White One and White Two, were designated a National Historic Landmark District for their role in the war.[2]

 

In 2003 Runway Able was cleared/grubbed and the flight path was brought up to current FAA requirements by the Navy Seabees of NMCB 28 in preparation for Exercise Tandem Thrust. A joint exercise with the US Marine Corps, Navy Seabees and US. Army Tropic Lighning Division. The Seabees successfully defended the runway and base from the Army's attack and then assisted the Army in creating the defenses against the Marines. Aircraft used in the attack were CH-47 and CH-53 helicopters. Runway Baker and adjoining taxiway's were cleared for ease of access. In addition, the Seabees donated additional time and help with several community projects. The secondary benefit of the clear and grub effort was the ability of the runway to be used by the Guam Air National Guard for training.

 

In 2013, Baker runway was partially refurbished by the United States Marine Corps for Exercise Forager Fury II. The exercise was a demonstration of the Marine Wing Support Squadron 171’s ability to displace rapidly and generate significant combat power in an expeditionary environment. A Marine Corps KC-130J Super Hercules landed on the runway 5 December 2013, the second aircraft to use North Field since 1947.[3] In the case of a surprise Chinese ballistic missile attack on US air bases in Japan with and South Korea, aircraft could be rapidly dispersed on WWII Pacific airfields, including Tinian.[4][5]

From Wikipedia, the free encyclopedia

 

History

United States

Name:Picking

Namesake:Sherwood Picking

Builder:Bethlehem Shipbuilding Corporation, Staten Island, N.Y.

Laid down:24 November 1942

Launched:1 June 1943

Commissioned:21 September 1943

Decommissioned:20 December 1945

Recommissioned:26 January 1951

Decommissioned:6 September 1969

Struck:1 March 1975

Fate:sunk as a target, 27 February 1997

General characteristics

Class and type:Fletcher-class destroyer

Displacement:2,050 tons

Length:376.4 ft (114.7 m)

Beam:39.6 ft (12.1 m)

Draft:13.8 ft (4.2 m)

Propulsion:

 

60,000 shp (45,000 kW);

2 propellers

 

Speed:38 kn (70 km/h; 44 mph)

Range:6,500 nmi (12,000 km; 7,500 mi) at 15 kn (28 km/h; 17 mph)

Complement:329

Armament:

 

5 × 5 in (127 mm)/38 cal. guns

10 × 40 mm AA guns,

7 × 20 mm AA guns,

10 × 21 inch (533 mm) torpedo tubes

 

USS Picking (DD-685), a Fletcher-class destroyer, was a ship of the United States Navy named for Sherwood Picking (1890–1941), a submarine commander during World War I.

 

She was decommissioned at Mare Island in 1969 not Long Beach. I was part of decommissioning crew.

 

Construction and commissioning

 

Picking (DD–685) was laid down on 24 November 1942 by Bethlehem Steel Co., Inc., Staten Island, N.Y.; launched on 1 June 1943; sponsored by Mrs. Sherwood Picking; and commissioned on 21 September 1943, Commander Raymond S. Lamb in command.

Service history

World War II

 

Following shakedown off Bermuda, Picking proceeded via the Panama Canal to Dutch Harbor, Alaska, where she arrived 28 December 1943 to serve with the North Pacific Fleet, Destroyer Squadron 49. She bombarded Paramushiro, Kuriles, 4 February 1944, Matsuwa Island, Kuriles, 13 June, and Paramushiro again 26 June. In August she steamed to San Francisco, California for upkeep, and then to Hawaii, arriving Pearl Harbor on the 31st where she joined the 3rd Fleet. Escorting attack transports, she arrived at Manus Island 3 October.

Picking in World War II.

 

Assigned to the 7th Fleet, she screened for the southern landings on Leyte 20 October. While escorting unloaded transports bound for Hollandia, New Guinea, she splashed one plane 24 October. Upon news of the Battle off Samar Island, Picking rushed to provide protection. She and Hale splashed one plane on 25 October. After the Battle for Leyte Gulf, she escorted Mount Olympus and Auriga to Manus Island and returned to Leyte 20 November to protect Allied convoys bringing reinforcements.

 

Following replenishment at Manus, Picking provided antiaircraft protection for the beachhead at Lingayen Gulf, Philippines on 9 January 1945. She screened landings at San Antonio, Philippines on 29 January and provided fire support and screen protection as troops went ashore on Mariveles on 15 February, and on Corregidor 16 February.

 

Following replenishment at Leyte, the destroyer arrived off Kerama Retto, Ryukyus on 26 March, and screened transports during landings that morning. Assigned to fire support duty on 1 April, she bombarded Japanese positions on Okinawa vigorously. She splashed two enemy planes on 6 April, another on 9 April, and saved one Navy aviator on 17 April. She rescued survivors from the destroyer Longshaw, off Naha, Okinawa, 18 May. Relieved of fire support duties on 7 June, she served as a radar picket until 23 June when she sailed for Saipan. Following her return to San Francisco at the end of the war, Picking decommissioned 20 December 1945, and entered the Pacific Reserve Fleet at San Diego.

1951 – 1969

Picking off Oahu, 1963.

 

In response to the Korean War, Picking recommissioned 26 January 1951. Following duty out of Newport, Rhode Island, she arrived at Yokosuka, Japan, 4 May 1953. Off Korea she operated with Task Forces 77 and 95, conducting shore bombardment with 95 and saved one naval aviator. Upon completion of Korean duty, she departed Sasebo, Japan on 5 August, and proceeded via the Suez Canal to Boston arriving 2 October.

 

Following stateside operations in 1954, she sailed 5 January 1955 for European and Mediterranean duty. Operating out of Derry, Northern Ireland, she studied British convoy escort techniques, and then served with the 6th Fleet, before returning to Newport 26 May.

 

Transferred to the Pacific Fleet, she arrived at Long Beach, California, 15 April 1956. She departed 5 June for a tour of duty with the 7th Fleet, which included a Taiwan patrol, and returned to Long Beach 18 November. Departing Long Beach 13 August, she made another tour of the Far East, and returned 24 January 1958. On her next WestPac deployment, 8 October 1958 to 27 March 1959, she operated with an antisubmarine hunter-killer group led by the aircraft carrier Yorktown. During this tour, she carried emergency supplies to the fire-damaged Japanese town of Koniya. In the fall she participated in antisubmarine exercises with Canadian forces off the west coast. From January to June 1960, and from August 1961 to February 1962, she made two more WestPac deployments. During the Cuban Missile Crisis of October 1962, she escorted the aircraft carrier Ranger. East coast operations and training filled 1963.

 

Deployed to the 7th Fleet on 13 March 1964, she performed escort duty off Vietnam in response to the Gulf of Tonkin incident before returning to Long Beach 2 October. Sailing for WestPac 10 July 1965, she arrived at Dixie Station off Vietnam 11 September. During September and November, she bombarded enemy positions in South Vietnam. She returned to Long Beach 16 December. Following training and local operations in 1966, she departed for WestPac 27 December. She bombarded enemy military, naval, and logistical areas in North and South Vietnam, and destroyed several logistical craft in coastal waters off North Vietnam. Training off the west coast in antisubmarine warfare and gunnery completed 1967. In February 1968 she departed for WestPac, and arrived at Yankee Station 25 April. Following gunfire support duty off South Vietnam and a return to Yankee Station, she arrived Long Beach 17 August.

 

Following duties with the Pacific Fleet in 1969, Picking decommissioned 6 September 1969 at Long Beach, Calif., and entered the Reserve Fleet.[1] She was stricken from the Navy list 1 March 1975, and sunk as a target 27 February 1997.

Honors and awards

Picking received five battle stars for World War II service. and one battle star for Korean service.

Following, a text, in english, from Wikipedia the free encyclopedia:

Great Egret

For the similar Australasian species, see Eastern Great Egret.

The Great Egret (Ardea alba), also known as the Great White Egret or Common Egret or (now not in use) Great White Heron,[1][2] is a large, widely-distributed egret. Distributed across most of the tropical and warmer temperate regions of the world, in southern Europe it is rather localized. In North America it is more widely distributed, and it is ubiquitous across the Sun Belt of the United States and in the rainforests of South America. It is sometimes confused with the Great White Heron in Florida, which is a white morph of the closely related Great Blue Heron (A. herodias). Note, however, that the name Great White Heron has occasionally been used to refer to the Great Egret.

Description:

The Great Egret is a large bird with all-white plumage that can reach one meter in height, weigh up to 950 grams (2.1 lb) and a wingspan of 165 to 215 cm. It is thus only slightly smaller than the Great Blue or Grey Heron (A. cinerea). Apart from size, the Great Egret can be distinguished from other white egrets by its yellow bill and black legs and feet, though the bill may become darker and the lower legs lighter in the breeding season. In breeding plumage, delicate ornamental feathers are borne on the back. Males and females are identical in appearance; juveniles look like non-breeding adults. It is a common species, usually easily seen. It has a slow flight, with its neck retracted. This is characteristic of herons and bitterns, and distinguishes them from storks, cranes, ibises, and spoonbills, which extend their necks in flight.

The Great Egret is not normally a vocal bird; at breeding colonies, however, it often gives a loud croaking cuk cuk cuk.

Systematics and taxonomy:

Like all egrets, it is a member of the heron family, Ardeidae. Traditionally classified with the storks in the Ciconiiformes, the Ardeidae are closer relatives of pelicans and belong in the Pelecaniformes instead. The Great Egret—unlike the typical egrets—does not belong to the genus Egretta but together with the great herons is today placed in Ardea. In the past, however, it was sometimes placed in Egretta or separated in a monotypic genus Casmerodius.

Subspecies

There were four subspecies in various parts of the world, which differ but little. Differences are bare part coloration in the breeding season and size; the largest A. a. modesta from Asia and Australasia is now considered a full species, the Eastern Great Egret (Ardea modesta). The remaining three subspecies are:

Ardea alba alba (Europe)

Ardea alba egretta (Americas)

Ardea alba melanorhynchos (Africa)

Ecology and status:

The Great Egret is partially migratory, with northern hemisphere birds moving south from areas with colder winters. It breeds in colonies in trees close to large lakes with reed beds or other extensive wetlands. It builds a bulky stick nest.

The Great Egret is generally a very successful species with a large and expanding range. In North America, large numbers of Great Egrets were killed around the end of the 19th century so that their plumes could be used to decorate hats. Numbers have since recovered as a result of conservation measures. Its range has expanded as far north as southern Canada. However, in some parts of the southern United States, its numbers have declined due to habitat loss. Nevertheless, it adapts well to human habitation and can be readily seen near wetlands and bodies of water in urban and suburban areas. In 1953 the Great Egret in flight was chosen as the symbol of the National Audubon Society, which was formed in part to prevent the killing of birds for their feathers.[3][4]

The Great Egret is one of the species to which the Agreement on the Conservation of African-Eurasian Migratory Waterbirds (AEWA) applies.

Diet:

The Great Egret feeds in shallow water or drier habitats, feeding mainly on fish, frogs, small mammals, and occasionally small birds and reptiles, spearing them with its long, sharp bill most of the time by standing still and allowing the prey to come within its striking distance of its bill which it uses as a spear. It will often wait motionless for prey, or slowly stalk its victim.

Though it might appear that they feed on the parasites of African buffaloes, they actually feed on leafhoppers, grasshoppers and other insects which are stirred open as buffaloes move about in water.

In culture:

The Great Egret is depicted on the reverse side of a 5-Brazilian reais banknote.

"White Egrets" is the title of Saint Lucian Poet Derek Walcott's fourteenth collection of poems.

 

A seguir, texto em português da Wikipédia, a enciclopédia livre:

 

Garça-branca-grande

A garça-branca-grande (Casmerodius albus, sin. Ardea alba), também conhecida apenas como garça-branca, é uma ave da ordem Ciconiiformes. É uma garça de vasta distribuição e pode ser encontrada em todo o Brasil.

Dieta:

Se alimenta de presas aquáticas, depois de aproximar-se sorrateiramente com o corpo abaixado e o pescoço recolhido e bicar seu alimento, esticando seu longo pescoço.

Taxonomia:

Subespécies

C. a. modesta - Ásia e Australasia

C. a. alba - Europa

C. a. egretta - América do Norte

C. a. melanorhynchos - África

Spincobra (スピンコブラ)

Mammalogie, ou, Description des espèces de mammifères

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

biodiversitylibrary.org/page/39522499

From Wikipedia, the free encyclopedia

 

USS Honolulu (CL-48), underway at sea, 9 February 1939.

History

United States

Name: Honolulu

Namesake: City of Honolulu, Hawaii

Ordered: 13 February 1929

Awarded:

 

22 August 1934 (date assigned to yard)

1 September 1934 (start of construction period)

 

Builder: New York Naval Yard, Brooklyn, New York

Laid down: 9 December 1935

Launched: 26 August 1937

Sponsored by: Miss Helen Poindexter

Commissioned: 15 June 1938

Decommissioned: 3 February 1947

Struck: 1 March 1959

Identification:

 

Hull symbol:CL-48

Code letters:NEKJ

ICS November.svgICS Echo.svgICS Kilo.svgICS Juliet.svg

 

Honors and

awards: Bronze-service-star-3d.png Silver-service-star-3d.png 8 × battle stars

Fate: Sold as scrap on 17 November 1959

General characteristics (as built)[1]

Class and type: Brooklyn-class cruiser

Displacement:

 

10,000 long tons (10,000 t) (estimated as design)

9,767 long tons (9,924 t) (standard)

12,207 long tons (12,403 t) (max)

 

Length:

 

600 ft (180 m) oa

608 ft 4 in (185.42 m) lwl

 

Beam: 61 ft 7 in (18.77 m)

Draft:

 

19 ft 9 in (6.02 m) (mean)

24 ft (7.3 m) (max)

 

Installed power:

 

8 × Steam boilers

100,000 shp (75,000 kW)

 

Propulsion:

 

4 × geared turbines

4 × screws

 

Speed: 32.5 kn (37.4 mph; 60.2 km/h)

Complement: 868 officers and enlisted

Armament:

 

15 × 6 in (150 mm)/47 caliber guns (5x3)

8 × 5 in (130 mm)/25 caliber anti-aircraft guns (8×1)

8 × caliber 0.50 in (13 mm) machine guns

 

Armor:

 

Belt: 3 1⁄4–5 in (83–127 mm)

Deck: 2 in (51 mm)

Barbettes: 6 in (150 mm)

Turrets: 1 1⁄4–6 in (32–152 mm)

Conning Tower: 2 1⁄4–5 in (57–127 mm)

 

Aircraft carried: 4 × SOC Seagull floatplanes

Aviation facilities: 2 × stern catapults

General characteristics (1945)[2][3]

Armament:

 

15 × 6 in (150 mm)/47 caliber guns (5x3)

8 × 5 in (130 mm)/25 caliber anti-aircraft guns (8×1)

4 × quad 40 mm (1.6 in) Bofors anti-aircraft guns

2 × twin 40 mm (1.6 in) Bofors anti-aircraft guns

18 × single 20 mm (0.79 in) Oerlikon anti-aircraft cannons

 

USS Honolulu (CL-48) of the United States Navy was a Brooklyn-class light cruiser active in the Pacific War (World War II). Honolulu was launched in 1937 and commissioned in 1938. The ship served in the Battle of Tassafaronga, the Battle of Kula Gulf, the Battle of Kolombangara and the Battle of Peleliu. She was taken out of action by serious torpedo damage just before the Battle of Leyte Gulf. She was repaired, but did not return to the Pacific war. She was decommissioned in 1947 and was held in reserve until she was scrapped in 1959.

 

Inter-war period

 

The second Navy ship named for the city of Honolulu, Hawaii, she was launched on 26 August 1937 at the New York Navy Yard, sponsored by Helen Poindexter (the daughter of Joseph B. Poindexter, the Governor of Hawaii), and commissioned on 15 June 1938, with Captain Oscar Smith in command.[4]

 

After a shakedown cruise to England, Honolulu engaged in fleet problems and exercises in the Caribbean Sea. She steamed from New York on 24 May 1939 to join the Pacific Fleet, arriving at San Pedro, California on 14 June. For the remainder of the year, she engaged in exercises along the West Coast. During the first half of 1940, Honolulu continued operations out of Long Beach, California and after an overhaul at the Puget Sound shipyard, she steamed out of Long Beach Naval Shipyard on 5 November for duty from Pearl Harbor. She operated there through 1941, and she was moored at the Naval Station when the Japanese launched their attack on Pearl Harbor on 7 December 1941. Honolulu suffered only minor hull damage from a near miss.[4]

World War II

 

Following repairs, she sailed on 12 January 1942 to escort a convoy to San Francisco, California, arriving on 21 January. The cruiser continued convoy escort duty to Australia, Samoa, and the United States until late May.[4]

 

With the Japanese pushing north towards Alaska, Honolulu departed on 29 May to strengthen forces in that area. After two months of continuous operations out of Kodiak, Alaska, she proceeded to Kiska in the Aleutian Islands on 7 August, to begin bombardment of the island. On 21 August, she screened the first American landings in the Aleutians at Adak Island. After shipyard work at the Mare Island Naval Shipyard, Honolulu departed from San Francisco on 3 November 1942, escorting a convoy to Noumea in the South Pacific. Later that month, Honolulu sailed from Espiritu Santo in the New Hebrides Islands to intercept a Japanese Navy convoy attempting to reinforce their positions on Guadalcanal in the Solomon Islands. The Battle of Tassafaronga began shortly before midnight on 30 November, continuing through the night.[4] One Japanese destroyer was sunk by American cruiser gunfire, but four cruisers were hit by Japanese torpedoes, with one of the cruisers, Northampton, sinking. Honolulu escaped serious damage in this notable Japanese victory that had very little impact on the fighting on Guadalcanal.[5]

 

Honolulu operated out of Espiritu Santo in early 1943 with Task Force 67 (TF 67) in an attempt to engage the "Tokyo Express". During May, she engaged in bombardments of New Georgia in the Solomons. Honolulu departed from Espiritu Santo on 28 June for more bombardments in the Solomons. After supporting the landings on New Georgia Island on 4 July, she opened fire on enemy ships in the Battle of Kula Gulf, knocking out one destroyer and assisting in the destruction of others.[4]

 

The battle-proven cruiser had another opportunity to confront the Japanese fleet on 13 July, in the Battle of Kolombangara. Shortly after midnight, contact was made with an enemy cruiser-destroyer force in "The Slot". At 0110, Honolulu opened fire on a Sendai-class cruiser. After three salvos, the target burst into flame and was soon dead in the water. Honolulu shifted fire to an enemy destroyer, which was immediately hit and disappeared. At 0211, a torpedo struck the starboard side of Honolulu, blowing a hole in her hull. The task force then retired to Tulagi for temporary repairs, and then departed for the large naval base at Pearl Harbor. On 16 August, Honolulu arrived at Pearl Harbor for major repairs.[4] She then proceeded to the shipyard at Mare Island, near San Francisco, for more work.

 

After the additional repairs at Mare Island, Honolulu departed from San Francisco on 17 November to continue her role in the struggle against Japan. She arrived at Espiritu Santo on 11 December, and then resumed operations in the Solomons later that month. On 27 December, she engaged in the bombardment of an enemy barge, troop, and supply concentration on Bougainville Island. In the early months of 1944, the cruiser continued bombardments and patrols in the Solomon Islands. She screened the landings on Green Island on 13 February, before retiring from the Solomons to begin preparations for the Saipan and Guam operations in the Mariana Islands.[4]

 

Honolulu took part in bombardments of the southeastern part of Saipan Island in early June as the Navy and Marines leaped across the Pacific. While bombarding Guam in mid-June, Honolulu was deployed northwest to intercept the Japanese fleet. She returned to Eniwetok Atoll on 28 June for replenishments, before providing support for the invasion of Guam. She remained on station for three weeks, performing great service with her accurate gunfire, before returning to Purvis Bay on Florida Island in the Solomons on 18 August. Honolulu steamed out on 6 September to provide fire support for the landings in the Palau Islands, such as at Peleliu Island and Anguar, remaining in this area during September unopposed by the Japanese fleet. America now had decisive command of the sea, and therefore nearly full freedom of operations.[4]

Battle of Leyte

 

Honolulu departed from the staging area at Manus Island in the Admiralty Islands on 12 October, and steamed towards the Philippines for the invasion of Leyte. She began a bombardment from Leyte Gulf on 19 October, and the next day she began screening the landings. At 1600, on 20 October an enemy torpedo plane was sighted as it aimed its torpedo at Honolulu. Despite the skillful maneuvering of Captain Thurber to evade, the torpedo found its mark on her port side.[4]

 

Honolulu sailed out the next day, arriving at Manus on 29 October for temporary repairs, and then steamed for Norfolk, Virginia on 19 November, arriving on 20 December via Pearl Harbor, San Diego, California, and the Panama Canal. Honolulu remained at Norfolk for the duration of the war, undergoing repairs, and after a shakedown cruise in October 1945, she steamed to Newport, Rhode Island, for duty as a training ship. Honolulu arrived at Philadelphia on 8 January 1946 and was decommissioned there on 3 February 1947, and joined the Reserve Fleet at Philadelphia.[4] Stricken on 1 March 1959, Honolulu was sold for scrapping to Bethlehem Steel on 17 November 1959.[4]

Awards

 

Honolulu received eight battle stars for World War II service.[4]

 

Navy Unit Commendation, for 5-Jul-1943 to 14-Jul-1943 around the time of the Battle of Kula Gulf and the Battle of Kolombangara, 12-Sep-1944 to 20-Oct-1944 around the time of the Battle of Peleliu and Battle of Leyte and 30-Nov-1942, the Battle of Tassafaronga.[6][7]

 

Science can help, but a good photographer has more feelings than science!

"editor-in-chief" James H.Marsh.

 

Edmonton, Hurtig Publishers Limited, [january] 1985. ISBN o-8883o-269-X.

 

3 volumes in 9-1/8 12-1/16 x 5 ivory linen-covered brown board slipbox, both sides printed gold foil letterpress:

 

1. THE CANADIAN ENCYCLOPEDIA VOLUME I A - For..

ISBN o-8883o-27o-3.

8-7/16 x 1o-7/8, 176 sheets white Rolland 5o Lb S.T. Encyclopedia Opaque folded to 22 signatures of 8 sheets each, sewn pearl white in 11 stitches & glued into white heavy bond endpapers & 8-13/16 x 11-5/16 navy linen-covered boards with approx.1-7/16" yellow & blue cloth applique head~ & tailbands, spine only printed gold foil letterpress, interiors all except 5 pp (versos of free endleaves & 3rd, 4th & 19th leaves) printed black offset with 3-colour process additions to 257 pp (436 black only); paginated i-xxxvii/1-666;

 

2. THE CANADIAN ENCYCLOPEDIA VOLUME II For - Pat.

ISBN o-8883o-271-1.

as volume 1 but sewn pearl cream in double-stitches, 3-colour process additions to 339 pp (365 black only); paginated 669-137o;

 

3. THE CANADIAN ENCYCLOPEDIA VOLUME III Pat - Z.

ISBN o-8883o-272-X.

as volume 1 but 18o sheets in 23 signatures (the 18th of 4 sheets), with 3-colour process additions to 284 pp (431 black only); paginated 1373-2o89.

 

all volumes with uniform endpaper graphic by Tom McNeely.

 

2676 contributors ID'd (note: 376 asterisked names contribute to all 3 volumes; questioned names appear in the index without their contribution(s) having been located):

Caroline Louise Abbott*, Irving Abella*, Thomas S.Abler*, Baha R.Abu-Laban, Donald F.Acton, W.Peter Adams, Peter A.Adie, Catherine Ahearn, David E.Aiken*, Jim Albert, Frederick A.Aldrich, Peter Aliknak, Gratien Allaire, Jacques Allard, A.Richard Allen, Karyn Elizabeth Allen, Max Allen, Robert S.Allen*, Willard F.Allen, Marlene Michele Alt*, John Amatt, Laurent Amiot, Pierre Anctil, Bob Anderson, Donald W.Anderson*, Doris H.Anderson*, Duncan M.Anderson, Frank W.Anderson, Grace Merle Anderson, Peter S.Anderson*, Christopher A.Andreae, Bernard Andres*, Sheila Andrew, Florence K.Andrews, Donald F.P.Andrus, Paul Anicef, Thomas H.Anstey*, Louis Applebaum, Christon I.Archer*, David J.W.Archer, Clinton Archibald, Mary Archibald, Eugene Arima, Allan Arlett, Leslie Armour, G.M.H.Armstrong(?), Pat Armstrong, W.Armstrong, John T.Arnason, Georges Arsenault, Celine Arseneault*, Eric R.Arthur, Alan F.J.Artibise*, Michael I.Asch, Kenojuak Ashevak, Kiugak Ashoona, Athanasios Asimakopulos, Alain Asselin, Barbara Astman, John Atchison, Margaret Atwood, Irene E.Aubrey, Alasi Audla, Karl Aun, Peter J.Austin-Smith, Helgi H.Austman, Donald H.Avery, William A.Ayer, Hugh D.Ayers, G.Burton Ayles, John Ayre, Maureen Aytenfisu, Douglas R.Babcock, Robert H.Babcock, Robert E.Babe, Morrell P.Bachynski, George Back, Harry Baglole, David H.Bai, Margaret J.Baigent, Karen E.Bailey, David M.Baird, Patricia A.Baird, Allan J.Baker, G.Blaine Baker, Melvin Baker*, Douglas O.Baldwin, John R.Baldwin, Gordon Bale, Robert J.Bandoni, Paul A.Banfield, Marilyn J.Barber, Douglas F.Barbour*, Clifford A.V.Barker, Jon C.Barlow, Jean Barman, David T.Barnard, John Barnes, Reg Barnes, Elinor Barr, John J.Barr, Robert F.Barratt*, [--?--] Barrett, Tony Barrett, Wayne R.Barrett, H.J.Barrie, Ted Barris*, George S.Barry, Donald R.Bartlett, William Henry Bartlett, James F.Basinger, Peter A.Baskerville, Marilyn J.Baszczynski, Alan H.Batten*, Jean-Louis Baudouin(?), Carol Baum, Jules Bazin, Gladys Bean, William R.Beard, Belinda A.Beaton*, Henri Beau, Gerald-A.Beaudoin*, Rejean Beaudoin, Jacqueline Beaudoin-Ross, Louise Beaudry, France Beauregard, Brian P.N.Beaven, J.Murray Beck*, Margaret Beckman, John Beckwith, Roger Bedard, Michael Bedford, Don R.Beer, Michael D.Behiels*, Madeleine Beland, Mario Beland, Guy Belanger, Real Belanger, Rene Belanger, Jean Belisle, Norman W.Bell, Ruben C.Bellan, Andre Belleau, Jacques-Nicolas Bellin, Rene J.Belzile*, J.W.Bengough, Gerry Bennett, John Bennett*, Edward Horton Bensley, Douglas Bentham, D.M.R.Bentley, W.D.Bentley, David J.Bercuson, William Von Moll Berczy, John J.Bergen, Jeniva Berger, Thomas R.Berger, Claude Bergeron, A.T.Bergerud, Norbert Berkowitz, Andre Bernard, Frank R.Bernard*, Jean-Paul Bernard, Jean-Thomas Bernard, Jacques Bernier*, Marc Bernier, Silvie Bernier, Elliott Bernshaw, Nicole Bernshaw, Jonathan Berry, Michael J.Berry, Ralph Berry, Pierre Berton*, Neil Besner*, Diane E.Bessa, Carl Betke, Roger Betz, John Michael Bewers, Onnig Beylerian, M.Vincent Bezeau, Reginald W.Bibby, Gilles Bibeau, Ivan B.Bickell, Julius Bigauskas, Petro B.T.Bilaniuk, B.C.Binning, Carolyn J.Bird(?), Michael S.Bird, Richard M.Bird, Andrew Birrell, Carol Anne Bishop, Charles A.Bishop, Mary F.Bishop, Alastair Bissett-Johnson, Conrad M.Black, Joseph Laurence Black, Meredith Jean Black, Naomi Black, Robert G.Blackadar, Robert H.Blackburn, John D.Blackwell, Alex M.Blair, Robert Blair, Andre Blais, Phyllis R.Blakeley, Elsie Blaschke, J.Sherman Bleakney, Bertram C.Blevis, Lawrence C.Bliss, Michael Bliss, E.D.Blodgett, Jean Blodgett, Hans Blohn, Ronald Bloor, Arthur W.Blue, Robin W.Boadway, David A.Boag, Douglas H.Bocking*, Jack Boddington, Trevor Boddy, John M.Bodner, George J.Boer, James P.Bogart, Jean Sutherland Boggs, Tibor Bognar, Gilles Boileau, Aurelien Boivin, Bernard Boivin*, Jean Boivin, Andre Bolduc, Yves Bolduc, Glen W.Boles*, Francis W.P.Bolger, Kenneth E.Bollinger, George Bonavia, Flint Bondurant, Joseph Bonenfant, Gayle Bonish, Roy Bonisteel, Rudy Boonstra*, Paul-Emil Borduas, Robert Bothwell*, Robert D.Bott, Randy Bouchard*, Michel A.Boucher, Gilles Boulet, Roger H.Boulet, Doug Boult, Andre G.Bourassa*, Nicole Bourbonnais, Pierre L.Bourgault, Patricia E.Bovey, Wilbur Fee Bowker, Roy T.Bowles, Hartwell Bowsfield, Christine Boyanoski, Farrell M.Boyce, John Boyd, Oliver A.Bradt, William J.Brady, Chris Braiden, F.Gerald Brander, Guy R.Brassard, Ted J.Brasser, Bernard Brault, R.Matthew Bray*, David H.Breen*, Francois Bregha, Willard Brehaut*, J.William Brennan*, Paul W.Brennan, Fred Breummer, John E.C.Brierley*, Jean L.Briggs, David R.Brillinger, Jack Brink, Ralph O.Brinkhurst, Andre Brochu, Irwin M.Brodo, Somer Brodribb, Alan A.Brookes, Ian A.Brookes*, Bill Brooks*, David B.Brooks, Robert S.Broughton, David Brown, Desmond H.Brown*, E.Brown, Jennifer S.H.Brown*, R.G.B.Brown*, Robert Craig Brown, Roy I.Brown, Thomas E.Brown*, Lorne D.Bruce, John H.Brumley, Alan G.Brunger, Reinhart A.Brust, Rorke Bardon Bryan, Giles Bradley Bryant, Thomas A.Brzustowki, [--?--] Buache, Norman Buchignani, Ruth Matheson Buck, Phillip A.Buckner*, Geoff Budden, Susan Buggey, Lise Buisson, J.M.Bumsted*, James Burant, Joan Burke, Robert D.Burke, Jean Burnet, David Burnett*, Marilyn Schiff Burnett*, Dorothy K.Burnham, Eedson Louis Millard Burns, Robert J.Burns, Robin Burns, Ian Burton, Jack Bush, Paul Buteux*, Frank Taylor Butler, K.Jack Butler, William Butterfield, Edward Butts, Robert E.Butts, Marcel Cadotte, John C.Callaghan, John W.Callahan, Lorraine Camerlain, Bill Cameron, Christina Cameron, Duncan Cameron, Elspeth Cameron, Wendy Cameron*, A.Barrie Campbell, Beverly Campbell, Douglas F.Campbell, Gordon Campbell, Ian A.Campbell*, J.Milton Campbell, Neil John Campbell, Percy I.Campbell(?), Sandra Campbell, Richard Campion, William T.Cannon, Pierre Cantin, Usher Caplan, Emily F.Carasco, Clifton F.Carbin, Douglas Cardinal, Patrick Robert Thomas Cardy, Thomas H.Carefoot, J.M.S.Careless*, Jock Alan Carlisle, Derek Caron, Laurent G.Caron, Carole H.Carpenter, Ken Carpenter, Emily Carr, Gaston Carriere, Carman V.Carroll, Brian G.Carter, George E.Carter, Margaret Carter, Richard J.Cashin, Ian Casselman, George Catlin, Paul B.Cavers*, Richard Chabot, Roland Chagnon, Edward J.Chambers, Francis J.Chambers, James Chambers, Robert D.Chambers, Michel Champagne*, James K.Chapman, John D.Chapman, Louis Charbonneau, Murray Norman Charlton, L.Margaret Chartrand, Luc chatrand, Rene Chartrand, Brian D.E.Chatterton, Michael Vincent Cheff, Walter I.Childers, Peter D.Chimbos, Alexander J.Chisholm, Robert Choquette, Catherine D.Chorniawy, Timothy J.Christian, William E.Christian, Carl A.Christie, G.L.Christie, Innis Christie, B.Bert Chubey, Charles Stephen Churcher*, Janet Chute, S.Donald C.Chutter, Jacques Cinq-Mars, V.Claerhout*, John J.Clague, Michael Thomas Clandinin, A.McFadyen Clark, Howard C.Clark, Lovell C.Clark*, Paraskeva Clark, Robert H.Clark, T.Alan Clark, Thomas H.Clark, R.Allyn Clarke*, Stephen Clarkson, Wallace Clement, Nathalie Clerk*, Norman Clermont, Yves W.Clermont, Howard Clifford, Richard T.Clippingdae*, W.J.Clouston, Nicole Cloutier, Gigi Clowes, Brian W.Coad, John P.Coakley, Donna Coates, Bente Roed Cochran, J.P.Cockburn, James Cockburn, William James Cody*, Dale R.Cogswell, Fred Cogswell, Stanley A.Cohen, Susan G.Cole, Patricia H.Coleman, Elizabeth Collard, Malcolm M.C.Collins, John Robert Colombo*, Alex Colville, Charles Comfort, Odette Condemine, M.Patricia Connelly, James T.H.Connor, Leonard W.Conolly, Robert J.Conover*, Margaret Conrad, A.Brandon Conron, Brian E.Conway, F.Graham Cooch, Eung-Do Cook, Francis R.Cook, Owen Cook, Kenyon Cooke, O.A.Cooke*, David Cooper, Gordon William Cope, Pierre Corbeil, Frank Corcoran, J.Clement Cormier, Peter McCaul Cornell, Vincenzo Coronelli, Frank Cosentino*, Ronald L.Cosper, Jacques Cotnam, Robert T.Coupland, Thomas J.Courchene, John J.Courtney, John J.Cove, Jeff G.Cowan, Harold G.Coward, Bruce Cox, Diane Wilson Cox, Michael F.Crabb*, Laurence Harold Cragg, Mary M.Craig*, Terrence L.Craig, Ian K.Crain, Brian A.Crane, David Crane, John L.Cranmer-Byng, Donald A.Cranstone, David L.Craven, Roy D.Crawford, Tim Creery, Philippe Crine, Harold Crookell, John Crosby*, Michael S.Cross, Diane Crossley, E.J.Crossman, Omer Croteau, A.David Crowe, Keith Jeffray Crowe, David M.Cruden, David A.Cruickshank, Paul E.Crunican, Rudolf P.Cujes, Maurice Cullen, Carman W.Cumming, Leslie Merrill Cumming, Philip J.Currie, Raymond F.Currie, Walter A.Curtin*, Christopher G.Curtis*, James E.Curtis, Leonard J.Cusack, Maurice Cutler, Jerome S.Cybulski, Joachim B.Czypionka, Anne Innis Dagg, Lorraine G.D'Agincourt*, Edward H.Dahl, Hallvard Dahlie, Moshie E.Dahms, Hugh Monro Dale, Ralph Dale, John H.Dales, Micheline D'Allaire, F.Dally, D.Daly, Eric W.Daly, Pierre Dansereau, Ruth Danys, Regna Darnell, Hugh A.Daubeny, Paul Davenport, Gilbert David, Helene David, Peter P.David, William A.B.Davidson, Adriana A.Davies, Gwendolyn Davies, Jim Davies, John A.Davies, R.K.S.Davies, Thomas Davies, Ann Davis, Chuck Davis, Richard C.Davis, Michael J.Dawe, John M.Day, Lawrence Day, Barbara K.Deans, P.Dearden, Chris DeBresson, Theod De Bry, Malcolm Graeme Decarie, Samuel De Champlain*, Bart F.Deeg*, Ronald K.Deeprose, James DeFelice, C.G.Van Zyll De Jong, Nicolas J.De Jong*, J.De Lavoye, Vincent M.Del Buono, Guillaume Delisle, L.Denis Delorme, Hugh A.Dempsey*, L.James Dempsey, A.A.Den Otter, Dora De Pedery-Hunt, Honor De Pencier, D.De Richeterre, Jacques F.Derome, Duncan R.Derry, Ramsay Derry, Peter Desbarats, Pierre Desceliers, Donald Deschenes, Jean-Luc DesGranges, Andree Desilets*, Yvon Desloges, Gerald L.De Sorcy, Marquis De Tracy, John DeVisser*, Lyle Dick, Lloyd Merlin Dickie, John A.Dickinson, W.Trevor Dickinson, Nigel Dickson, Larry Dillon, Milan V.Dimic, Gerard Dion, Rene Dion, Gerald E.Dirks, Patricia G.Dirks, Richard J.Diubaldo, Murray Dobbin, Mike Dobel, A.Rodney Dobell, Diane Dodd, Donald Andrew Dodman, Audrey D.Doerr, Allen Doiron, Claude Ernest Dolman, Louise Dompierre, Mairi Donaldson, Sue Ann Donaldson, Mark A.Donelan(?), Margaret Mary Donnelly, John Donner, Andre Donneur, Penelope B.R.Doob*, Peter K.Doody, Joyce Doolittle, Anthony H.J.Dorsey, Gilles Dorian, Lydia Dotto, Roger A.Doucet, Leonard A.Doucette, Charles Dougall, Jane L.Dougan, Charles Douglas, W.A.B.Douglas*, William F.Dowbiggin, R.Keith Downey, Arthur T.Doyle*, Denzil J.Doyle, Richard J.Doyle, Pierre Doyon, Sharon Drache, Derek C.Drager, Wilhelmina M.Drake, D.W.Draper, James A.Draper, Nandor Fred Dreisziger, Kenneth F.Drinkwater, Bernadette Driscoll, Jean-Pierre Drolet, Glenn Drover, Ian M.Drummond*, R.Norman Drummond, Jean E.Dryden, Patrick D.Drysdale, Jean-Marie M.Dubois*, James R.Dubro, Leo Ducharme, Raymond Duchesne*, Francois Duchesneau, Jean-Marcel Duciaume, Madeleine Ducroq-Poirier, J.Dennis Duffy*, M.R.Dufresne, Walter W.Duley, Gaston Dulong, Micheline Dumont, Max J.Dunbar, Graham W.Duncan, Leonard Duncan, Neil J.Duncan, Marilyn E.Dunlop, A.Davidson Dunton, Jean R.Duperreault, Jean-Claude Dupont, Rene Durocher, Gabriel Dussault, Noel Dyck, Charles C.Dyer, James G.Dykes, John A.Eagle*, Peter R.Eakins, Ross Eaman, Harry C.Eastman, Dorothy Harley Eber, William John Eccles*, Christine Eddie, E.V.Eddie, Charles Edenshaw, Morris Edwards, Oliver Edward Edwards, Peggy Edwards, Roger B.Ehrhardt, Margrit Eichler, Neil Einarson, Wilfred L.Eisnor, R.Bruce Elder, Jean Elford, Peter Douglas Elias, C.W.J.Eliot, David R.Elliott, James A.Elliott, Kosso Eloul, John A.Elson, George Emery, Donald W.Emmerson, Douglas B.Emmons, Maurice Emond, William F.Empey, John R.English*, Murray W.Enkin, Philip C.Enros, Frank H.Epp, Robert Bruce Erb, Arthur Erickson, Anthony J.Erskine, Sorel Etrog, Brian L.Evans*, David Evans*, James Evans, John Evans, Ivan Kenneth Eyre, Joe Fafard, Curtis Fahey, Valerie J.Fall, A.Murray Fallis, Peter V.Fankboner, D.M.L.Farr*, Dorothy M.Farr, Fred Farrell*, Alison Feder, Sergey Fedoroff, Margery Fee, Kevin O'Brien Fehr, William Feindel, Seth R.Feldman, Donald Fenna, William O.Fennell, M.Brock Fenton, Terry L.Fenton, Bob L.Ferguson*, Howard L.Ferguson, Mary W.Ferguson*, Jean Ferron, Doug Fetherling*, George Field, John L.Field, Richard Henning Field, Leonard M.Findlay, Howard R.Fink, Maxwell Finklestein, Douglas A.Finlayson*, Gerard Finn, Douglas J.Fisher, Richard S.Fisher, Robin Fisher, Stan C.Fisher, John Walter Fitsell, Lionel LeMoine FitzGerald, Patrick J.Fitzgerald, Tim Fitzharris*, David J.Flaherty, Thomas Flanagan, R.B.Fleming, Sandford Fleming, Marilyn G.Flitton, Halle Flygare*, David G.Fong*, Maxwell L.Foran, Ernest R.Forbes*, R.E.Forbes, William B.Forbes, Richard G.Forbis, Dennis P.Forcese, Anne Rochon Ford, Clifford Ford, Derek C.Ford, Gillian Ford, Susan Ford, Bertrand Forest, Ronald W.Forrester, Warren D.Forrester, Eugene Alfred Forsey*, Frank R.Forsyth, Peter A.Forsyth, Claire-Andree Fortin, Gerald Fortin, Charles N.Forward, William F.Forward, Brian F.Foss, Franklin L.Foster, J.Bristol Foster, John E.Foster*, Michael K.Foster, Glenn B.Foulds, Nancy Brown Foulds, Edith M.Fowke, Marian Fowler, Charlie Fox, Paul W.Fox, Richard C.Fox, Daniel Francis*, Diane Francis, David Frank*, Julius F.Frank*, Colin Athel Franklin, C.E.S.Franks*, David Fransen, Robert T.Franson, Arman Frappier(?), Jorge Frascara, John A.Fraser, Kathleen D.J.Fraser, Robert Lochiel Fraser*, Pierre Frechette, Howard Townley Fredeen, Benjamin Freedman, Gordon Russel Freeman, Mac Freeman, Milton M.R.Freeman, Minnie Aodla Freeman, Roger D.Freeman, Walter H.P.Freitag, Carey French, Hugh M.French, James S.Frideres, Gerald Friesen, James D.Friesen, Stanley Brice Frost, Adam G.Fuerstenberg, Robert Fulford, Anthony M.Fuller, George R.Fuller, Thomas Fuller, William A.Fuller, Douglas H.Fullerton, Ian F.Furniss, Richard W.Fyfe*, William S.Fyfe, Rene Robert Gadacz*, Chad Gaffield, David P.Gagan, Michel Gagne, Francois-Marc Gagnon*, Victor Gaizauskas, Claude Galarneau, Peggy Gale, Gerald L.Gall*, Daniel T.Gallacher, Paul Gallagher, Strome Galloway, Natarajan Ganapathy, Herman Ganzevoort, David E.Gardner*, Eve Gardner, Norman Gardner, Ron Gardner, Christopher J.R.Garrett, John F.Garrett, Jane Gaskell, Lise Gauvin, M.J.Gauvin, Hugh J.Gayler, Douglas A.Geekie, John Grigsby Geiger*, Valerius Geist*, John Gellner, Paul Gendreau, Ghislain Gendron, M.V.George, Joseph F.Gerrath(?), Julia Gersovitz, Trisha Gessler, Ian A.L.Getty, Elmer N.Ghostkeeper(?), Jacques R.Giard, Sandra Gibb, Kenneth M.Gibbons, Graeme Gibson, Lee Gibson, William C.Gibson, Perry James Giffen, Elizabeth Hollingsworth Gignac, Richard Giguere, C.W.Gilchrist, J.N.Giles, John Patrick Gillese, Beryl C.Gillespie, Bill Gillespie, John M.Gillett, Margaret Gillett, Geraldine Gilliss, Alan M.Gillmor, Cedric Gillot, J.C.Gilson, Yves Gingras*, Andre Girouard, J.Gleadah, Burton Glendenning, Michael Gnarowski, David J.Goa, Barbara Godard, Ensley A.Godby, W.Earl Godfrey*, William G.Godfrey, R.Bruce Godwin(?), Cy Gonick, Cecilia A.Gonzales, Bryan N.S.Gooch, S.James Gooding, Jerry Goodis, John T.Goodman, R.G.Goold, Arthur S.Goos, Paul A.Goranson, Anne Gordon, Donald C.Gordon, Walter L.Gordon, Deborah Gorham, Harriet R.Gorham, Stanley W.Gorham, Calvin Carl Gotlieb, Daniel H.Gottesman, Barry Morton Gough, Joseph B.Gough, Judy Gouin*, Allan M.Gould*, Henri Goulet, Benoit-Beaudry Gourd*, James Iain Gow, Alan Gowans, J.Wesley Graham, Jane E.Graham, John F.Graham, Katherine A.Graham, Roger Graham, E.H.Grainger, J.L.Granatstein*, Alix Granger, Luc Granger, John A.G.Grant, John Webster Grant, Peter Grant*, Ted Grant, Carolyn Elizabeth Gray, David Robert Gray, Earle Gray*, G.Ronald Gray, James T.Gray, D'Arcy M.Greaves, Harold V.Green, J.Paul Green, Janet Green, Leslie C.Green*, Melvyn Green, Richard Green*, Reesa Greenberg, John P.Greene, Thomas B.Greenfield(?), Brereton Greenhous*, Cyril Greenland, John Edward Ross Greenshields, Allan Greer, Patrick T.Gregory, Robert W.Gregory, Julius H.Grey, Norman T.Gridgeman*, Foster J.K.Griezic, Herbert L.Griffin, John D.M.Griffin, Anthony J.F.Griffiths, Barry Griffiths, Graham C.D.Griffiths, Naomi E.S.Griffiths, Sergio Grinstein, Jack W.Grove, Patrick D.Gruber, Hans E.Gruen, Dennis Guest*, Hal J.Guest*, Arman Guilmette, Bernadette Guilmette, H.Pearson Gundy, Kristjana Gunnars, S.W.Gunner, Harry Emmet Gunning, Allan Guy, Julian Gwyn, Richard J.Gwyn, Peter P.Haanappel, Erich Haber, Carlotta Hacker, Jim Hackler, Yvonne Yazbeck Haddad, Keith D.Hage, H.Haig, G.Brenton Haliburton, David J.Hall*, Frederick A.Hall*, Jim Hall, John W.Hall, Roger Hall, Mary E.Hallett, Hugh A.Halliday, Ian Halliday, Mary Halloran, Gerald Hallowell, Beryl M.Hallworth*, Francess G.Halpenny, Marjorie M.Halpin, V.Carl Hamacher, Louis-Edmond Hamelin, Donald G.Hamilton, Sally A.Hamilton, William B.Hamilton, Brent M.Hamre, Geoffrey Hancock, Lyn Hancock*, Piers Handling*, James Hanrahan, Asbjorn T.Hansen, John D.Harbron, Peter Harcourt, David F.Hardwick, Jean-Pierre Hardy, Rene Hardy, F.Kenneth Hare, Clara Hargittay, J.Anthony Hargreaves, Alex M.Harper, J.Russell Harper*, Richard Harrington*, Cole Harris, G.J.Harris, Lawren Harris, Peter Harris, R.Cole Harris, Robert Harris, Stephen Harris*, Stuart A.Harris, Lionel G.Harrison, Peter J.Harte, Al Harvey, David J.Harvey, Fred J.Hatch, Wilbert O.Haufe, Jo Hauser, Ronald G.Haycock*, Michael Hayden, Florence C.Hayes, David M.Hayne*, Robert H.Haynes, Carol Hayter, Henry F.Heald, Trevor D.Heaver, Richard J.Hebda, Gerard Hebert, C.D.Heidenreich, Conrad E.Heidenreich, Frederick M.Helleiner, Rudolph A.Helling, June Helm, Bruce S.Heming, Odile Henault, William B.Henderson, Tom Hendry, E.Henn, Ralph L.Hennessy, Jacques Henripin, Michael M.Henry, Yude M.Henteleff, Frank Alec Herbert, George Heriot, Alex W.Herman, Craig Heron*, Don J.Herperger, Stephen M.Herrero, Ingo Hessel, Phillip Hewett, Irving Hexham, Benedykt Heydenkorn, Edward S.Hickcox, Michael Hickman, Donald Higgins, David Higgs, Walter Hildebrandt, Charles Christie Hill, Harry M.Hill, Stanley Hill, Tom Hill, James K.Hiller*, Anne Trowell Hillmer*, Norman Hillmer*, W.G.R.Hind, Ole Hindsgaul, Sherman Hines, Akira Hirose, Carolyn Hlus, Helen Hobbs, R.Gerald Hobbs, James Hockings, John Edwin Hodgetts*, Bruce W.Hodgins, J.W.Hodgins, Judith F.M.Hoeniger, J.J.Hogan*, Helen Sawyer Hogg, Gerald Holdsworth, H.T.Holman, C.Janet Holmes, Jeffrey Holmes, John W.Holmes, Eric J.Holmgren*, Alvin George Hong, Frances Ann Hopkins, Robin Hopper, Peter Hopwood, Michiel Horn, Alan S.Hourston, C.Stuat Houston*, James Houston, Ross K.Howard, Victor M.Howard, Colin D.Howell, Julie O.Hrapko, Raymond Hudon, Douglas R.Hudson, Raymond J.A.Huel, Fred Huffman, Richard David Hughes, Elizabeth Hulse, William Humber*, Stephen Hume, Monte Hummel, Jack Humphrey, Charles W.Humphries, Edward William Humphrys, [--?--] Hunsberger, Geoffrey Hunt, John R.Hunter, Tony Hunt, Kenneth E.Hunter, Mel Hurtig, Mervyn J.Huston, Linda Hutcheon, Gerald M.Hutchinson, Roger C.Hutchinson, Richard J.Huyda, A.M.J.Hyatt, Doreen Marie Indra, Elizabeth Ingolfsrud, Avrom Isaacs, Colin F.W.Isaacs, Bill Ivy, David Jackel, Susan Jackel*, Sydney W.Jackman, A.Y.Jackson, Bernard S.Jackson, Graham Jackson, Harold Jackson, John D.Jackson, John James Jackson, John N.Jackson, Lionel E.Jackson, Robert J.Jackson, Roger C.Jackson, Stephen O.Jackson, Peter Jacob, Ronny Jacques, Cornelius J.Jaenen*, Donna James, Ellen S.James, Ross D.James*, Sheilagh S.Jameson, Stuart M.Jamieson, Hudson N.Janisch, Christian T.L.Janssen, Lorraine L.Janus, Richard A.Jarrell, Marguerite Jean, Alan H.Jeeves, T.Jefferys, Robert Jekyll, Michael Jenkin, Phyllis Marie Jensen, Vickie D.Jensen, Jane Jenson, L.Martin Jerry, Alan M.Jessop, Dean Jobb, Louis Jobin, Jan C.Jofriet(?), Peter Johansen, Timothy Johns, Walter H.Johns, J.K.Johnson, Peter Wade Johnson, Alfred G.Johnston, C.Fred Johnston, Charles M.Johnston, Frances E.M.Johnston, Frank Johnston, Hugh Johnston, Patricia C.Johnston, Richard Johnston, W.Stafford Johnston, William Johnston, Brian Jones, David Phillip Jones, Elwood Hugh Jones, Gaynor G.Jones, Laura Jones, Richard A.Jones*, Alan V.Jopling*, Colin Jose, Neal R.Jotham, Walter Jungkind, Richard Kadulski, Joseph Kage, A.A.Kahil, Patricia Kaiser, Warren E.Kalbach, Henry Kalen, Stephan Felix Kaliski, Helmut Kallman*, Karen Dazelle Kallweit*, Harold D.Kalman*, Paul Kane*, George Kapelos, Martha Kaplan, William Edward Kaplan, Isabel Kaprielian, Urjo Kareda, Malak Karsh, Yousuf Karsh, Peter Karsten, Elinor Mary Kartzmark, Naim Kattan, Martin L.Kaufmann, Leslie S.Kawamura, Gregory S.Kealey*, David R.Keane, King S.Kearns, Michael J.Keen, David L.Keenlyside, Elaine Keillor, W.J.Keith, William Stirling Keizer*, Frances C.Kelley, Louis Gerard Kelly, David D.Kemp, Walter H.Kemp, Kay Kendall, John Edward Kendle, Dorothy Kennedy*, J.E.Kennedy, John L.Kennedy*, Elizabeth H.Kennell, John A.C.Kentfield, John P.B.Kenyon, Walter A.Kenyon, Kenneth Kernaghan, Lois Kathleen Kernaghan*, Adam J.Kerr, Gordon R.Kerr, Robert B.Kerr, Stephen R.Kerr, Paula Kestelman, Jean-Pierre Kesteman, Wilfred H.Kesterton, Keith S.Ketchen, Douglas Keith McEwan Kevan*, Peter G.Kevan(?), J.E.Michael Kew, John Keyes, Bruce Kidd, Thomas W.Kierans, Gerald Killan, M.G.Kingshott, Ray A.Kingsmith, Stanislav J.Kirschbaum, John James Kirton, Walter Klaassen, Murray S.Klamkin, Lewis N.Klar, Stanley Klenganberg, Harold R.Klinck, Robert B.Klymasz, Richard W.Knapton*, Judith Knelman, Alan R.Knight, David B.Knight, Robert Hugh Knowles, Brian M.Knudsen, Franz M.Koennecke, Wray E.Koepke, Lilly Koltun, Paul M.Koroscil, J.Anthony Koslow, Myrna Anne Kostash, Tony Kot, Vladimir J.Krajina, Kate Kranck, Stephen J.Kraseman, Cheryl Krasnick(?), Peter V.Krats, J.A.Kraulis*, Charles J.Krebs, F.Henry Krenz, Cornelius Krieghoff, Andrea Kristof, Jerg Kroener, Martin Krossel, Larry L.Kulisek, Walter O.Kupsch, William Kurelek, Eva M.Kushner, Ernie Kuyt*, David Kwavnick, C.Ian Kyar, Micheline Labelle, Danielle Laberge, Michele Lacombe*, [--?--] La Cosa, Estelle Lacoursiere*, Laurier Lacroix, Michel Laferriere, Guy Lafrance, William G.Laidlaw, Mabel H.Laine*, Dennis Laing, Gertrude M.Laing, Claude Lajeunesse, G.-Raymond Laliberte, Andre N.Lalonde, W.Kaye Lamb*, Geoffrey Lambert, James H.Lambert*, George E.Lammers, Yvan Lamonde, Peter Lancaster, R.Brian Land, Pierre Landreville, E.David Lane*, Robert B.Lane, Robert P.Langlands, Wayne Lankinen*, Robert Lansdale, Karlis O.Lapin, Pierre-Louis Lapointe, Eleanor R.Laquian, Peter Anthony Larkin, Jean B.D.Larmour, Emma D.LaRocque, Andre Larose, Serge Larose, Jeanette Larouche, Edward N.Larter, Pierre LaSalle, Daniel Latouche*, Viviane F.Launay, Gerard Laurence, Karen Laurence, Marc Laurendeau, Michael Lauzon, Omer Lavallee, Kathleen Laverty*, Kenneth R.Lavery, Marie Lavigne, Patricia Johnston Lavigueur(?), Leslie M.Lavkulich, Michel Lavoie*, Paul Lavoie, Pierre Lavoie, Charles Law, Don G.Law-West, Jim Laxer, Arleigh H.Laycock, David H.Laycock, Richard E.C.Layne, Marvin Lazerson, Fred Lebensold, Hugues LeBlanc, Charles P.Leblond, Paul H.LeBlond, Sylvio LeBlond, Antonio Lechasseur*, Donald J.Lecraw, Johanne Ledoux, Fernand Leduc, Laurence LeDuc, Rene Leduc-Park, David Lee, John Alan Lee, Robin Leech, John G.Leefe, Joseph Legare, Camille Legendre, Russel D.Legge, Robert F.Legget*, Doug Leighton, Jean M.Leiper, Michel Lemaire, Jean-Paul Lemay, Pierre H.Lemieux, Raymond U.Lemieux, Vincent Lemieux, Guy Lemire, Maurice Lemire, Robert Lemire, Robert E.Lemon(?), Dorothy A.Lenarsic, Jos L.Lennards, Frank Lennon, Yvan G.Lepage, Donald J.Le Roy, Rodney L.LeRoy, Peter M.Leslie, M.Claude Lessard, Carol Anne Letheren, Trevor H.Levere, Malcolm Levin, Allan E.Levine, Gilbert Levine, Joseph Levitt, Brian S.Lewis, John B.Lewis, Joyce C.Lewis, Laurie Lewis, Elliott H.Leyton, James W.Lightbody, Norman R.Lightfoot, Jack N.Lightstone, Gary M.Lindberg, Ernest Lindner, Evert E.Lindquist*, Peter L.Lindsay, Joseph D.Lindsey, Paul-Andre Linteau, Mary Jane Lipkin, Arthur Lismer, Marilyn Lister, Rota Herzberg Lister*, John W.Y.Lit, Moe M.Litman, Donna Livingstone, Douglas G.Lochhead, Carl J.Lochnan*, Anthony R.Lock, Jack L.Locke, Gulbrand Loken, D.Edwards Loney, Kathleen Lord, James Lorimer, Frances Loring, Marcel Lortie, Arthur Loughton, Laurence Dale Lovick, Raymond Nicholson Lowes, Peter J.M.Lown, W.Mark Lowry, Edward P.Lozowski*, Frere Luc, D.Paul Lumsden, Harry G.Lumsden, Ian Gordon Lumsden, John Lund, Gar Lunney, Mandy R.Lupul, Real Lussier, John M.Lyle, John Goodwin Lyman, Gerald Lynch, Deborah Maryth Lyon*, G.F.Lyon, William I.Macadam, J.Malcolm Macartney, Terence Macartney-Filgate, Hugh MacCallum, Cathy Macdonald, G.Edward MacDonald, Heather MacDonald*, J.E.H.MacDonald, Les MacDonald, Martha MacDonald, R.H.Macdonald, Roderick A.Macdonald, Stewart D.MacDonald, Valerie Isabel Macdonald, April J.MacDougall, Heather MacDougall, Laurel Sefton MacDowell*, Thomas F.Mace, Grant MacEwan, Royce MacGillivray, James G.MacGregor, Joseph B.MacInnis, Tessa macIntosh, David Clark MacKenzie, Heather M.Mackenzie, Robert C.MacKenzie, Ross G.MacKenzie, William C.MacKenzie, George O.Mackie, C.S.Mackinnon, Frank MacKinnon, William R.MacKinnon, Bruce B.MacLachlan, Roy MacLaren, Raymond A.MacLean, Kenneth Ogilvie MacLeod, Malcolm MacLeod, Pegi Nicol MacLeod, Roderick C.Macleod, Carrie H.MacMillan, Keith MacMillan, Andrew H.Macpherson, Duncan Macpherson, Ian MacPherson*, Kay Macpherson, Roger W.Macqueen, Donald A.MacRae, Anthony A.Magnin, Warren Magnuson, Gilles-D.Mailhiot, Laurent Mailhot*, Pierre Mailhot*, J.S.Maini, Lise Maisonneuve, Jean-Louis Major(?), Robert Major, Peter Malkin, David Malloch, Cedric R.Mann, Kenneth H.Mann, Martha Mann, J.R.Marchand, Anthony Mardiros, Michel Marengere, Leo Margolis, Salomon Marion, Philip De Lacey Markham, William E.Markham, James H.Marsh*, John S.Marsh*, J.Stewart Marshall, Victor W.Marshall, J.Douglas Martin, Jean-Claude Martin, John E.H.Martin, Sandra Martin, Andre Martineau(?), May Maskow, Allan M.Maslove, Donald C.Masters, Perry Mastrovito, John Ross Matheson, William A.Matheson, R.D.Mathews, Robin Mathews, William G.Mathewson, Thomas Mathien*, John R.Mathieson, Jacques Mathieu*, Keith Matthews, John S.Matthiasson, David Mattison, Mary McDougall Maude*, Jean Mauger, Christopher J.Maule, Alfred R.Maurer, Jean Mauvide, Valerie J.May, Valerie L.May, John Maybank*, Paul F.Maycock, Jack Maze, R.Ann McAfee, Don E.McAllister, William J.McAndrew, D.S.McBean, W.A.E.McBryde, Christina McCall, Douglas McCalla, Margaret Elizabeth McCallum, Lawrence D.McCann*, S.B.McCann, Bennett McCardle*, Peter J.McCart, Michael J.McCarthy, Catharine McClellan, P.McCloskey, W.H.McConnell, A.Ross McCormack, Jane McCracken, Harvey A.McCue, James A.W.McCulloch, A.B.McCullough, Michael McDonald, Allan K.McDougall, Anne McDougall*, John N.McDougall, Robert L.McDougall, Duncan McDowall, Alec C.McEwen, Freeman L.McEwen, K.D.McFadden, Jean McFall, Pat McFarlane(?), Tom McFeat, Elizabeth W.McGahan, Harold Franklin McGee Jr., Timothy J.McGee, Robert McGhee*, William B.McGill(?), Donald G.McGillivray, Roderick Alan McGinn, Janice Dickin McGinnis*, Pauline McGregor, Eric McGuinness, Dave McIntosh, W.John McIntyre, Alexander G.McKay, Gordon A.McKay, J.Alex McKeague, John McKee, Ruth McKendry, Barbara A.McKenna, Brian McKenna, Ruth McKenzie, Rita McKeough, A.Brian McKillop*, J.McLachlan, Angus McLaren, Ian A.McLaren, K.M.McLaughlin, Kenneth McLaughlin, Catherine M.McLay, A.Anne McLellan, Cam McLeod(?), Elizabeth McLuhan, Gerald R.McMaster, Barclay McMillan*, Donald Burley McMillan, Michael McMordie*, Lorraine McMullen*, Stanley E.McMullin, William C.McMurray, Debra A.McNabb*, Anne McNamara, Kenneth McNaught, Tom McNeely*, Martin K.McNicholl*, Jean McNulty, Hugo A.McPherson, Sandra F.McRae, King G.McShane*, Ian McTaggart-Cowan*, Peter B.E.McVetty, Ian R.McWhinney, Stanley R.Mealing*, Sheva Medjuck, John Medley, Harry Medovy, Sharon P.Meen, Benoit Melancon, William H.Melody*, James R.Melvin, Philip E.Merilees, Jim Merrithew*, Ann Messenger, George Metcalf, David R.Metcalfe, Janis John Mezaks, T.H.Glynn Michael, Jacques Michon, F.W.Micklethwaite, Tom Middlebro', Ivan Mihaychuk, James Francis Verchere Millar, A.J.Miller, Carman Miller*, Elizabeth Russell Miller, J.R.Miller, John A.Miller, Judith N.Miller, Mark Miller*, Mary Jane Miller, Orlo Miller, Leslie Millin, Peter B.Millman, Thomas R.Millman, Charles A.Mills, Dave Mills, David Mills*, Eric L.Mills, Isabel Margaret Mills, Trevor Mills, Brian Milne, David Milne, David A.Milne*, William J.Milne, Marc Milner, David G.Milton, Janice Milton, Gordon Minnes, Dale Miquelon*, Edward D.Mitchell*, Ken R.Mitchell, Lillian Mitchell, Wendy L.Mitchinson, Johann W.Mohr, John S.Moir*, George Dempster Molnar, Patrick M.Moncrieff, Jacques Monet*, Ian Montagnes, D.Wayne Moodie, Susanna Moodie, Barry M.Moody, Peter N.Moogk*, Kathleen A.Mooney, Christopher Moore, James G.G.Moore, Keith L.Moore, Teresa Moore, Andrew J.Moriarty, E.Alan Morinis, Pierre Morisset, Yves-Marie Morissette, Raymond Moriyama, Richard E.Morlan, J.Terence Morley*, Patricia A.Morley, T.J.Morley, J.W.Morrice, Cerise Morris, Peter Morris*, David A.Morrison, Jack W.Morrison, Jean Morrison*, Kenneth L.Morrison*, Rod Morrison, W.Douglas Morrison, William R.Morrison*, Norval Morrisseau, Don Morrow, Pat Morrow*, Desmond Morton*, John K.Morton, Allan Moscovitch, John Moss, Mary Jane Mossman, Roger Motut, Farley Mowat, Susanne Mowat, David S.Moyer, R.Gordon Moyles, Maria Muehlen, R.D.Muir, Del A.Muise, Francis C.Muldoon, Robert M.Mummery, Mohiudden Munawar, R.E.Munn, J.Ian Munro, Sean Murphy, Joan Murray*, Robert G.E.Murray, Brian T.P.Mutimer, Luba Mycio, John Myles, Robert Nadeau, Vincent Nadeau, Josephine C.Naidoo, George Nakash, Agnes Nanogak, A.Nantel, Roald Nasgaard, Roger P.Nason, Susan M.Nattrass, Francis P.D.Navin, Margaret Neal, Peter Neary, H.Blair Neatby, Leslie H.Neatby*, Edwin H.Neave, A.W.H.Needler, George T.Needler, James M.Neelin, Robert F.Neill, H.Vivian Nelles, Joseph S.Nelson, Pierre Nepveu*, David N.Nettleship*, Edward Peter Neufeld, Ronald W.Newfeldt, Shirley Neuman, William H.New, Michael J.Newark*, Dianne Newell, David L.Newlands, Peter C.Newman, Roy Nicholls, Norman L.Nicholson*, John S.Nicks, Murray William Nicolson, N.Ole Nielsen, Jorge E.Niosi*, Thomas Nisbet, Lawrence C.Nkendirim, William C.Noble, Ib L.Nonnecke, Kenneth H.Norrie, William Notman*, Barbara Novak*, J.Ralph Nursall, V.Walter Nuttall*, Allan O'Brien, John O'Brien, Lucius O'Brien, Serge Occhietti*, Shane O'Dea, Daphne Odjig, Ronald K.O'Dor, [--?--] Odesse, Jillian M.Officer*, Will Ogilvie, James A.Ogilvy*, Jean O'Grady, Timothy R.Oke, Kim Patrick O'Leary, R.V.Oleson, W.J.Oliver, Patrick B.O'Neill, Mario Onyszchuk, Robert R.Orford, Mark M.Orkin, Lionel Orlikow, Margaret A.Ormsby, Brian Stuart Osborne, Fernand Ouellet, Henri Ouellet, Real Ouellet, John N.Owens*, Doug R.Owram, Charles Pachter, John G.Packer(?), Donald M.Page, Garnet T.Page, James E.Page, Malcolm Page, Lee Paikin*, Sandra Paikowsky*, Howard Pain, Michael F.Painter, Jean Palardy, Murray S.Palay, Bryan D.Palmer, Howard Palmer, Tamara Jeppson Palmer, Khayyam Zev Paltiel, Leo Panitch, Frits Pannekoek*, Gerald Ernest Panting, Jean-Marc Paradis, Jean Pariseau*, Seth Park, George L.Parker, Graham E.Parker, Tom W.Parkin*, Timothy R.Parkins, [Joy?] Parr, Keith Parry, John Parsons, Ralph T.Pastore, Thomas H.Patching, Donald G.Paterson, Peter Paterson, W.Stan B.Paterson, Mariko Patrie*, E.P.Patterson, Freeman Patterson, G.James Patterson, Diane Paulette Payment, John G.Peacey*, Gordon B.Peacock, Frank A.Peake, Jane H.Pease, William H.Pease, Diana Pedersen, Susan Pedwell, Bruce Peel, Frank W.Peers, Alfred Pellan, Gerard Pelletier, Jacques Pelletier, Rejean Pelletier, W.Richard Peltier, Terence Penelhum, Norman Penner, M.James Penton*, Michael B.Percy, William T.Perks*, R.I.Perla, Trivedi V.N.Persaud, Erik J.Peters*, Robert Henry Peters, Jean Peterson, Jeannie Peterson, R.L.Peterson, Thomas E.Peterson, Jaroslav Petryshyn, Louis-Philippe Phaneuf, P.P.Phelan(?), Edward Phelps, Carol A.Phillips, David W.Phillips, Paul Phillips*, Roy A.Phillips*, Ruth Bliss Phillips, Truman P.Phillips, Ronald J.C.Phillipson*, Fred Phipps, Ellen I.Picard, Victor Piche, George L.Pickard, Richard A.Pierce, Claudine Pierre-Deschenes*, Ruth Roach Pierson, Juri Pill, Mike Pinder, K.A.Pirozynski, David G.Pitt, Janet E.M.Pitt*, Robert D.Pitt*, Joseph Pivato, Antoine Plamondon, Rejean Plamondon, Richard L.Plant, Jozinus Ploeg, Helene Plouffe*, T.J.Plunkett, Thomas K.Poiker, Mario Polese, H.Pollard, Frank Polnaszek, J.Rick Ponting, Annelies M.Pool*, Kananginak Pootoogook, Carol Ann Pope, Hugh A.Porteous, Arthur Porter, John R.Porter, Marion Porter, Michael Posluns, Bernard Pothier, Gilles Potvin, Gabrielle Poulin, Deborah J.Powell, James V.Powell, Margaret E.Prang, Christopher Pratt, Larry R.Pratt, Mary Pratt, Norman E.P.Pressman, E.Carter Preston, Richard A.Preston*, Richard J.Preston, Hugh Preston-Thomas, John A.Price, Alexander D.Pringle*, Gordon Pritchard*, John Pritchard, John T.A.Proctor, Michel Proulx, Pudlo Pudlat, Garth Charles Pugh, Nancy Pukingrnak, Terrence M.Punch, Eric D.Putt, Zenon W.Pylyshyn(?), Terence H.Qualter, Harvey A.Quamme, D.B.Quayle, Karl-Heinz Raach*, H.Keith Ralston, Victor J.Ramraj, Donald A.Ramsay, Peter G.Ramsden, P.Keith Raney, Toby Rankin, Egon Rapp, John Rasmussen, Mark A.Rasmussen*, Anthony W.Rasporich, Beverly J.Rasporich, George A.Rawlyk, Arthur J.Ray, Alan Rayburn, Gordon Rayner, Ed Rea, J.E.Rea*, John H.Read, Walter Redinger, Gerald Redmond*, Austin Reed, F.Leslie C.Reed, John Reeves, Randall R.Reeves*, Ellen M.Regan, T.D.Regehr*, Alison M.Reid, Bill Reid, David C.Reid, George Agnew Reid, Ian A.Reid, John G.Reid*, M.H.Lefty Reid, Richard Reid, Robert G.B.Reid, J.Nolan Reilly, Sharon Reilly, Henry M.Reiswig, Gil Remillard, A.Jim Rennie, Donald Andrews Rennie, Viljo Revell, Francois Ricard, Pierre Richard, John Richards, William D.Richards, Eric Harvey Richardson, Keith W.Richardson, W.George Richardson, Alex Richman, Roger R.Rickwood, Laurie Ricou, W.Craig Riddell, Peter E.Rider*, Robin Ridington, Walter E.Riedel, Paul W.Riegert*, Bert Riggs, Peter Rindisbacher, J.C.Ritchie, S.Andrew Robb, Jean-Claude Robert*, Lucie Robert, Eugene Roberto, Goodridge Roberts, John S.Roberts(?), William Roberts, Ian Ross Robertson*, J.A.L.Robertson, Raleigh John Robertson, Rejean Robidoux, Denise Robillard, Bart T.Robinson, J.Lewis Robinson*, Sinclair Robinson, Tom W.Robson, Yves Roby, Douglas Roche, Guy Rocher, William Rodney , Russell G.A.Rodrigo, Juan Rodriguez, Robert C.Roeder, Jacob Rogers*, Robert J.Rogerson*, Charles G.Roland, Eugene W.Romaniuk, Joseph R.Romanow(?), Barbara Romanowski, David Rome, George Romney, Keith Ronald, William Ronald, Donna Yavorsky Ronish, Edward Roper, Albert Rose, Phyllis Rose, Earl Rosen(?), Ann C.Rosenberg, Alexander M.Ross, Catherine Sheldrick Ross, David J.Ross, David P.Ross, Henry U.Ross, Gordon Rostoker, Gordon Oliver Rothney, George A.Rothrock, Samuel Rothstein, Abraham Rotstein, Leonard R.Roueche, Jacques Rouillard*, Guildo Rousseau, Henri-Paul Rousseau, Adolphe-Basile Routhier, Marie Routledge, Donald Cameron Rowat, R.Geoffrey Rowberry, Frederick W.Rowe, John Stanley Rowe, Kenneth Rowe, Percy A.Rowe, Gordon G.Rowland, Diana Rowley, Harry C.Rowsell, David J.Roy, Fernande Roy, Patricia E.Roy, Reginald H.Roy*, Kenneth Roy Rozee, Lorne Rubenstein*, Ken Rubin, Leon J.Rubin, Gerald J.Rubio, Mary H.Rubio, David-Thierry Ruddel, Norman J.Ruff, Wilson Ruiz, Norman A.Rukavina, Oliver John Clyve Runnalls, Robert John Rupert, Karl M.Ruppenthal, Roger Rushdy, Dale A.Russell, Hilary Russell, Loris S.Russell*, Peter A.Russell, Victor L.Russell*, Paul Frederick William Rutherford, R.W.Rutherford, Nathaniel W.Rutter, Douglas E.Ryan, James T.Ryan, John Ryan, Shannon Ryan, June M.Ryder, Stanley-Brehaut Ryerson(?), Oiva W.Saarinen, Ann P.Sabina, Nickolay Sabolotny, Moshe Safdie, Eric W.Sager, Marc Saint Hilaire*, Bernard Saint-Jacques, Gaston J.Saint Laurent, B.Saladin-D'Anglure, Arnaud Sales, Jeff Sallot, Liora Salter, Douglas D.Sameoto, G.M.Sanders, Marie E.Sanderson, Margaret J.Sandison, Joan Sangster, [N.B?] Sanson, Joy L.Santink*, Allen Sapp, A.Margaret Sarjeant, William A.S.Sarjeant, Roger Sarty*, David J.Sauchyn, John S.Saul, Pierre Sauriol, Harry Savage, Pierre Savard, D.B.O.Savile, Joel S.Savishinsky, Ronald Savitt, Rodney J.Sawatsky, Ronald G.Sawatsky, Lorne William Sawula, Deborah C.Sawyer*, John T.Saywell, Christopher M.Scarfe, M.H.Scargill, Otto Schaefer, Barbara Ann Schau, Sidney S.Schipper, Peter Schledermann, Benjamin Schlesinger, Wilhelm Schmidt, Nancy Schmitz*, Norbert Schoenauer*, Barbara Schrodt*, A.Karstad Schueler, George A.Schultz, Joan M.Schwartz*, Elizabeth J.Schweizer, Karl W.Schweizer, Charles Schwier, Stephen Scobie*, David S.Scott, Peter J.Scott, Stephen A.Scott, W.Beverly Scott*, Geoffrey G.E.Scudder, Allen Seager*, D.Bruce Sealey, Gary Sealey(?), Spencer G.Sealey, Louis M.Sebert, Harold N.Segall, Martin Segger, Norman Seguin, Alec H.Sehon, H.John Selwoood, Neil A.Semple*, Yoshio Senda, Elinor Senior, Hereward Senior, Robert Allan Serne, John Sewell, Christopher M.Seymour, Patrick D.Seymour, Aqjangajuk Shaa, Doris Shadbolt, Douglas Shadbolt, Ed Shaffer, Fouad E.Shaker, Elizabeth E.Shannon, Bernard J.Shapiro, Frances M.Shaver, Gordon C.Shaw, Joseph W.Shaw, L.Shaw, Murray C.Shaw*, Steve Shaw, Clifford D.Shearing, Carol Sheehan*, Nancy M.Sheehan*, Harry Sheffer, Edward Ottawa Sheffield, Rose Sheinen, Ben-Z.Shek, Jaroslaw W.Shelest, Roy J.Shephard, R.Ronald Sheppard, Robert Sheppard, Ellen Shifrin, Chang-Tai Shih, Rosemary Shipton, Thomas K.Shoyama, William L.H.Shuter, Nicholas Sidor, Arthur Siegel, David P.Silcox, Lennard Sillanpaa, Elaine Leslau Silver man, C.Ross Silversides, Richard Simeon*, Tom Sinclair-Faulkner*, Antoine Sirois, Rebecca Sisler, O.F.G.Sitwell, Alan Edward Skeoch, Grace Skogstad, Peter Slater, Yar Slavutych, H.Olav Slaymaker, William A.Sloan*, D.Scott Slocombe, Charles E.Slonecker, Peter Gerent Sly, Patricia Smart, Andre Smith, Barry L.Smith, Bill Smith, David B.Smith*, David E.Smith, Denis Smith*, Derek G.Smith, Donald A.Smith, Donald B.Smith*, Douglas A.Smith, Frances K.Smith, James G.E.Smith, James N.M.Smith, Kenneth V.Smith, Maurice V.Smith*, Peter C.Smith*, Peter J.Smith, Shirlee Anne Smith, T.Bradbrooke Smith, William Young Smith(?), Joseph Smucker, D.Laureen Snider, Dean R.Snow, Michael Snow, James D.Snowdon, Thomas P.Socknat, Omond M.Solandt, Margaret A.Somerville, Karl Sommerer, James Herbert Soper, John R.Sorfleet, Mary E.Southcott, Jack G.Souther, David A.E.Spalding, Roman Spalek, Stephen A.Speisman, Andrew N.Spencer, Deirdre Spencer, Don Spencer, John F.T.Spencer, John H.Spencer, Douglas O.Spettigue, Godfrey L.Spragge, D.N.Sprague*, William A.Spray, R.A.Sproule, Irene M.Spry, C.P.Stacey, C.R.Stacey, Robert Stacey*, Shirley Stacey, John K.Stager, Ronald J.Stagg, Elvira Stahl, Denis Stairs, Douglas G.Stairs, Robert M.Stamp*, W.T.Stanbury, David M.Stanley, Della M.M.Stanley*, George F.G.Stanley, Laurie C.C.Stanley, Charles R.Stanton, Gail Starr(?), Michael Staveley, Margaret M.Stayner, Gordon W.Stead, James Steele, Taylor A.Steeves, Baldur R.Stefansson, Con Stefurak, Janet R.Stein, Michael B.Stein, Gilbert A.Stelter, Philip C.Stenning, Philip H.R.Stepney*, Howard A.Steppler*, Theodor D.Sterling, H.H.Stern, Peter Stevens, Charlotte Stevenson, Garth Stevenson*, John T.Stevenson, F.Stewart, J.Douglas Stewart, John B.Stewart*, John R.Stewart*, Kenneth W.Stewart, Lillian D.Stewart*, Michael E.Stiles, John R.Stocking, Jennifer Stoddart, Boris Peter Stoicheff, Kay F.Stone, Donald H.Stonehouse, Anna K.Storgaard, Gerald J.Stortz, George Morley Story*, Jon C.Stott, Grant Strate*, Otto P.Strausz, Elwood W.Stringham, Charles Strong*, Veronica Strong-Boag, J.R.Tim Struthers, James Struthers, Richard Stuart, Ross Stuart, Konrad W.Studnicki-Gizbert, Franc Sturino, Peter Stursberg, Richard Stursberg, Brian E.Sullivan, William F.Summers, Ann G.Sunahara, Shan-Ching Sung, Maxwell Sutherland, Neil Sutherland, Sharon L.Sutherland, Stuart R.J.Sutherland*, Maia-Mari Sutnik, David Takayoshi Suzuki, Donald Swainson, Neil A.Swainson, Robert Sward, Alastair Sweeny, George Swinton, William Elgin Swinton, Frances A.Swyripa, T.Sykes, Philippe Sylvain*, Guy Sylvestre, Rodney Symington, E.Leigh Syms, Emoke J.E.Szathmary, Gerald Tailfeathers, James J.Talman, Adrian Tanner, Louis-Paul Tardif(?), Walter Surma Tarnopolsky, Leslie K.Tarr, Sylvie Taschereau, Jeremy B.Tatum, Thomas E.Tausky, C.J.Taylor*, Charles Taylor, Christopher Edward Taylor, J.Garth Taylor, J.Mary Taylor, Jeff Taylor, John H.Taylor, John Leonard Taylor, M.Brook Taylor*, Philip S.Taylor, Roy Lewis Taylor, Sylvia Taylor, William Clyne Taylor, William E.Taylor, Ghassem Tehrani, Robert G.Telewiak, R.John Templin, Brian D.Tennyson, Lorne Tepperman, Joan Terasmae, Yves Tessier, Pierre Theberge, Sharon Thesen*, George J.Thiessen, Stuart A.Thiesson, Marise Thivierge, Nicole Thivierge, Ann W.Thomas, Clara Thomas, Eileen Mitchell Thomas, Gregory Thomas, Morley K.Thomas*, Paul G.Thomas, Andrew Royden Thompson, Dixon A.R.Thompson, John R.Thompson, Teresa Thompson, William Paul Thompson*, Alex J.Thomson, J.Thomson, Malcolm [H?] Thomson, Malcolm M.Thomson, Reginald George Thomson, Stanley Thomson, Tom Thomson, Hugh G.Thorburn, Frederick J.Thorpe*, Catherine M.V.Thuro, John L.Tiedje, Herman Tiessen, Louis C.Tiffany, Seha M.Tinic, Ewen C.D.Todd, James M.Toguri, George S.Tomkins, Vladislav A.Tomovic, Peter M.Toner, Pierre Tousignant, Harold B.Town*, Joan B.Townsend, Richard G.Townsend, Charlotte Townsend-Gault, Anthony A.Travill*, Claire Tremblay*, Gaetan Tremblay, Jean-Yves Tremblay, Marc-Adelard Tremblay*, Pierre Trepanier, Stanley G.Triggs, Susan Mann Trofimenkoff, Harold Troper, Elizabeth A.Trott*, Barry D.Truax, Pierre Elliott Trudeau, Marc J.Trudel, Marcel Trudel, Mark E.H.Trueman, James A.Tuck*, Albert V.Tucker, Jaap J.Tuinman, Verena J.Tunnicliffe, Archie L.W.Tuomi, Allan Tupper, Gael Turnbull, H.E.Turner, Nancy J.Turner*, William J.Turnock, Katherine Tweedie, Christopher D.Tyler, Edward W.Tyrchniewicz, M.C.Urquhart, Auguste Vachon, G.Oliver Vagt, Gail C.Valaskakis, Frank G.Vallee, Marc Vallieres, Andre Vanasse, Rosamond M.Vendenburgh, Robert O.Van Everdingen, Blanche Lemco Van Ginkel, Walter Van Nus, Francoise Van Roey-Roux, Charles E.Van Wagner, Alice Van Wart, Christine Van Zwamen, Christopher Varley*, Frederick Horsman Varley, Joan M.Vastokas, Frederick Vaughan, Edmund W.Vaz, Bill Vazan, Richard Veatch, Michele M.Veeman, Terrence S.Veeman, Arjen Verkaik, Andre Vermeirre, F.A.Verner, Pierre Veronneau*, Claude Vezina, Raymond Vezina, Roger Vick*, Bernard L.Vigod*, Aubrey R.Vincent, Thomas B.Vincent, Kati Vita, Vadim D.Vladykov, Douglas Voice, Nive Voisine*, George M.Volkoff, Michael Vollmer, C.Haehling Von Lanzenauer, Roger D.Voyer, Richard Vroom*, Pamela S.Wachna, Stephen M.Waddams, Susan Wagg, Anton Wagner*, W.A.Waiser, P.B.Waite*, Michael John Wakroft, David B.Walden, Deward E.Walker Jr, James W.St.G.Walker, John P.Walker, Susan Walker, Thomas Walkom, Birgitta Linderoth Wallace, Carl M.Wallace*, Hugh N.Wallace, P.R.Wallace, Jean-Pierre Wallot*, J.A.Walper, Susan Walsh, J.Grant Wanzel*, Norman Ward*, Philip R.Ward, W.Peter Ward, Tracy Ware, John Warkentin, John Anson Warner, A.M.C.Waterman, Janice Waters, Elizabeth Waterston*, Mel Watkins, Homer Watson, Lorne Watson, Robert D.Watt, Ron Watts* Douglas Waugh, Earle H.Waugh, Morris Wayman, Christopher Weait, John C.Weaver, James L.Webb, Anna Weber, Roland Weber, D.B.Webster*, Douglas R.Webster, Gloria Cranmer Webster, Helen R.Webster, William G.Wegenast, Peter H.Weinrich, Robert Stanley Weir, Thomas R.Weir, Merrily Weisbord, G.Vernon Wellburn, John Wells, Harry L.Welsh, Carl J.Wenaas, Leo H.Werner, Douglas Wertheimer, D.V.Chip Weseloh, Benjamin West, J.Thomas West*, Roxroy West, Marla L.Weston, Robert Reginald Whale, Linda D.Whalen, C.F.J.Whebell, John O.Wheeler, Reginald Whitaker, Clinton Oliver White, John White, M.Lillian White, Alan Whitehorn, Leon Whiteson, James R.Whiteway, Gordon Francis Whitmore, Donald R.Whyte, Edgar B.Wickberg, Joyce Wieland, Thomas Wien, Clifford Wiens, Ernest J.Wiggins, Darlene Wight, Betty Wilcox, Frank Shorty Wilcox, Norman J.Wilimovsky, Karen Wilkin*, Bruce William Wilkinson, J.A.Wilkinson*, Robert C.Willey, Al Williams, David Ricardo Williams, Glyndwr Williams, Patricia Lynn Williams*, Richard M.Williams, S.Ridgeley Williams, Sydney B.Williams, M.W.Williams, Mary F.Williamson, Moncrieff Williamson, Christopher J.Willis, Norman M.Willis, Rod Willmot, Frank Wills, Bruce G.Wilson, H.E.Wilson, Ian E.Wilson, J.Donald Wilson, J.Tuzo Wilson, Jean Wilson*, Helmut K.Wimmer, Brent Windwick, Robin W.Winks, Gregory Wirick, Ronald G.Wirick, S.F.Wise, William J.Withrow, Henry Wittenberg, Leonhard S.Wolfe, William C.Wonders, Bernard Wood, George Woodcock*, John Woodruff, M.Emerson Woodruff, Robert James Woods, Glenn T.Wright, Harold E.Wright, J.F.C.Wright, J.V.Wright, Janet Wright*, Kenneth O.Wright, Roy A.Wright*, Paul Wyczynski, Jan Wyers, Max Wyman, Graeme Wynn, Leo Yaffe, Maxwell F.Yalden, Dong Yee, Derek York, A.J.Sandy Young, C.Maureen Young, David A.Young, Gayle Young, H.Brig Young, Jane Young, Jeffery Young, John H.Young, Roland S.Young, Walter D.Young, Manuel Zack, Jas Zagan, Suzanne E.Zeller*, Jarold K.Zeman, Joyce Zemans*, Norman W.Zepp, Jacob S.Ziegel, Bruce Ziff, Frank D.Zingrone, Stephen C.Zoltai*, Louise Zuk.

 

includes:

i) Governor General's Literary Awards, by [anonymous] (pp.758-761; in 2 parts, bpNichol listed for poetry, 197o, in part (chart) 2, Governor General's Award Winners)

ii) Humorous Writing in English, by Stephen Scobie (pp.847-848; prose, with a halfparagraph on Nichol's the martyrology)

iii) Literature in English, by W.H.New (pp1o17-1o2o; prose in 4 parts, passing reference to Nichol in part 4, History, itself in 6 parts, Nichol reference in part 6, 1959-80s)

iv) Nichol, Barrie Phillip, by Douglas Barbour (p.1259; prose)

v) Ondaatje, Michael, by Sharon Thesen (p.1318; prose, passing reference to Nichol/sons of captain poetry)

vi) Oral Literature in English, by Barbara Godard (pp.1331-1332; prose, passing reference to Nichol/Four Horsemen)

vii) Poetry in English, 1960-1980s, by Douglas Barbour (pp.1433-1434; prose, multiple references to Nichol)

viii) Short Fiction in English, by J.R.Tim Struthers (pp.1692-1693; prose in 9 parts, Nichol & Craft Dinner referenced in part 6, Experimental Writing)

ix) INDEX, by Eve Gardner & Ron Gardner (pp.1993-2o89; secondary references only includes Four Horsemen but with no way to access Nichol references other than (iv) above)

___________________________

 

- 2nd edition, 1988

Brazilian three-banded armadillo

From Wikipedia, the free encyclopedia

Brazilian three-banded armadillo

 

Conservation status

 

Vulnerable (IUCN 3.1)[1]

Scientific classification

Kingdom:Animalia

Phylum:Chordata

Class:Mammalia

Order:Cingulata

Family:Dasypodidae

Genus:Tolypeutes

Species:T. tricinctus

Binomial name

Tolypeutes tricinctus

(Linnaeus, 1758)

 

Geographic range

The Brazilian three-banded armadillo (Tolypeutes tricinctus) is an armadillo species endemic to Brazil, where it is known as tatu-bola (Portuguese pronunciation: [tɐˈtu ˈbɔlɐ], lit. ball armadillo). It is one of only two species of armadillo (the other is the southern three-banded armadillo) that can roll into a ball. It has suffered a 30% decline in population in the last 10 years.

 

Habitat

 

The Brazilian three-banded armadillo lives primarily in open savannahs and dry woodlands, where low rainfall and poor soil limit the vegetation to tall, woody grasses, scattered bushes, and gnarled trees. There is an abundance of cactus-like plants in the northern reaches of its range.[2]

Range

 

As its name suggests, the Brazilian three-banded armadillo is indigenous to Brazil, living primarily in the eastern part of the country, just south of the equator. They are rarely seen west of 50°W longitude.[2]

 

Diet

 

The main staples of its diet are ants and termites, which it can smell through up to eight inches (20 cm) of soil. It finds food by shuffling slowly along with its nose to the ground. When it detects prey, it frantically digs a hole and thrust its nose into it, using its long, sticky tongue to lap up any insects it may find. Other foods include mollusks, worms, fruit, and carrion.[2]

 

Anatomy

 

Brazilian three-banded armadillos weigh approximately 3.5 lbs (1.5 kg). They typically have a combined head and body length of 14–18 inches (35–45 cm) and a 2.5–3.5-inch (6–8-cm) tail, giving them a total length of 16.5–21.5 inches (41–53 cm). The armor is composed of ossified dermal scutes covered by nonoverlapping, keratinized epidermal scales, which are connected by flexible bands of skin. This armor covers the back, sides, head, tail, ears, and outside surfaces of the legs. The underside of the body and the inner surfaces of the legs have no armored protection, and are covered instead by long, coarse hair. The genus Tolypeutes, which includes both the Brazilian and southern species of three-banded armadillos, is unique in the ability to roll up in a tight, almost impenetrable ball. This is because their armor is slightly looser than that of other armadillo genera, which allows for greater freedom of movement. The loose armor also creates a layer of air between the shell and the body, which insulates the animal. This higher capacity for thermoregulation allows them to survive in climates too arid for some of the other armadillo species. When the armadillo rolls into a defensive ball, the ears are tucked into the shell and the head and tail interlock to seal the shell completely. The teeth are soft and peg-like, adapted solely for smashing the exoskeletons of insects.[2]

 

Behavior

 

Armadillos are chiefly solitary, but this species will occasionally travel in small family groups of up to three members. They are largely nocturnal, but have been known to forage during the day. All armadillos are spectacular diggers, but unlike most of the other species, three-banded armadillos do not dig in defense or to find shelter. They prefer to rest under bushes, rather than dig burrows, and their ability to roll into a ball makes defensive digging unnecessary. When they are not foraging, they move with a sort of trot, bouncing on the tips of their front toes, while their hind feet slap flatly on the ground. They mark their territories with secretions from glands on their face, feet, and rump. When threatened, they occasionally do not seal their armor completely, but wait until they are touched. They then quickly snap shut in an effort to startle the predator.[2]

 

Reproduction

 

The mating season lasts from October to January, during which there is a brief courtship before mating. The female carries the young for a gestation period of 120 days at the end of which single, blind offspring is born. The newborn’s armor is soft, but its claws are fully developed, and it can walk and roll into a ball within hours of birth. The armor hardens by the third or fourth week, around the same time the eyes and earflaps open. The young armadillo is weaned at 10 weeks and reaches sexual maturity at 9–12 months.[2]

Threats

 

The defense system of the Brazilian three-banded armadillo makes it safe from the majority of predators. Adult pumas are the only South American animals powerful enough to be a natural threat. The real danger to armadillos is the destruction of their habitats to make room for livestock.[2]

 

2014 World Cup mascot

 

The Caatinga Association, a Brazilian environmental NGO, launched in January 2012 a national campaign proposing the three-banded armadillo to become mascot of the 2014 World Cup. In March 2012, the Brazilian weekly, Veja, reported the three-banded armadillo would be the official mascot for the 2014 World Cup hosted by Brazil. Official announcement came in September 2012.[3]

  

Tatu-bola

 

Nota: Para o crustáceo terrestre, veja Bicho-de-conta.

Tatu-bola

 

Mataco (Tolypeutes matacus)

Classificação científica

Reino:Animalia

Filo:Chordata

Classe:Mammalia

Infraclasse:Placentalia

Superordem:Xenarthra

Ordem:Cingulata

Família:Dasypodidae

Género:Tolypeutes

Illiger, 1811

Espécies

Tatu-bola-da-caatinga (T. tricinctus)

Mataco (T. matacus)

Tatu-bola é a denominação comum para as espécies de tatu do gênero Tolypeutes, Tolypeutes tricinctus e Tolypeutes matacus,1 conhecidas respectivamente como tatu-bola-da-caatinga e mataco. Essas espécies são também conhecidas em algumas regiões como tatuapara, apara e apar.2 São encontrados no Brasil, Paraguai, Bolívia e Argentina,3 sendo que a T. tricinctus é endêmica do Brasil.4

As espécies de tatu do gênero Tolypeutes contam com cerca de 30 cm de comprimento, têm coloração marrom anegrada e, geralmente, três cintas móveis. São os únicos tatus capazes de se enrolar completamente dentro da carapaça, assumindo o formato de bola.4 De acordo com a União Internacional para a Conservação da Natureza e dos Recursos Naturais (IUCN), enquanto o tatu-bola-da-caatinga é uma espécie ameaçada, com estado de conservação vulnerável, o mataco tem um menor risco de ser extinto, com estado de conservação quase-vulnerável.4 5

O tatu-bola-da-caatinga foi anunciado em 16 de setembro de 2012 como mascote da copa do mundo de 2014.6

Etimologia[editar]

 

"Tatu-bola" é uma referência à sua capacidade de se enrolar, adquirindo o formato de uma bola. "Tatuapara", "apara" e "apar" vêm do tupi tatua'para, "tatu vergado".2

TATU-BOLA - TOLYPEUTES TRICINCTUS

 

É a menor, menos conhecida e única espécie de tatu endêmica do Brasil, pois a sua distribuição se restringe à Caatinga e ao Cerrado brasileiros. Facilmente reconhecidas pela capacidade muito peculiar de se defender, fechando-se na forma de uma bola, protegendo as partes moles do corpo no interior da carapaça rígida, o que justifica o nome de tatu-bola.

O tatu-bola se diferencia de sua espécie irmã pela presença, de 5 unhas nas patas anteriores. Durante a época de acasalamento, observa-se mais de um macho acompanhando uma mesma fêmea, o que facilita ainda mais a captura de vários exemplares por vez. As fêmeas produzem, por ninhada, um ou mais raramente 2 filhotes, que nascem completamente formados. Alimenta-se de cupins, formigas, areia e material vegetal (MARINHO FILHO; REIS, 2008).

www.youtube.com/watch?v=niv4gjbhJ6s

Fuleco, mascote oficial da Copa do Mundo FIFA de 2014, é um tatu-bola (Tolypeutes tricinctus), espécie nativa do Brasil, que tem a capacidade de se enrolar e virar uma bola quase impenetrável.

 

Adora passar o tempo em qualquer lugar que tenha savanas e cerrados abertos, florestas com vegetação seca e, de preferência, um campo de futebol por perto.

 

A carapaça azul que o protege representa a beleza natural do Brasil. Os tons azuis representam o céu e as águas límpidas que correm pelo Brasil e que estão cheias de vida.

 

As cores ainda contrastam com os tons verdes do campo de futebol e permitem que ele se destaque quando está jogando seu esporte favorito!

 

O Fuleco mede aproximadamente 22 cm de altura. Ele é feito em vinil com cabeça e braços articulados.

Ameaçado de extinção, o tatu-bola (Tolypeutes tricinctus), pode ganhar mais chances ao ser conhecido pelo mundo como o mascote de um mega evento: a Copa do Mundo de Futebol do Brasil em 2014.

 

A Fifa e o Comitê Organizador Local (COL) disseram, na apresentação do mascote, que o tatu-bola, que se protege das ameaças externas se fechando em sua carapaça redonda, lembra "ligeiramente" uma bola de futebol.

 

Após uma votação popular em que mais de 1 milhão de pessoas participou, o mascote foi batizado "Fuleco", palavra que une "futebol" e "ecologia". O nome no entanto é polêmico e recebeu críticas em massa nas redes sociais.

 

Os organizadores do espetáculo esportivo acreditam que o mascote, como espécie ameaçada, pode sensibilizar a opinião pública sobre a importância do meio ambiente e da ecologia.

 

O tatu-bola frequentemente é alvo do tráfico ilegal de animais protegidos. Considerado um fóssil vivo, o animal é vulnerável pela destruição do meio ambiente, e ainda por sua caça devido ao sabor de sua carne, rica em proteínas, uma iguaria tradicional em algumas regiões do continente.

Encyclopédie d'histoire naturelle

Paris :Maresq[1851-1860].

biodiversitylibrary.org/page/4154613

From Wikipedia, the free encyclopedia

History

United Kingdom

NameJohanna Lucretia

BuilderRhoos Shipyard, Ghent, Belgium

Laid down1945

HomeportPlymouth

Identification

 

MMSI number: 235074143

Callsign: MLFB3

 

General characteristics

Length28.65 metres

Beam5.5 metres

Draught2.45 metres

Propulsion150 HP Ford New Holland

 

The Johanna Lucretia is a British tall ship and is an oak wooden two masted topsail schooner built at the Rhoos Shipyard, Ghent in Belgium in 1945. The Johanna Lucretia measures 96 ft (28.65m) in length, her beam is 18 ft (5.50m), her draught is 8 ft (2.45m) and she has a total sail area of 380 m2.

 

Although originally built as a fishing vessel, the Johanna Lucretia was never used for that purpose and was converted for recreational use in 1954, by the then owner Ber van Meer. She sailed in Dutch waters until 1989 from her port in Enkhuizen in the Netherlands. In 1989 the Johanna Lucretia was sold and transferred her base to Plymouth in the United Kingdom under the ownership of Mrs. Heather Henning.

 

In 1991/1992 she was refitted in Gloucester at the Tommy Nielson Yard and was used for charter mainly from Gibraltar, the Caribbean and the Eastern coast of the United States until 2001, after which she was sold to Cutlass Classic Charters Ltd.

 

The Johanna Lucretia has starred in the film The Riddle of the Sands in 1978 when she took the part of the Medusa and more recently in the film Amazing Grace - a drama about William Wilberforce's campaign to end the slave trade. She also starred in the Irish reality TV show Cabin Fever where she replaced the original Cabin Fever ship after it ran aground off Tory Island.

 

The Johanna Lucretia was seized by British Waterways for non-payment of dues at Gloucester Docks and, although there was interest from a Johanna Lucretia Sailing Trust, she was purchased for private use and was to remain in Gloucester Docks during the winter months of 2008–09 while undergoing a refit. In September 2018 she was purchased by The Island Trust.

 

Johanna Lucretia was the 2012 Tall Ship Races Class B Overall winner on corrected time.

At Italian restaurant, Nagoya, Japan

I found Compton's Encyclopedia at the restaurant I had lunch today. Copilot says this is genuine book published in the 80s.

From Wikipedia, the free encyclopedia

 

Nürburgring

 

Location

 

Nürburg, Germany

Coordinates: 50°20′08″N 6°56′51″E

Time zone GMT +1 (DST: +2)

FIA Grade 1

Major events FIA Formula One

German Grand Prix

European Grand Prix

Luxembourg Grand Prix

Superbike World Championship, DTM, 24 Hours Nürburgring, 1000km Nürburgring, VLN

GP-Strecke (2002–present)

Surface Asphalt

Length 5.148 km (3.199 mi)

Turns 16

Lap record 1:29.468 (Germany Michael Schumacher, Ferrari F2004, 2004, Formula One)

GP-Strecke (1984–2001)

Surface Asphalt

Length 4.556 km (2.831 mi)

Turns 12

Lap record 1:18.354 (Colombia Juan Pablo Montoya, Williams FW23, 2001, Formula One)

Nordschleife (1983–present)

Surface Asphalt/concrete

Length 20.81 km (12.93 mi)

Turns 154

Lap record 6:11.13 (West Germany Stefan Bellof, Porsche 956, 1983, WEC)

Combined circuit (1984–present)

Surface Asphalt/concrete

Length 25.947 km (16.123 mi)

Turns 170

Lap record 8:10.921 (France Kévin Estre, McLaren MP4-12C GT3, 2014 24 Hours Nürburgring, FIA GT3)

Nordschleife (1927–1982)

Surface Asphalt/Concrete

Length 22.8 km (14.2 mi)

Turns 160

Lap record 7:06.4 (Switzerland Clay Regazzoni, Ferrari 312T, 1975, Formula One)

Südschleife (1927–1973)

Surface Asphalt

Length 7.747 km (4.814 mi)

Turns 27

Lap record 2:44.0 (Belgium Jacky Ickx, Ferrari Dino 166, 1968, Formula Two)

Gesamtstrecke (1927–1982)

Surface Asphalt

Length 28.265 km (17.563 mi)

Turns 187

Lap record 15:06.1 (Monaco Louis Chiron, Bugatti Type 35C, 1929, Grand Prix)

Website www.nuerburgring.de

Tower of the Nürburg castle

 

Nürburgring is a 150,000-capacity motorsports complex located in the town of Nürburg, Rhineland-Palatinate, Germany. It features a Grand Prix race track built in 1984, and a much longer old "North loop" track which was built in the 1920s around the village and medieval castle of Nürburg in the Eifel mountains. The north loop is 20.8 km (12.9 mi) long and has more than 300 metres (1,000 feet) of elevation change from its lowest to highest points. Jackie Stewart nicknamed the old track "The Green Hell".

 

Originally, the track featured four configurations: the 28.265 km (17.563 mi)-long Gesamtstrecke ("Whole Course"), which in turn consisted of the 22.810 km (14.173 mi) Nordschleife ("North Loop"), and the 7.747 km (4.814 mi) Südschleife ("South Loop"). There also was a 2.281 km (1.417 mi) warm-up loop called Zielschleife ("Finish Loop") or Betonschleife ("Concrete Loop"), around the pit area.[1]

 

Between 1982 and 1983 the start/finish area was demolished to create a new GP-Strecke, and this is used for all major and international racing events. However, the shortened Nordschleife is still in use for racing, testing and public access.

 

History

1925–1939: The beginning of the "Nürburg-Ring"

 

In the early 1920s, ADAC Eifelrennen races were held on public roads in the Eifel mountains. This was soon recognised as impractical and dangerous. The construction of a dedicated race track was proposed, following the examples of Italy's Monza and Targa Florio courses, and Berlin's AVUS, yet with a different character. The layout of the circuit in the mountains was similar to the Targa Florio event, one of the most important motor races at that time. The original Nürburgring was to be a showcase for German automotive engineering and racing talent. Construction of the track, designed by the Eichler Architekturbüro from Ravensburg (led by architect Gustav Eichler), began in September 1925.

 

The track was completed in spring of 1927, and the ADAC Eifelrennen races were continued there. The first races to take place on 18 June 1927 showed motorcycles and sidecars. The first motorcycle race was won by Toni Ulmen on an English 350 cc Velocette. The cars followed a day later, and Rudolf Caracciola was the winner of the over 5000 cc class in a Mercedes Compressor. In addition, the track was opened to the public in the evenings and on weekends, as a one-way toll road.[citation needed] The whole track consisted of 174 bends (prior to 1971 changes), and averaged 8 to 9 metres (26 to 30 ft) in width. The fastest time ever around the full Gesamtstrecke was by Louis Chiron, at an average speed of 112.31 km/h (72 mph) in his Bugatti.

 

In 1929 the full Nürburgring was used for the last time in major racing events, as future Grands Prix would be held only on the Nordschleife. Motorcycles and minor races primarily used the shorter and safer Südschleife. Memorable pre-war races at the circuit featured the talents of early Ringmeister (Ringmasters) such as Rudolf Caracciola, Tazio Nuvolari and Bernd Rosemeyer.

1947–1970: The Green Hell

Nürburgring circuit map, taken at the 1964 German Grand Prix; the legend advises "No driving in the Eifel (mountains) without a lap on the Nürburgring".

The Nordschleife from 1927–1967, with small changes also until 1982

 

After World War II, racing resumed in 1947 and in 1951, the Nordschleife of the Nürburgring again became the main venue for the German Grand Prix as part of the Formula One World Championship (with the exception of 1959, when it was held on the AVUS in Berlin). A new group of Ringmeister arose to dominate the race – Alberto Ascari, Juan Manuel Fangio, Stirling Moss, Jim Clark, John Surtees, Jackie Stewart and Jacky Ickx.

 

On 5 August 1961, during practice for the 1961 German Grand Prix, Phil Hill became the first person to complete a lap of the Nordschleife in under 9 minutes, with a lap of 8 minutes 55.2 seconds (153.4 km/h or 95.3 mph) in the Ferrari 156 "Sharknose" Formula One car. Over half a century later, the highest-performing road cars have difficulty breaking 8 minutes without a professional race driver or one very familiar with the track. Also, several rounds of the German motorcycle Grand Prix were held, mostly on the 7.7 km (4.8 mi) Südschleife, but the Hockenheimring and the Solitudering were the main sites for Grand Prix motorcycle racing.

 

In 1953, the ADAC 1000 km Nürburgring race was introduced, an Endurance race and Sports car racing event that counted towards the World Sportscar Championship for decades. The 24 Hours Nürburgring for touring car racing was added in 1970.

 

By the late 1960s, the Nordschleife and many other tracks were becoming increasingly dangerous for the latest generation of F1 cars. In 1967, a chicane was added before the start/finish straight, called Hohenrain, in order to reduce speeds at the pit lane entry. This made the track 25 m (82 ft) longer. Even this change, however, was not enough to keep Stewart from nicknaming it "The Green Hell" following his victory in the 1968 German Grand Prix amid a driving rainstorm and thick fog. In 1970, after the fatal crash of Piers Courage at Zandvoort, the F1 drivers decided at the French Grand Prix to boycott the Nürburgring unless major changes were made, as they did at Spa the year before. The changes were not possible on short notice, and the German GP was moved to the Hockenheimring, which had already been modified.

1971–1983: Changes

Relative location of the Nürburgring. (around Nürburg, not to scale).

 

In accordance with the demands of the F1 drivers the Nordschleife was reconstructed by taking out some bumps, smoothing out some sudden jumps (particularly at Brünnchen), and installing Armco safety barriers. The track was made straighter, following the race line, which reduced the number of corners. The German GP could be hosted at the Nürburgring again, and was for another six years from 1971 to 1976.

 

In 1973 the entrance into the dangerous and bumpy Kallenhard corner was made slower by adding another left-hand corner after the fast Metzgesfeld sweeping corner. Safety was improved again later on, e.g. by removing the jumps on the long main straight and widening it, and taking away the bushes right next to the track at the main straight, which made that section of the Nürburgring dangerously narrow. A second series of three more F1 races was held until 1976. However, primarily due to its length of over 22 kilometres (14 mi), and the lack of space due to its situation on the sides of the mountains, increasing demands by the F1 drivers and the FIA's CSI commission were too expensive or impossible to meet. For instance, by the 1970s the German Grand Prix required five times the marshals and medical staff as a typical F1 race, something the German organizers were unwilling to provide. Additionally, even with the 1971 modifications it was still possible for cars to become airborne off the track. The Nürburgring was also unsuitable for the burgeoning television market; its vast expanse made it almost impossible to effectively cover a race there. As a result, early in the season it was decided that the 1976 race would be the last to be held on the old circuit.

 

Niki Lauda, the reigning world champion and only person ever to lap the full 22,835-metre (14.189 mi) Nordschleife in under 7 minutes (6:58.6, 1975), proposed to the other drivers that they boycott the circuit in 1976. Lauda was not only concerned about the safety arrangements and the lack of marshals around the circuit, but did not like the prospect of running the race in another rainstorm. Usually when that happened, some parts of the circuit were wet and other parts were dry, which is what the conditions of the circuit were for that race. The other drivers voted against the idea and the race went ahead. Lauda crashed in his Ferrari coming out of the left-hand kink before Bergwerk, for causes that were never established. He was badly burned as his car was still loaded with fuel in lap 2. Lauda was saved by the combined actions of fellow drivers Arturo Merzario, Guy Edwards, Brett Lunger, and Harald Ertl, rather than by the ill-equipped track marshals.

 

The crash also showed that the track's distances were too long for regular fire engines and ambulances, even though the "ONS-Staffel" was equipped with a Porsche 911 rescue car, marked (R). The old Nürburgring never hosted another F1 race again, as the German Grand Prix was moved to the Hockenheimring for 1977. The German motorcycle Grand Prix was held for the last time on the old Nürburgring in 1980, also permanently moving to Hockenheim.

 

By its very nature, the Nordschleife was impossible to make safe in its old configuration. It soon became apparent that it would have to be completely overhauled if there was any prospect of Formula One returning there. With this in mind, in 1981 work began on a 4.5 km (2.8 mi)-long new circuit, which was built on and around the old pit area.

 

At the same time, a bypass shortened the Nordschleife to 20,832 m (12.944 mi), and with an additional small pit lane, this version was used for races in 1983, e.g. the 1000km Nürburgring endurance race, while construction work was going on nearby. In training for that race, the late Stefan Bellof set the all-time lap record for the 20.8 km (12.9 mi) Nordschleife in his Porsche 956, which is still unbeaten at 6:11.13, or over 200 km/h (120 mph) on average (partially because no major racing has taken place there since 1984).

 

Meanwhile, more run-off areas were added at corners like Aremberg and Brünnchen, where originally there were just embankments protected by Armco barriers. The track surface was made safer in some spots where there had been nasty bumps and jumps. Racing line markers were added to the corners all around the track as well. Also, bushes and hedges at the edges of corners were taken out and replaced with Armco and grass.

 

The former Südschleife had not been modified in 1970/71 and was abandoned a few years later in favour of the improved Nordschleife. It is now mostly gone (in part due to the construction of the new circuit) or converted to a normal public road, but since 2005 a vintage car event has been hosted on the old track layout, including part of the parking area.[2]

1984: The new Grand Prix track

Complete distance of 2002 in comparison with the track of 1927.

Aerial photograph of GP-Strecke

 

The new track was completed in 1984 and named GP-Strecke (German: Großer Preis-Strecke: literally, "Grand Prix Course"). It was built to meet the highest safety standards. However, it was considered in character a mere shadow of its older sibling. Some fans, who had to sit much farther away from the track, called it Eifelring, Ersatzring, Grünering or similar nicknames, believing it did not deserve to be called Nürburgring. Like many circuits of the time, it offered few overtaking opportunities.

 

Prior to the 2013 German Grand Prix both Mark Webber and Lewis Hamilton said they like the track. Webber described the layout as "an old school track" before adding, "It’s a beautiful little circuit for us to still drive on so I think all the guys enjoy driving here." While Hamilton said "It’s a fantastic circuit, one of the classics and it hasn’t lost that feel of an old classic circuit."[3]

 

To celebrate its opening, an exhibition race was held, on 12 May, featuring an array of notable drivers. Driving identical Mercedes 190E 2.3–16's, the line-up was Elio de Angelis, Jack Brabham (Formula 1 World Champion 1959, 1960, 1966), Phil Hill (1961), Denis Hulme (1967), James Hunt (1976), Alan Jones (1980), Jacques Laffite, Niki Lauda (1975, 1977)*, Stirling Moss, Alain Prost*, Carlos Reutemann, Keke Rosberg (1982), Jody Scheckter (1979), Ayrton Senna*, John Surtees (1964) and John Watson. Senna won ahead of Lauda, Reutemann, Rosberg, Watson, Hulme and Jody Scheckter, being the only one to resist Lauda's overwhelming performance who – having missed the qualifying – had to start from the last row and overtook all the others except Senna.[4][5]

 

The asterisk ( * ) in the previous paragraph indicate that titles which were not yet won at the time of the race are not mentioned here, so there were nine former and two future Formula 1 World Champions competing, in a field of 20 cars with 16 Formula 1 drivers; the other four were local drivers: Klaus Ludwig, Manfred Schurti, Udo Schütz and Hans Herrmann.

 

Besides other major international events, the Nürburgring has seen the brief return of Formula One racing, as the 1984 European Grand Prix was held at the track, followed by the 1985 German Grand Prix. As F1 did not stay, other events were the highlights at the new Nürburgring, including the 1000km Nürburgring, DTM, motorcycles, and newer types of events, like truck racing, vintage car racing at the AvD "Oldtimer Grand Prix", and even the "Rock am Ring" concerts.

 

Following the success and first world championship of Michael Schumacher, a second German F1 race was held at the Nürburgring between 1995 and 2006, called the European Grand Prix, or in 1997 and 1998, the Luxembourg Grand Prix.

 

For 2002, the track was changed, by replacing the former "Castrol-chicane" at the end of the start/finish straight with a sharp right-hander (nicknamed "Haug-Hook"), in order to create an overtaking opportunity. Also, a slow Omega-shaped section was inserted, on the site of the former kart track. This extended the GP track from 4,500 to 5,200 m (2.80 to 3.23 mi), while at the same time, the Hockenheimring was shortened from 6,800 to 4,500 m (4.23 to 2.80 mi).

 

Both the Nürburgring and the Hockenheimring events have been losing money due to high and rising Formula One license fees charged by Bernie Ecclestone and low attendance due to high ticket prices[citation needed]; starting with the 2007 Formula One season, Hockenheim and Nürburgring will alternate for hosting of the German GP.

Rain clouds gather over the Ring during the 2011 German Grand Prix.

 

In Formula One, Ralf Schumacher collided with his teammate Giancarlo Fisichella and his brother at the start of the 1997 race which was won by Jacques Villeneuve. In 1999, in changing conditions, Johnny Herbert managed to score the only win for the team of former Ringmeister Jackie Stewart. One of the highlights of the 2005 season was Kimi Räikkönen's spectacular exit while in the last lap of the race, when his suspension gave way after being rattled lap after lap by a flat-spotted tire that was not changed due to the short-lived 'one set of tires' rule.

 

Prior to the 2007 European Grand Prix, the Audi S (turns 8 and 9) was renamed Michael Schumacher S after Michael Schumacher. Schumacher had retired from Formula One the year before, but returned in 2010, and in 2011 became the second Formula One driver to drive through a turn named after them (after Ayrton Senna driving his "S for Senna" at Autódromo José Carlos Pace).

Alternation with Hockenheim

See also: Hockenheimring

 

In 2007, the FIA announced that Hockenheimring and Nürburgring would alternate with the German Grand Prix with Nürburgring hosting in 2007. Due to name-licensing problems, it was held as the European Grand Prix that year. However, in 2008 the European Grand Prix was held at Valencia Street Circuit, Eastern Spain.

Panorama main entrance of Nürburgring

Fatal accidents

Main article: List of Nürburgring fatal accidents

 

While it is unusual for deaths to occur during sanctioned races, there are many accidents and several deaths each year during public sessions. It is common for the track to be closed several times a day for cleanup, repair, and medical intervention. While track management does not publish any official figures, several regular visitors to the track have used police reports to estimate the number of fatalities at somewhere between 3 and 12 in a full year.[6] Jeremy Clarkson noted in Top Gear in 2004 that "over the years this track has claimed over 200 lives".[7]

Nordschleife racing today

 

Several touring car series still compete on the Nordschleife, using either only the simple 20.8 km (12.9 mi) version with its separate small pit lane, or a combined 24.4 km (15.2 mi)-long track that uses a part of the original modern F1 track (without the Mercedes Arena section, which is often used for support pits) plus its huge pit facilities. Entry-level competition requires a regularity test (GLP) for street-legal cars. Two racing series (RCN/CHC and VLN) compete on 15 Saturdays each year, for several hours.

 

The annual highlight is the 24 Hours Nürburgring weekend, held usually in mid-May, featuring 220 cars – from small 100 hp (75 kW) cars to 700 hp (520 kW) Turbo Porsches or 500 hp (370 kW) factory race cars built by BMW, Opel, Audi, Mercedes-Benz, over 700 drivers (amateurs and professionals), and up to 290,000 spectators.

Mercedes-Benz SLS AMG GT3 racing at the Nürburgring Nordschleife VLN Race 8, 2010

 

In 2015 the World Touring Car Championship is scheduled to host the FIA WTCC Race of Germany at the Nordschleife as a support category to the 24h.

 

Automotive media outlets and manufacturers use the Nordschleife as a standard to publish their lap times achieved with production vehicles.

 

BMW Sauber’s Nick Heidfeld made history on 28 April 2007 as the first driver in over 30 years to tackle the Nürburgring Nordschleife track in a contemporary Formula One car.[8] Heidfeld’s three demonstration laps round the German circuit in an F1.06 were the highlight of festivities celebrating BMW’s contribution to motorsport. About 45,000 spectators showed up for the main event, the third four-hour VLN race of the season, and the subsequent show by Heidfeld. Conceived largely as a photo opportunity, the lap times were not as fast as the car was capable of, BMW instead choosing to run the chassis at a particularly high ride height to allow for the Nordschleife's abrupt gradient changes and to limit maximum speeds accordingly. Former F1 driver Hans-Joachim Stuck was injured during the race when he crashed his BMW Z4.

 

As part of the festivities before the 2013 Nürburgring 24 Hour race, Michael Schumacher and other Mercedes-Benz drivers took part in a promotional event which saw Schumacher complete a demonstration lap of the Nordschleife at the wheel of a 2011 Mercedes W02.[9] As with Heidfeld's lap, and also partly due to F1's strict in-season testing bans, the lap left many motorsport fans underwhelmed.[10]

Nordschleife public access

 

Since its opening in 1927, the track has been used by the public for the so-called "Touristenfahrten," i.e. anyone with a road-legal car or motorcycle, as well as tour buses, motor homes, or cars with trailers. It is opened mainly on Sundays, but also many Saturdays and weekday evenings. The track may be closed for weeks during the winter months, depending on weather conditions and maintenance work. Passing on the right is prohibited, and some sections have speed limits.

Nordschleife is often open to the public. Three Caterhams are entering Brünnchen, a spectator vantage point.

Porsche GT3 RS approaching Adenauer Forst, a blind chicane on the Nordschleife.

Crashed BMW Z3 M coupé on the recovery truck

 

This Nürburgring is a popular attraction for many driving enthusiasts and riders from all over the world, partly because of its history and the challenge it provides. The lack of oncoming traffic and intersections sets it apart from regular roads, and the absence of a blanket speed limit is a further attraction.

 

Normal ticket buyers on these tourist days cannot quite complete a full lap of the 20.8 km (12.9 mi) Nordschleife, which bypasses the modern GP-Strecke, as they are required to slow down and pass through a 200-metre (220 yd) "pit lane" section where the toll gates are installed. On busier days, a mobile ticket barrier is installed on the main straight in order to reduce the length of queues at the fixed barriers. This is open to all ticket holders. On rare occasions, it is possible to drive both the Nordschleife and the Grand Prix circuit combined.

 

Drivers interested in lap times often time themselves from the first bridge after the barriers to the last gantry (aka Bridge-to-Gantry or BTG time) before the exit.[11] However, the track's general conditions state that any form of racing, including speed record attempts, is forbidden.[12] The driver's insurance coverage may consequently be voided, leaving the driver fully liable for damage. Normal, non-racing, non-timed driving accidents might be covered by driver's insurance, but it is increasingly common for UK insurers especially to insert exclusion clauses that mean drivers and riders on the Nürburgring only have third-party coverage[13] or are not covered at all.[14]

 

Drivers who have crashed into the barriers, suffered mechanical failure or been otherwise required to be towed off track during Touristenfahrten sessions are referred to as having joined the 'Bongard Club'. This nickname is derived from the name of the company which operates the large yellow recovery flatbed trucks which ferry those unfortunate drivers and their vehicles to the nearest exit.[15] Due to the high volume of traffic, there is an emphasis on quickly clearing and repairing any compromised safety measures so the track can be immediately re-opened for use.

 

Additionally, those found responsible for damage to the track and safety barriers on track are required to pay for those repairs, along with the time and cost associated with personnel and equipment to address those damages, making any accident or breakdown a potentially expensive incident. Because it is technically operated as a public toll road, failing to report an accident or instance where track surfaces are affected is considered unlawfully leaving the scene of an accident.[16] This is all part of the rules and regulations which aim to ensure a safe experience for all visitors to the track.

Commercial aspects

 

One of the original purposes of the Nordschleife was as a test track for auto manufacturers, and its demanding layout had been traditionally used as a proving ground. Weekdays are often booked for so-called Industriefahrten for auto makers and the media. With the advent of the Internet, awareness of the Nordschleife has risen in Germany and abroad, in addition to publicity in print media. In 1999, Porsche reported that their new 996 GT3 had lapped the Nürburgring in under eight minutes, and in subsequent years, manufacturers from overseas also showed up to test cars. Some high-performance models are promoted with videotaped laps published on the web, and the claimed lap times are generating discussion. Few of these supercars are actually entered in racing where the claims could be backed up.

 

The TV Series Top Gear has also used the Nordschleife for its challenges, often involving Sabine Schmitz. In addition, during series 17 (summer 2011) of Top Gear, James May was very critical of the ride quality of cars whose development processes included testing on the Nordschleife, saying that cars which were tested at Nordschleife got ruined.

 

Other pastimes are hosted at the Nürburgring, such as the Rock am Ring, Germany's biggest rock festival, attracting close to 100,000 rock fans each year since 1985. Since 1978, the Nordschleife is also the venue of a major running event (Nürburgring-Lauf/Run am Ring). In 2003, a major cycling event (Rad am Ring) was added and it became the multi-sports event Rad & Run am Ring.

 

In 2009, new commercial areas opened, including a hotel and shopping mall. In the summer of 2009, ETF Ride Systems opened a new interactive dark ride application called "Motor Mania" at the racetrack, in collaboration with Lagotronics B.V.[17] The roller coaster "ring°racer" was scheduled to open in 2011 but never started its operations due to technical failures.

 

In 2012, the track was preparing to file for bankruptcy as a result of nearly $500 million in debts and the inability to secure financing.[18] On 1 August 2012, the government of Rheinland-Pfalz guaranteed $312 million to allow the track to meet its debt obligations.[19]

 

In 2013, the Nürburgring was for sale for US$165 million (€127.3 million).[20] The sale process was by sealed-bid auction with an expected completion date of "Late Summer". This meant there was to be a new owner in 2013, unencumbered by the debts of the previous operation, with the circuit expected to return to profitability.[21]

 

On March 11, 2014 it was reported that the Nürburgring was sold for 77 million euros ($106.8 million). Düsseldorf-based Capricorn Development was the buyer. The company was to take full ownership of the Nürburgring on January 1, 2015.[22] But in October 2014, Russian billionaire, the chairman of Moscow-based Pharmstandard, Viktor Kharitonin, bought a majority stake in the Nürburgring.[23]

 

In May 2015, the Nürburgring was set to hold the first Grüne Hölle Rock festival as a replacement for the Rock am Ring festival,[24] but it fell through. Grüne Hölle Rock has changed their name to Rock im Revier and will be held in the Schalke area.[25]

From Wikipedia, the free encyclopedia

 

History

United States

Name: USS California

Namesake: State of California

Ordered: 28 December 1915

Builder: Mare Island Naval Shipyard

Laid down: 25 October 1916

Launched: 20 November 1919

Sponsored by: Barbara Stephens Zane

Commissioned: 10 August 1921

Decommissioned: 14 February 1947

Struck: 1 March 1959

Nickname(s): "The Prune Barge"

Honors and

awards: 7 Battle Stars

Fate: Sold for scrap, 10 July 1959

General characteristics [1]

Class & type: Tennessee-class battleship

Displacement: 32,300 tons (40,950 after refit)

Length: 624.5 ft (190.3 m)

Beam:

 

97.3 ft (29.7 m) (original)

114 ft (35 m) (rebuilt)

 

Draft: 30.3 ft (9.2 m)

Speed: 21 kn (24 mph; 39 km/h)

Complement: 57 officers, 1,026 men

Sensors and

processing systems: CXAM radar from 1940[2]

Armament:

 

As built:

12 × 14 in (360 mm)/50 cal guns (4x3)

14 × 5 in (130 mm)/51 cal guns

4 × 3 in (76 mm)/50 guns

2 × 21 in (530 mm) torpedo tubes

After reconstruction:

12 × 14 in (360 mm)/50 cal guns

16 × 5 in (130 mm)/38 cal guns (8x2)

56 × Bofors 40 mms (11x4, 5x2)

31 × Oerlikon 20 mm cannons

 

Armor:

 

Belt: 8–13.5 in (203–343 mm)

Barbettes: 13 in (330 mm)

Turret face: 18 in (457 mm)

Turret sides: 9–10 in (229–254 mm)

Turret top: 5 in (127 mm)

Turret rear 9 in (229 mm)

Conning tower: 11.5 in (292 mm)

Decks: 3.5 in (89 mm)

 

USS California (BB-44), one of two Tennessee-class battleships completed shortly after World War I, was the fifth ship of the United States Navy named in honor of the 31st state.[3] She was the last American battleship built on the West Coast, and the only one to be a dreadnought type.[4] She served in the Pacific her entire career, and for twenty years was the flagship of the Pacific Fleet. She was sunk in the attack on Pearl Harbor at her moorings in Battleship Row, but was salvaged and reconstructed. She served again for the remainder of World War II before being decommissioned in 1947. She was sold for scrap in 1959.

 

Construction and early service years

 

Her keel was laid down on 25 October 1916 by the Mare Island Naval Shipyard at Vallejo, California. She was launched 20 November 1919 sponsored by Mrs. R.T. (Barbara Stephens) Zane, daughter of California governor William D. Stephens; and commissioned on 10 August 1921, Captain Henry Joseph Ziegemeier, USN, in command.[5] She immediately reported to the Pacific Fleet as flagship.

 

For 20 years, from 1921 to 1941, California served first as flagship of the Pacific Fleet, then as flagship of the Battle Fleet (Battle Force), US Fleet. Her annual activities included joint Army-Navy exercises, tactical and organizational development problems, and fleet concentrations for various purposes. Intensive training and superior performance won her the Battle Efficiency Pennant for 1921 and 1922, and the Gunnery "E" for 1925 and 1926.

At high speed, 1921

 

In the summer of 1925, California led the Battle Fleet and a division of cruisers from the Scouting Fleet on a good-will cruise to Australia and New Zealand. She took part in the Presidential reviews of 1927, 1930, and 1934. She was modernized in late 1929 and early 1930 and equipped with an improved anti-aircraft battery of eight 5 in (130 mm)/25 cal guns replacing the earlier 3 in (76 mm) guns.[6] Also, the elevation of the ship's 14-inch guns was increased for improved range.[7]

 

In the mid-to-late-1930s, California and the 14 battleships of the United States Fleet were stationed in San Pedro, California. During that time, they participated in numerous fleet exercises taking them up and down the West Coast, to Hawaii, and in 1939 through the Panama Canal, to Cuba, to New York City for the 1939 World's Fair.

Firing a broadside

 

California was also active in sports competitions. Along with other Pacific Fleet battleships, her crew competed for the Navy Department General Excellency Trophy for Capital Ships of the Pacific Fleet – which because of its design quickly became known as the "Iron Man Trophy". Since 1919, the capital ships competed for this coveted award, which was awarded by COMSERVPAC on a system of points figured on the basis of participation and standings of athletic teams of ships of the Fleet. California was first awarded the "Iron Man" in 1924 and held it for three years.[8] In 1939, California won the "Iron Man" for the last time with a total score of .733 to beat out New Mexico. During those years the competition for the "Iron Man" was fierce among the capital ships of the Pacific Fleet, until most of them were reassigned to Hawaii in May 1940 after Fleet Problem XXI due to the growing concerns with relations with Japan. Competition for the trophy was suspended during the war, and was not revived until 1948, after California was out of commission.

 

California was one of six ships to receive the new RCA CXAM radar in 1940.[2]

World War II

California after rebuilding

California's aft triple 14-inch (356 mm) 50-caliber gun turrets in August 1945.

 

On 7 December 1941, California was moored at the southernmost berth of Battleship Row and was with other dreadnoughts of the Battle Force when the Japanese launched their aerial attack. Watertight integrity had been impaired by preparations for a material inspection; and the ship suffered extensive flooding damage when hit.[9] One torpedo detonated below the armor belt between Frames 46 and 60, and a second detonated below the armor belt between Frames 95 and 100.[10] At 0845, a 551 lb (250 kg) bomb entered the starboard upper deck level at Frame 60, passed through the main deck, and exploded on the armored second deck, setting off an anti-aircraft ammunition magazine and killing about 50 men.[11] A second near miss bomb ruptured her bow plates.[9] Smoke from fires started by the bomb hit caused evacuation of the forward engine-room at 1000 and ended pumping efforts to keep California afloat.[9] After three days of progressive flooding, California settled into the mud with only her superstructure remaining above the surface.[9] When the action ended, 100 of her crew were lost and 62 wounded. Machinist's Mate 1st Class Robert R. Scott was one of the sailors who lost his life on 7 December, refusing to leave his battle station, even as it flooded, "as long as the guns keep firing". Also killed was Chief Radioman Thomas Reeves who organized hand delivery of anti-aircraft ammunition when the equipment to lift it to the guns was knocked out. He was overcome by smoke and fire below decks while leading this effort. Both men were awarded the Medal of Honor posthumously for their heroism and destroyer escorts USS Reeves (DE-156) and USS Scott (DE-214) were named in their honor.

 

On 25 March 1942, California was refloated and dry-docked at Pearl Harbor for repairs. On 7 June, she departed under her own power for Puget Sound Navy Yard where a major reconstruction job was accomplished, including improved protection, watertight compartmenting, stability, antiaircraft battery, and fire control system. Her original twin funnels were combined into a single funnel faired into the superstructure tower as with the newer South Dakota class. The original 5 in (130 mm)/51 cal guns of the secondary battery and the 5 in (130 mm)/25 cal guns of the anti-aircraft battery were replaced by 16 5 in (130 mm)/38 cal guns in new twin mountings.[6] Her appearance was nearly identical to that of Tennessee and West Virginia, which were rebuilt after the Pearl Harbor attack to resemble South Dakota-class battleships. Like her sisters, she was a virtually new ship built on the bones of the old.[12]

 

As part of the two ocean navy policy, U.S. battleships had been designed within a beam constraint of 108 feet (33 m) in order to transit the Panama Canal; after their similar rebuilds, Tennessee, California and West Virginia were widened to 114 feet (35 m) feet, in effect limiting deployment to the Pacific theater.

 

Under the command of Captain Henry Poynter Burnett, USN, California departed Bremerton, Washington on 31 January 1944 for shakedown at San Pedro, California, and sailed from San Francisco, California, on 5 May for the invasion of the Marianas. Off Saipan in June, she conducted effective shore bombardment and call fire missions. On 14 June, she was hit by a shell from an enemy shore battery which killed one man and wounded nine. Countless more lives would have been lost had it not been for the skills of Ensign William D. Kent. Following Saipan, her heavy guns helped blast the way for the assault force in the Guam and Tinian operations from 18 July to 9 August. On 24 August she arrived at Espiritu Santo for repairs to her port bow damaged in a collision with her sister ship Tennessee (which was also present during the Pearl Harbor attack).

 

On 17 September, California sailed to Manus to ready for the invasion of the Philippines. From 17 October to 20 November, she played a key role in the Leyte operation, including the destruction of the Japanese fleet in the Battle of Surigao Strait on 25 October. In November there was a change of command with Captain Samuel B. Brewer, USN, relieving Captain Burnett. On 1 January 1945, she departed the Palaus for the Luzon landings. Her powerful batteries were an important factor in the success of these dangerous operations driven home into the heart of enemy-held territory under heavy air attack. On 6 January, while providing shore bombardment at Lingayen Gulf, she was hit by a kamikaze; 44 of her crew were killed and 155 were wounded. Undeterred she made temporary repairs on the spot and remained carrying out her critical mission of shore bombardment until the job was done. She departed on 23 January for Puget Sound Navy Yard, arriving on 15 February for permanent repairs.

A bell from California on display at the California State Capitol Museum.

 

California returned to action at Okinawa on 15 June, and remained in that embattled area until 21 July. Two days later, she joined Task Force 95 (TF 95) to cover the East China Sea mine-sweeping operations. After a short voyage to San Pedro Bay (Philippines) in August, the ship departed Okinawa on 20 September to cover the landing of the Sixth Army occupation force at Wakanoura Wan, Honshū. She remained supporting the occupation until 15 October, then sailed via Singapore, Colombo, Ceylon, and Cape Town, South Africa, to Philadelphia, arriving on 7 December. She was placed in commission in reserve there on 7 August 1946, out of commission in reserve on 14 February 1947, stricken on 1 March 1959, and sold for scrapping on 10 July 1959 to Bethlehem Shipbuilding Corporation, Sparrows Point, Maryland.

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

 

Cape Cod

From Wikipedia, the free encyclopedia

Jump to: navigation, search

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.

From Wikipedia, the free encyclopedia

 

History

United States

Name:Denver

Namesake:City of Denver, Colorado

Builder:New York Shipbuilding Corporation, Camden, New Jersey

Laid down:26 December 1940

Launched:4 April 1942

Sponsored by:Miss L. J. Stapleton

Commissioned:15 October 1942

Decommissioned:7 February 1947

Struck:March 1959

Identification:

Hull symbol:CL-58

Code letters:NADG

ICS November.svgICS Alpha.svgICS Delta.svgICS Golf.svg

Honors and

awards:

Bronze-service-star-3d.png Silver-service-star-3d.png 11 × battle stars

U.S. Navy Unit Commendation ribbon.svg Navy Unit Commendation

Fate:Scrapped in 1960

General characteristics

Class and type:Cleveland-class light cruiser

Displacement:

11,744 long tons (11,932 t) (standard)

14,131 long tons (14,358 t) (max)

Length:

610 ft 1 in (185.95 m) oa

608 ft (185 m)pp

Beam:66 ft 4 in (20.22 m)

Draft:

25 ft 6 in (7.77 m) (mean)

25 ft (7.6 m) (max)

Installed power:

4 × 634 psi Steam boilers

100,000 shp (75,000 kW)

Propulsion:

4 × geared turbines

4 × screws

Speed:32.5 kn (37.4 mph; 60.2 km/h)

Range:11,000 nmi (20,000 km) at 15 kn (17 mph; 28 km/h)

Complement:1,255 officers and enlisted

Armament:

4 × triple 6 in (150 mm)/47 caliber Mark 16 guns

6 × dual 5 in (130 mm)/38 caliber anti-aircraft guns

4 × quad 40 mm (1.6 in) Bofors anti-aircraft guns

8 × dual 40 mm (1.6 in) Bofors anti-aircraft guns

17 × single 20 mm (0.79 in) Oerlikon anti-aircraft cannons

Armor:

Belt: 3 1⁄2–5 in (89–127 mm)

Deck: 2 in (51 mm)

Barbettes: 6 in (150 mm)

Turrets: 1 1⁄2–6 in (38–152 mm)

Conning Tower: 2 1⁄4–5 in (57–127 mm)

Aircraft carried:4 × floatplanes

Aviation facilities:2 × stern catapults

Service record

Operations:World War II

Awards:Navy Unit Commendation,11 × battle stars

 

USS Denver (CL-58) was a Cleveland-class light cruiser. Denver launched on 4 April 1942 by New York Shipbuilding Corp., Camden, New Jersey; sponsored by Miss L. J. Stapleton, daughter of the Mayor of Denver; and commissioned on 15 October 1942, Captain Robert Carney in command.[1] It was the second ship named for the city of Denver, Colorado.

 

Service history

1943

Denver sailed from Philadelphia on 23 January 1943, and arrived at Efate, New Hebrides on 14 February. Thomas Darden was in command.[2] The new cruiser first saw combat in the bombardment of Vila on Kolombangara in the Solomon Islands, on 6 March. During this action her force engaged and sank the Japanese destroyers Minegumo and Murasame in the Battle of Blackett Strait. Continuing her operations in the Solomons, Denver joined the bombardment of Ballale Island on 29–30 June in conjunction with the invasion landings on New Georgia, then remained in the area on patrol.[1]

 

On the last day of October 1943, Denver sortied from Port Purvis with Task Force 39 (TF 39) to intercept an enemy force attempting to disrupt the landings at Cape Torokina, Bougainville. In the resulting battle of Empress Augusta Bay on the night of 1/2 November, the American ships sank one enemy light cruiser and a destroyer and damaged two heavy cruisers and two destroyers, while the four other enemy ships broke off the action and retired. During the heavy firing Denver was hit by three 8-inch (203 mm) shells which fortunately did not explode. She shared in the Navy Unit Commendation awarded her division for its outstanding performance in this battle.[1]

 

Denver covered the support landings on Cape Torokina on 10–11 November 1943, and two days later during a heavy air attack was hit by an aerial torpedo which knocked out all power and communications and killed 20 of her men. She was towed by Sioux to Port Purvis and then by Pawnee to Espiritu Santo for temporary repairs, then sailed to Mare Island for permanent repairs, arriving on 2 January 1944.[1]

 

1944

Denver returned to the forward area at Eniwetok, arriving on 22 June. Eight days later, she put to sea to screen carriers as they launched strikes to neutralize Japanese bases in the Bonins and Marianas during the invasion of the Marianas. She bombarded Iwo Jima on 4 July, and after screening continued air assaults returned to Eniwetok on 5 August.[1]

 

Denver sailed from Port Purvis on 6 September for the invasion of the Palaus. She bombarded Angaur Island from 12 to 18 September, then covered a task unit engaged in minesweeping, reconnaissance and underwater demolition operations before the landings on Ulithi on 23 September. She returned to Manus Island on 28 September to prepare for the return to the Philippines.[1]

 

Denver departed on 12 October for the landings on Leyte, bombarding Suluan Island and Dulag to open the vast invasion fleet's way into Leyte Gulf, then sailed on to bombard the southern landing beaches. As the Japanese sent the major portion of their remaining combatant fleet south in a desperate attempt to break up the landings, Denver's group took station in Surigao Strait on 24 October to prevent the passage of the Japanese Southern Force into Leyte Gulf. Attacks were made by motor torpedo boats and destroyers stationed in advance of the battle line. Yamashiro, Mogami, and Shigure were all that remained of the Japanese ships when Denver and the others of the battle line opened fire at 0351. With three other cruisers, she made a material contribution to the cumulative gunfire which sank Yamashiro. Mogami was later sunk by aircraft, and Shigure was the sole survivor of Nishimura's fleet which had sailed forth for this phase of the decisive Battle for Leyte Gulf. After this action, Denver sailed to aid in the destruction of any surviving enemy vessels, aiding in sinking Asagumo early in the day on 25 October.[1]

 

Continuing her service in Leyte Gulf, she fought off numerous attacks; during the one of 28 October, a bomb released from one of the planes she shot down exploded nearby causing minor damage and slight flooding. She screened reinforcement landings in November and fought off a kamikaze attack on 27 November, suffering four men wounded from fragments of a bomb which exploded 200 yards (180 m) off the starboard quarter. She joined the heavy covering group, for the Mindoro landings of 13–16 December, then returned to Manus on 24 December.[1]

 

1945

Returning to San Pedro Bay on 3 January, Denver sortied the next day to cover the landings at Lingayen Gulf. She remained in the Philippines to join in the consolidation of those islands. She covered the landings on Zambales on 29–30 January, supported minesweeping near and landings on Grande Island; provided fire support at Nasugbu on 31 January; escorted a replenishment convoy to Mindoro from 1 to 7 February; covered the Army landings around Mariveles Bay from 13 to 16 February, rescuing the survivors of the destroyer La Vallette; and supported the operations on Palawan and Mindanao Islands from February to May.[1]

 

On 7 June, Denver sailed from Subic Bay for the amphibious assaults on Brunei Bay, Borneo, and later at Balikpapan. She covered the pre-invasion work of minesweeping units and underwater demolition teams, and provided fire support for the invading troops until returning to San Pedro Bay, Leyte on 4 July for brief overhaul.[1]

 

Denver got underway for Okinawa on 13 July to hunt Japanese shipping off the China coast until 7 August. She sailed from Okinawa on 9 September to cover the evacuation of men of the Allied forces rescued from prison camps in the Wakayama area and covered the landing of occupation troops at Wakanoura Wan from 25 September to 20 October, when she sailed for home.[1]

 

Denver arrived at Norfolk on 21 November, and after overhaul, reported to Newport, Rhode Island in January 1946 for duty training men of the Naval Reserve, and a good-will visit to Quebec, Canada. In April, she arrived at Philadelphia Naval Shipyard, where she was placed out of commission in reserve on 7 February 1947. Stricken on 1 March 1959, ex-Denver was sold on 4 February 1960 to Union Minerals and Alloy Corp., New York City, for $260,689.89, and broken-up at Kearny, New Jersey, during November 1960.[1]

 

Awards

In addition to the Navy Unit Commendation, Denver received 11 battle stars for her World War II service.[1]

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From Wikipedia, the free encyclopedia

 

History

Weimar Republic

Laid down: 28 April 1928

Launched: 18 October 1929

Commissioned: 8 October 1931

Fate: Scuttled July 1946

General characteristics

Class and type: Leipzig-class cruiser

Displacement: 8,100 t (8,000 long tons; 8,900 short tons)

Length: 177 m (580 ft 9 in)

Beam: 16.3 m (53 ft 6 in)

Draft: 5.69 m (18 ft 8 in)

Propulsion:

 

Steam turbines and Diesels

3 shafts (Diesels on center shaft)

60,000 shp (45 MW) turbines + 12,400 hp (9.3 MW) diesels

 

Speed: 32 knots (59 km/h; 37 mph)

Range: 3,900 nmi (7,200 km; 4,500 mi) at 10 knots (19 km/h; 12 mph)

Complement:

 

26 officers

508 enlisted men

 

Armament:

 

9 × 15 cm (5.9") SK C/25 guns

2 × 8.8 cm (3.46") SK L/45 anti-aircraft guns

12 × 50 cm (20 in) torpedo tubes

120 mines

 

Armor:

 

Belt armor: 50 mm (2.0 in)

Deck: 30 mm (1.2 in)

Conning tower: 100 mm (3.9 in)

 

Aircraft carried: 2 × Arado 196 floatplanes

Service record

Operations:

 

Spanish Civil War

Operation Barbarossa

German Mine Sweeping Administration

 

Leipzig was the lead ship of her class of light cruisers built by the German navy. She had one sister ship, Nürnberg. Leipzig was laid down in April 1928, was launched in October 1929, and was commissioned into the Reichsmarine in October 1931. Armed with a main battery of nine 15 cm (5.9 in) guns in three triple turrets, Leipzig had a top speed of 32 knots (59 km/h; 37 mph).

 

Leipzig participated in non-intervention patrols during the Spanish Civil War. In the first year of World War II, she performed escort duties for warships in the Baltic and North seas. While on one of these operations in December 1939, the ship was torpedoed by a British submarine and badly damaged. Repairs were completed by late 1940, when she returned to service as a training ship. She provided gunfire support to the advancing Wehrmacht troops as they invaded the Soviet Union in 1941.

 

In October 1944, Leipzig collided with the heavy cruiser Prinz Eugen; the damage was so severe that the navy decided complete repairs were unfeasible. The ship was patched up to keep her afloat, and she helped to defend Gotenhafen from the advancing Red Army in March 1945. She then carried a group of fleeing German civilians, reaching Denmark by late April. After the end of the war, Leipzig was used as a barracks ship for minesweeping forces and was scuttled in July 1946.

 

Design

Leipzig recognition chart

Main article: Leipzig-class cruiser

 

Leipzig was 177 meters (581 ft) long overall and had a beam of 16.3 m (53 ft) and a maximum draft of 5.69 m (18.7 ft) forward. She displaced 8,100 metric tons (8,000 long tons; 8,900 short tons) at full combat load. Her propulsion system consisted of two steam turbines and four 7-cylinder MAN two-stroke double-acting diesel engines,[1] which were the basis for the unsuccessful US Navy Hooven-Owens-Rentschler design.[2] Steam for the turbines was provided by six Marine-type double-ended oil-fired boilers. The ship's propulsion system provided a top speed of 32 knots (59 km/h; 37 mph) and a range of approximately 3,900 nautical miles (7,200 km; 4,500 mi) at 10 knots (19 km/h; 12 mph) using only the diesel engines. Leipzig had a crew of 26 officers and 508 enlisted men.[3]

 

The ship was armed with nine 15 cm SK C/25 guns mounted in three triple gun turrets. One was located forward, and two were placed in a superfiring pair aft, all on the centerline. They were supplied with between 1,080 and 1,500 rounds of ammunition, for between 120 and 166 shells per gun. As built, the ship was also equipped with two 8.8 cm SK L/45 anti-aircraft guns in single mounts; they had 400 rounds of ammunition each. Leipzig also carried four triple torpedo tube mounts located amidships; they were supplied with twenty-four 50 cm (20 in) torpedoes. She was also capable of carrying 120 naval mines.[4] The ship was protected by an armored deck that was 30 mm (1.2 in) thick amidships and an armored belt that was 50 mm (2.0 in) thick. The conning tower had 100 mm (3.9 in) thick sides.[3]

Service history

 

Leipzig was laid down at the Reichsmarinewerft shipyard in Wilhelmshaven on 28 April 1928 and launched on 18 October 1929. She was commissioned into the Reichsmarine on 8 October 1931.[1] The ship trained extensively in the Baltic Sea throughout 1932 and 1933, and also made several goodwill cruises overseas. In 1934, she and the cruiser Königsberg made the first goodwill visit to the United Kingdom since the end of World War I.[5] In late 1934, Leipzig went into drydock for modifications. An aircraft catapult was installed on the aft superstructure and a crane for handling float planes replaced one of her boat derricks. The original single-mount 8.8 cm anti-aircraft guns were replaced with twin mounts.[6] These modifications were made in Kiel. In early 1935, Leipzig joined the old pre-dreadnought battleship Schlesien, the new heavy cruiser Deutschland, and the light cruiser Köln for major fleet exercises.[5]

 

Later in 1935, Adolf Hitler visited the ship during training maneuvers with the rest of the fleet. The ship joined her sister Nürnberg and Köln for exercises in the Atlantic Ocean in early 1936. In August, Leipzig took part in the non-intervention patrols off Spain during the Spanish Civil War. She conducted several patrols between August 1936 and June 1937,[5] and in late June, she was allegedly attacked with torpedoes; this prompted Germany and Italy to withdraw from the non-intervention patrols.[7] She thereafter returned to Germany and went into the Baltic Sea for training, which lasted through 1938. In March 1939, she participated in the annexation of Memel which Germany had demanded from Lithuania. The following month, she joined the battleship Gneisenau, the cruiser Deutschland, and several destroyers and U-boats for major exercises in the Atlantic. Additional maneuvers were conducted through the middle of 1939.[5]

World War II

 

At the outbreak of World War II in September 1939, Leipzig was assigned to the blocking force that was intended to prevent the escape of the Polish Navy from the Baltic; they were unsuccessful. Leipzig thereafter went to the North Sea, where she and the other light cruisers laid a series of defensive minefields. This task lasted through the end of the month, after which she returned to the Baltic for training maneuvers.[5] On 17–19 November, Leipzig covered a minelaying operation in the North Sea. She joined Deutschland, Köln, and three torpedo boats for a sweep in the Skagerrak for Allied shipping on 21–22 November. Leipzig was tasked with escorting the battleships Scharnhorst and Gneisenau through the Skagerrak, and with covering their return on the 27th.[8]

 

On 13 December, Leipzig was tasked with escorting a flotilla of destroyers and other small vessels as they proceeded through the Skagerrak to lay a minefield. While en route, the British submarine HMS Salmon attacked the German warships, and at 11:25, hit Leipzig with a torpedo.[5] The torpedo hit Leipzig just below the waterline, where a bulkhead separated two of the ship's three boiler rooms. The explosion bent her armored deck and damaged her keel; some 1,700 t (1,700 long tons; 1,900 short tons) of water flooded the ship, and the damage cut electrical power to the ship's pumping system. The two boiler rooms were flooded, steam lines were damaged, and the port turbine was shut down. At around the same time, her sister Nürnberg was also torpedoed. A pair of destroyers arrived to escort the damaged cruisers back to port; an hour after Leipzig was torpedoed, one of the escorting destroyers was also torpedoed, just outside the mouth of the Elbe. Another torpedo passed just ahead of Leipzig, nearly hitting the damaged cruiser.[9]

 

After safely returning to port in Kiel, Leipzig was taken into the Deutsche Werke shipyard for repairs. She was decommissioned while under repair and reclassified as a training ship. To accommodate additional training crews, four of the ship's boilers were removed. She returned to service in late 1940.[9] In early June 1941, she escorted the heavy cruiser Lützow (formerly Deutschland) to Norway. After she returned to the Baltic, she and the cruiser Emden provided artillery support to advancing German ground forces during Operation Barbarossa, the invasion of the Soviet Union.[10] In September, she supported the invasion of the Baltic islands in the West Estonian archipelago. While bombarding Soviet positions on Moon Island, Leipzig was attacked unsuccessfully by the Soviet submarine Shch-317.[11] In late September, the ship joined the German Baltic Fleet, centered on the battleship Tirpitz; the fleet was tasked with blocking a possible Soviet attempt to break out of the Baltic.[12] Leipzig returned to Kiel in October, and conducted maneuvers with the heavy cruiser Admiral Scheer. Leipzig became the flagship of the training fleet in 1942; she spent the year performing training duties.[10]

 

Leipzig was decommissioned briefly in March 1943, and recommissioned on 1 August. She was in need of an overhaul, however, and the work significantly delayed her return to operational status. Furthermore, an outbreak of meningitis killed two crewmen and created an additional delay. Leipzig returned to escort duties in the Baltic in mid-September 1944. Her first operation covered troop transports between Gotenhafen and Swinemünde in company with Admiral Scheer. On 14 October, Leipzig departed Gotenhafen, bound for Swinemünde, to take on a load of mines. In a heavy fog, she collided with the heavy cruiser Prinz Eugen, which was steaming at 20 knots (37 km/h; 23 mph). At the time of collision, Leipzig was switching from her diesel cruise engines to her steam turbine main engines, a process of first uncoupling the diesels from the shafts and then coupling turbines to the shafts, which left the ship temporary without propulsion drifting out of her fairway into the path of Prinz Eugen which was moving in the opposite way[13] Prinz Eugen struck C on her port side, just forward of her funnel, cutting her nearly in half - the forward point of the clipper bow of Prinz Eugen actually stuck out beyond the starboard side of Leipzig. The collision destroyed the number 3 (port) engine room, flooded a second engine room and killed or wounded 39 crewmen. The ships remained stuck fast for over a day, after which Leipzig was towed back to Gotenhafen.[14][15] The damage was so severe that repairs were deemed impractical, especially considering Germany's pressing military situation by late 1944. Only repairs to keep her afloat in the harbor were effected.[15]

 

Leipzig provided fire support to the defending German forces in March 1945, while Soviet Red Army forces advanced on the city. On 24 March, Leipzig was moved to Hela, laden with refugees; she was capable of steaming at only 6 knots (11 km/h; 6.9 mph). She was repeatedly attacked by Soviet aircraft, and Allied submarines attempted to torpedo her twice. She nevertheless safely reached Denmark on 29 April. Due to her poor state following the end of the war, she was used as a barracks ship for the men of the German Mine Sweeping Administration, tasked with clearing mines off the German coast. The battered ship was eventually towed out and scuttled in July 1946.[16]

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Ethel Barrymore

From Wikipedia, the free encyclopedia

Ethel Barrymore

 

Ethel Barrymore, 1896,

BornEthel Mae Blythe

August 15, 1879

Philadelphia, Pennsylvania, U.S.

DiedJune 18, 1959 (aged 79)

Los Angeles, California, U.S.

OccupationActress

Years active1895–1957

SpouseRussel Griswold Colt (m. 1909–1923) (divorced) 3 children

Ethel Barrymore (August 15, 1879 – June 18, 1959) was an American actress and a member of the Barrymore family of actors.[1]

 

Contents [hide]

1 Early life

2 Career

3 Private life

4 Death

5 Filmography

6 See also

7 References

8 External links

[edit]Early life

 

Ethel Barrymore was born Ethel Mae Blythe in Philadelphia, Pennsylvania, the second child of the actors Maurice Barrymore (whose real name was Herbert Blythe) and Georgiana Drew. Named after her father’s favorite character—Ethel in William Makepeace Thackeray’s The Newcomes—she was one of the twentieth century’s most elegant, beautiful and gifted actresses.

 

She was the sister of actors John Barrymore and Lionel Barrymore, the aunt of actor John Drew Barrymore, and the great-aunt of actress Drew Barrymore. She was also the niece of Broadway matinée idol John Drew Jr and early Vitagraph movie star Sidney Drew.

 

She spent her childhood in Philadelphia, and attended Roman Catholic schools there.

 

[edit]Career

 

Ethel Barrymore was a highly regarded stage actress in New York City and a major Broadway performer. Many today consider her to be the greatest actress of her generation.

 

Her first appearance in Broadway was in 1895, in a play called The Imprudent Young Couple which starred her uncle John Drew, Jr. and Maude Adams. She appeared with Drew and Adams again in 1896 in Rosemary.

 

In 1897 Ethel went with William Gillette to London to play Miss Kittridge in Gillette's Secret Service. The play, Gillette’s greatest work, was a huge success, but Ethel remained pretty much beneath everyone's radar scopes until one night when the leading actress, Odette Taylor, became ill and went home, still dressed in her costume. Ethel was standing in the wings in her nurse’s costume when the theater manager told her she would have to replace Taylor, dressed as she was. Ethel protested that she didn’t know Ms. Taylor’s part, but she went out in her nurse’s uniform and carried the show. It was a splendid performance, and she was noticed.

 

She was about to return to the States with Gillette's troupe when Henry Irving and Ellen Terry offered her the role of Annette in The Bells. A full London tour was on and, before it was over, Ethel created, on New Years Day 1898, Euphrosine in Peter the Great at the Lyceum, the play having been written by Irving's son, Laurence. Men everywhere were smitten with Ethel, most notably young Winston Churchill, who asked her to marry him. Not wishing to be a politician's wife, she refused. Winston, several years later, married Clementine Hozier, a ravishing beauty who looked very much like Ethel, but Winston and Ethel remained friends until the end of her life. Their “romance” was their own little secret until his son let the cat out of the bag 63 years after it happened.[2]

 

After her big season in London, Ethel returned to America. Charles Frohman cast her first in Catherine and then as Stella de Grex in His Excellency the Governor. After that, Frohman finally gave Ethel the role that would make her a star: Madame Trentoni in Captain Jinks of the Horse Marines, which opened at the Garrick Theatre on February 4, 1901. When the tour concluded in Boston in June, she had out-drawn two of the most prominent actresses of her day, Mrs. Patrick Campbell and Minnie Maddern Fiske.

 

Following her triumph in Captain Jinks, Ethel gave sterling performances in many top-rate productions, and it was in Sunday that she uttered what would be her most famous line, "That's all there is, there isn't any more."[3]

 

Ethel portrayed Nora in A Doll's House by Ibsen (1905), and Juliet in Romeo and Juliet by Shakespeare (1922).

   

Barrymore playing the male character Carrots in a play of the same name, 1902

  

Ethel Barrymore in 1901 in one of the famous dresses from Captain Jinks of the Horse Marines

She was also a strong supporter of the Actors' Equity Association and had a high-profile role in the 1919 strike. In 1926, she scored one of her greatest successes as the sophisticated spouse of a philandering husband in W. Somerset Maugham's comedy, The Constant Wife. She starred in Rasputin and the Empress (1932), with John and Lionel Barrymore, playing the Czarina married to Czar Nicholas. In July 1934, she starred in the play Laura Garnett, by Leslie and Sewell Stokes, at Dobbs Ferry, New York State.

 

After she became a stage star, she would often dismiss adoring audiences who kept demanding curtain calls by saying "That's all there is - there isn't any more!" This became a popular catch phrase in the 1920s and 1930s. Many references to it can be found in the media of the period, including the Laurel and Hardy 1933 film Sons of the Desert, and Arthur Train's 1930 Wall Street Crash novel Paper Profits.

 

Barrymore was a baseball and boxing fan. Her admiration for boxing ended when she witnessed as a spectator the brutality of the July 4, 1919, Dempsey/Willard fight in which Dempsey broke Willard's jaw and knocked out several of his teeth. Ethel vowed never to attend another boxing match though she would later watch boxing on television.

 

She appeared in her first motion picture, The Nightingale, in 1914. Members of her family were already in pictures; uncle Sidney and Lionel had entered films in 1911 and John made his first feature in 1913. She made 15 silent pictures between 1914 and 1919 most of them for the old Metro studio. Most of these pictures were made on the East Coast, as her Broadway career and children came first. All of her silent films are lost with the exception of The Awakening of Helena Ritchie (1916) which survives incomplete at the Library of Congress and The Call of Her People(1917) held at George Eastman House, Rochester.[4][5] In the 1940s, she moved to Hollywood, California. The only two films that featured all three siblings—Ethel, John and Lionel—were National Red Cross Pageant (1917) and Rasputin and the Empress (1932). The former film is now lost.

 

She won the Oscar for Best Supporting Actress for her role in the 1944 film None but the Lonely Heart opposite Cary Grant, but made plain that she was not overly impressed by it. On March 22, 2007, her Oscar was offered for sale on eBay.

 

She appeared in The Spiral Staircase (1946) directed by Robert Siodmak, The Paradine Case (1947) directed by Alfred Hitchcock, and Portrait of Jennie (1948), among others. Her last film appearance was in Johnny Trouble (1957). She also made a number of television appearances in the 1950s, including one memorable encounter with comedian Jimmy Durante on NBC's All Star Revue on December 1, 1951 (preserved on a kinescope).

 

In 1949, Barrymore appeared in the Academy Award winning film Pinky for which she was awarded an Academy Award nomination for Best Supporting Actress.

 

[edit]Private life

   

Ethel Barrymore by Carl Van Vechten (December 12, 1937)

  

Ethel Barrymore, husband Russell Griswold Colt and their three children, circa 1914.

Winston Churchill was among the closest of many of Barrymore's dear friends. Some have claimed Churchill proposed to her in 1900; however, Barrymore mentions no such thing in her autobiography, Memories. She had, at the age of 19, while on tour in England, been rumored to be engaged to the Duke of Manchester, actor Gerald Du Maurier, writer Richard Harding Davis and the aforementioned Churchill.[6]

 

Ethel Barrymore married Russell Griswold Colt (1882–1959), grandnephew of American arms maker Samuel Colt (1814–1862), on March 14, 1909. The couple had been introduced, according to Barrymore's autobiography, when Colt had strolled by the table where she was having lunch with her uncle, actor John (Jack) Drew, in Sherry's Restaurant in New York.[7] A New York Times article of 1911, when Barrymore first took preliminary divorce measures against Colt, states that Colt had been introduced to Barrymore by her brother John Barrymore while Colt was still a student at Yale.[8] The couple had three children: actress/singer Ethel Barrymore Colt (1912–1977), who appeared on Broadway in Stephen Sondheim's Follies; Samuel Colt (1909–1986); and John Drew Colt (1913–1975).

 

Barrymore's marriage to Colt was a precarious one from the start, with Barrymore filing divorce papers as early in the marriage as 1911, much to Colt's surprise. At least one source claims that Colt abused her and also that he fathered a child with another woman while married to Barrymore. They divorced in 1923 and, quite surprisingly, she did not seek alimony from Colt, which was her right.

 

Ethel Barrymore never remarried. She had platonic relationships with other men, most notably actors Henry Daniell and Louis Calhern.

 

[edit]Death

 

Ethel Barrymore died of cardiovascular disease in 1959, at her home in Hollywood, California, after having lived for many years with a heart condition. She was two months shy of her 80th birthday. She was entombed at Calvary Cemetery. The Ethel Barrymore Theatre in New York City is named after her

Encyclopédie d'histoire naturelle

Paris :Maresq[1851-1860].

biodiversitylibrary.org/page/10453168

From Wikipedia, the free encyclopedia

Lick Observatory

 

Named afterJames Lick Edit this on Wikidata

OrganizationUniversity of California Edit this on Wikidata

Observatory code662 Edit this on Wikidata

Locationnear San Jose, California

Coordinates37°20′29″N 121°38′34″WCoordinates: 37°20′29″N 121°38′34″W

Altitude1,283 m (4,209 ft) Edit this at Wikidata

Websiteucolick.org/main/ Edit this at Wikidata

TelescopesAnna L. Nickel telescope

Automated Planet Finder

C. Donald Shane telescope

Carnegie telescope

Coudé Auxiliary Telescope

Crossley telescope

James Lick telescope

Katzman Automatic Imaging Telescope

Tauchmann telescope Edit this on Wikidata

Lick Observatory is located in the US Lick Observatory

Location of Lick Observatory

Commons page Related media on Wikimedia Commons

[edit on Wikidata]

The Lick Observatory is an astronomical observatory, owned and operated by the University of California. It is situated on the summit of Mount Hamilton, in the Diablo Range just east of San Jose, California, US. The observatory is managed by the University of California Observatories, with headquarters on the University of California, Santa Cruz campus, where its scientific staff moved in the mid-1960s.

 

Early history

Lick Observatory is the world's first permanently occupied mountain-top observatory.[1] The observatory, in a Classical Revival style structure, was constructed between 1876 and 1887, from a bequest from James Lick of $700,000 (approximately $22 million in 2014 US dollars).[2][3] Lick, originally a carpenter and piano maker, chose the site atop Mount Hamilton and was buried there in 1887 under the future site of the telescope,[2] with a brass tablet bearing the inscription, "Here lies the body of James Lick".[citation needed]

 

Lick Observatory in 1900

Lick additionally requested that Santa Clara County construct a "first-class road" to the summit, completed in 1876.[2] Lick chose John Wright, of San Francisco's Wright & Sanders firm of architects, to design both the Observatory and the Astronomer's House.[4] All of the construction materials had to be brought to the site by horse and mule-drawn wagons, which could not negotiate a steep grade. To keep the grade below 6.5%, the road had to take a very winding and sinuous path, which the modern-day road (California State Route 130) still follows. Tradition maintains that this road has exactly 365 turns (This is approximately correct, although uncertainty as to what should count as a turn makes precise verification impossible). The road is closed when there is snow at Lick Observatory.[5]

 

The first telescope installed at the observatory was a 12-inch (300-millimeter) refractor made by Alvan Clark. Astronomer E. E. Barnard used the telescope to make "exquisite photographs of comets and nebulae," according to D. J. Warner of Warner & Swasey Company.[2]

 

The 36-inch (91-centimeter) refracting telescope on Mt. Hamilton was Earth's largest refracting telescope during the period from when it saw first light on January 3, 1888, until the construction of Yerkes Observatory in 1897. Warner & Swasey designed and built the telescope mounting, with the 36-inch (91-centimeter) lens manufactured by one of the Clark sons, Alvan Graham. E. E. Barnard used the telescope in 1892 to discover a fifth moon of Jupiter, Amalthea. This was the first addition to Jupiter's known moons since Galileo observed the planet through his parchment tube and spectacle lens. The telescope provided spectra for W. W. Campbell's work on the radial velocities of stars.[2]

 

In May 1888, the observatory was turned over to the Regents of the University of California,[6] and it became the first permanently occupied mountain-top observatory in the world. Edward Singleton Holden was the first director. The location provided excellent viewing performance because of lack of ambient light and pollution; additionally, the night air at the top of Mt. Hamilton is extremely calm, and the mountain peak is normally above the level of the low cloud cover that is often seen in the San Jose area. When low cloud cover is present below the peak, light pollution is cut to almost nothing.[citation needed]

 

On May 21, 1939, during a nighttime fog that engulfed the summit, a U.S. Army Air Force Northrop A-17 two-seater attack plane crashed into the main building. Because a scientific meeting was being held elsewhere, the only staff member present was Nicholas Mayall. Nothing caught fire and the two individuals in the building were unharmed. The pilot of the plane, Lt. Richard F. Lorenz, and passenger Private W. E. Scott were killed instantly. The telephone line was broken by the crash, so no help could be called for at first. Eventually help arrived together with numerous reporters and photographers, who kept arriving almost all night long. Evidence of their numbers could be seen the next day by the litter of flash bulbs carpeting the parking lot. The press widely covered the accident and many reports emphasized the luck in not losing a large cabinet of spectrograms which was knocked over by the crash coming through an astronomer's office window. Perhaps more notable was the lack of fire or damage to a telescope dome.[7][8][9][10]

 

In 1950, the California state legislature appropriated funds for a 120-inch (300-centimeter) reflector telescope, which was completed in 1959. The observatory additionally has a 24-inch (61-centimeter) Cassegrain reflector dedicated to photoelectric measurements of star brightness, and received a pair of 20-inch (51-centimeter) astrographs from the Carnegie Corporation.[2]

 

Current state

 

Lick Observatory and Mount Hamilton, looking east on takeoff from Mineta San José International Airport

With the growth of San Jose, and the rest of Silicon Valley, light pollution became a problem for the observatory. In the 1970s, a site in the Santa Lucia Mountains at Junípero Serra Peak, southeast of Monterey, was evaluated for possible relocation of many of the telescopes. However, funding for the move was not available, and in 1980 San Jose began a program to reduce the effects of lighting, most notably replacing all streetlamps with low pressure sodium lamps. The result is that the Mount Hamilton site remains a viable location for a major working observatory. The International Astronomical Union named Asteroid 6216 San Jose to honor the city's efforts toward reducing light pollution.[11]

 

In 2006, there were 23 families in residence, plus typically between two and ten visiting astronomers from the University of California campuses, who stay in dormitories while working at the observatory. The little town of Mount Hamilton atop the mountain has its own police and a post office, and until recently a one-room schoolhouse.[12]

 

In 2008, there were 38 people residing on the mountain; the chef and commons dinner were decommissioned.[citation needed] By 2013, with continuing budget and staff cuts there remain only about nineteen residents and it is common for the observers to work from remote observing stations rather than make the drive, partly as a result of the business office raising the cost to stay in the dorms,[citation needed] the swimming pool has been removed.[citation needed]

 

In 2013, one of Lick Observatory's key funding sources was scheduled for elimination in 2018, which many worried would result in the closing of the entire observatory.[13] [14]

 

In November 2014, the University of California announced its intention to continue support of Lick Observatory.[15]

 

Telescopes at Lick Observatory are used by researchers from multiple campuses of the University of California system. Current topics of research carried out at Lick include exoplanets, supernovae, active galactic nuclei, planetary science, and development of new adaptive optics technologies.

 

Significant discoveries

 

Simulation of Amalthea orbiting Jupiter

The following astronomical objects were discovered at Lick Observatory:[citation needed]

 

Several moons of Jupiter[16]

Amalthea[17]

Ananke[citation needed]

Elara[18]

Himalia

Lysithea

Sinope[19]

Near-Earth asteroid (29075) 1950 DA

Several extrasolar planets

Quintuple planet system

55 Cancri[20]

Triple planet system

Upsilon Andromedae (with Whipple Observatory)

Double planet systems

HD 38529 (with Keck Observatory)

HD 12661 (with Keck)

Gliese 876 (with Keck)

47 Ursae Majoris

The first detection of emission lines in the spectrum of an active galaxy[21]

The jet emerging from the active nucleus in Messier 87[22]

The hidden active galactic nucleus in NGC 1068,[23] detected using spectropolarimetry

Equipment

 

Current equipment and locations:[citation needed]

 

the C. Donald Shane telescope 120-inch (3-meter) reflector (Shane Dome, Tycho Brahe Peak). Its instrumentation includes:

the Hamilton spectrometer

the Kast double spectrograph

the ShaneAO adaptive optics system with laser guide star

the Automated Planet Finder 94-inch (2.4-meter) reflector. First light was originally scheduled for 2006. The telescope finally came into regular use in 2013.

the Anna L. Nickel 39-inch (1-meter) reflector (North (small) Dome, Main Building)

the Great Lick 36-inch (91-centimeter) refractor (South Dome, Main Building, Observatory Peak)

the Crossley 35-inch (90-centimeter) reflector (Crossley Dome, Ptolemy Peak)

the Katzman Automatic Imaging Telescope (KAIT) 30-inch (76-centimeter) reflector (24-inch Dome, Kepler Peak)

the 24-inch (60-centimeter) Coudé Auxiliary Telescope (Inside of Shane Dome, South wall, Tycho Brahe Peak)

the Tauchmann 20-inch (50-centimeter) reflector (Tauchmann Dome atop the water tank, Huygens Peak)

the Carnegie 20-inch (50-centimeter) twin refractor (Double Astrograph Dome, Tycho Brahe Peak)

Removed equipment:

  

From Wikipedia, the free encyclopedia

  

De pupil is de opening van het midden van de iris in het oog.

Door de pupil is de donkere binnenkant van het oog te zien, daardoor lijkt de pupil zwart. De pupil zit achter het hoornvlies en voor het glasachtig lichaam.

De iris zorgt ervoor dat de pupil groter of kleiner wordt, onder invloed van lichtsterkte en psychologische invloeden: Bij veel licht wordt de pupil kleiner, terwijl ze in het donker groter wordt.

Ook geneesmiddelen zoals atropine en verdovende middelen kunnen de pupilafmeting beïnvloeden. Bovendien veranderen de pupillen ook bij emoties (groter) of bij kijken op korte afstand (kleiner). Bij pediatrisch oogonderzoek wordt cyclopentolaat gebruikt om de pupil te vergroten.

Na gebruik van dergelijke middelen, kan de patiënt heel lichtgevoelig zijn omdat de wijde pupil te veel licht doorlaat. Daarom wordt het tijdelijk (enkele uren) dragen van een zonnebril aangeraden.

 

Psychologisch effect

 

Ziet iemand iets wat hij leuk of mooi vindt, dan worden zijn pupillen onbewust wijder ('hij zet grote ogen op'). De pupil kan daarbij zelfs als leugendetector dienen: iemand die op dieet is kan zichzelf wijsmaken dat hij een hekel heeft aan slagroomtaarten, en daar op den duur zelf in gaan geloven (fabuleren). Zijn pupillen vertellen echter iets anders.

Iemand die wijde pupillen heeft, wordt vaak aardiger gevonden, hoewel men de wijde pupillen niet bewust opmerkt.

 

Er is een onderzoek waarbij men een proefpersoon twee foto's van een meisje laat zien. Hij moet kiezen welke foto hij het leukst vindt. De proefpersoon zal aanvankelijk het antwoord weigeren, want de foto's lijken volkomen identiek. Daar neemt de vraagsteller geen genoegen mee, er moet een foto gekozen worden. Dus kiest de proefpersoon een van de foto's. Nu blijkt dat de foto geretoucheerd is: het meisje op de leukste foto heeft wijdere pupillen.

Kennelijk heeft de proefpersoon de volgende gedachte: "Dat meisje heeft wijde pupillen als ze mij ziet. Kennelijk vindt ze mij aardig. Dan vind ik haar ook aardig." Deze gedachte is echter volkomen onbewust.

In de oudheid was dit verschijnsel al bekend, en vrouwen gebruikten vroeger het pupilverwijdende atropine, dat gewonnen werd uit de wolfskers, als cosmetisch middel. Dat verklaart ook de wetenschappelijke naam van de wolfskers: belladonna.

 

The pupil is a hole located in the center of the iris of the eye that allows light to enter the retina. It appears black because most of the light entering the pupil is absorbed by the tissues inside the eye. In humans the pupil is round, but other species, such as some cats, have slit pupils. In optical terms, the anatomical pupil is the eye's aperture and the iris is the aperture stop. The image of the pupil as seen from outside the eye is the entrance pupil, which does not exactly correspond to the location and size of the physical pupil because it is magnified by the cornea. On the inner edge lies a prominent structure, the collarette, marking the junction of the embryonic pupillary membrane covering the embryonic pupil.

 

Control

 

The iris is a contractile structure, consisting mainly of [smooth muscle], surrounding the pupil. Light enters the eye through the pupil, and the iris regulates the amount of light by controlling the size of the pupil. In humans the pupil is round, but other species, such as some cats, have slit pupils.[2] The iris contains two groups of smooth muscles; a circular group called the sphincter pupillae, and a radial group called the dilator pupillae. When the sphincter pupillae contract, the iris decreases or constricts the size of the pupil. The dilator pupillae, innervated by sympathetic nerves from the superior cervical ganglion, cause the pupil to dilate when they contract. These muscles are sometimes referred to as intrinsic eye muscles. The sensory pathway (rod or cone, bipolar, ganglion) is linked with its counterpart in the other eye by a partial crossover of each eye's fibers. This causes the effect in one eye to carry over to the other. If the drug pilocarpine is administered, the pupils will constrict and accommodation is increased due to the parasympathetic action on the circular muscle fibers, conversely, atropine will cause paraylsis of accommodation (cycloplegia) and dilation of the pupil. The sympathetic nerve system can dilate the pupil in two ways: by the stimulation of the sympathetic nerve in the neck, or by influx of adrenaline.

 

Optic effects

 

When bright light is shone on the eye light sensitive cells in the retina, including rod and cone photoreceptors and melanopsin ganglion cells, will send signals to the oculomotor nerve, specifically the parasympathetic part coming from the Edinger-Westphal nucleus, which terminates on the circular iris sphincter muscle. When this muscle contracts, it reduces the size of the pupil. This is the pupillary light reflex, which is an important test of brainstem function. Furthermore, the pupil will dilate if a person sees an object of interest.

The pupil gets wider in the dark but narrower in light. When narrow, the diameter is 3 to 4 millimeters. In the dark it will be the same at first, but will approach the maximum distance for a wide pupil 4 to 9 mm. In any human age group there is however considerable variation in maximal pupil size. For example, at the peak age of 15, the dark-adapted pupil can vary from 4 mm to 9 mm with different individuals. After 25 years of age the average pupil size decreases, though not at a steady rate. At this stage the pupils do not remain completely still, therefore may lead to oscillation, which may intensify and become known as hippus. When only one eye is stimulated, both eyes contract equally. The constriction of the pupil and near vision are closely tied. In bright light, the pupils constrict to prevent aberrations of light rays and thus attain their expected acuity; in the dark this is not necessary, so it is chiefly concerned with admitting sufficient light into the eye.

A condition called bene dilitatism occurs when the optic nerves are partially damaged. This condition is typified by chronically widened pupils due to the decreased ability of the optic nerves to respond to light. In normal lighting, people afflicted with this condition normally have dilated pupils, and bright lighting can cause pain. At the other end of the spectrum, people with this condition have trouble seeing in darkness. It is necessary for these people to be especially careful when driving at night due to their inability to see objects in their full perspective. This condition is not otherwise dangerous.

 

Psychological effects

 

The pupil dilates in response to extreme emotional situations such as fear, or to contact of a sensory nerve, such as pain. Task-evoked pupillary response is the tendency of pupils to dilate slightly in response to loads on working memory, increased attention, sensory discrimination, or other cognitive loads.

Facial expressions of sadness with small pupils are judged significantly more intensely sad with decreasing pupil size though people are unaware of pupil size affecting their judgment. A person's own pupil size also mirrors this with them being smaller when viewing sad faces with small pupils. There is no parallel effect when people look at neutral, happy or angry expressions. Brain areas involved in this include those processing social signals in the amygdala, and areas involved in the mirror neuron system such as the left frontal operculum. The degree of empathetic contagion activated the brainstem pupillary control Edinger-Westphal nucleus in proportion to a person's pupil size change response to that in another. The greater degree to which a person's pupil dilation mirrors another person's coincides with that person having a greater empathy score.

 

Effect of drugs

 

The sphincter muscle has a parasympathetic innervation, and the dilator has a sympathetic innervation. In pupillary constriction induced by pilocarpine, not only is the sphincter nerve supply activated but that of the dilator is inhibited. The reverse is true, so control of pupil size is controlled by differences in contraction intensity of each muscle.

Certain drugs cause constriction of the pupils, such as alcohol and opioids. Other drugs, such as atropine, LSD, MDMA, mescaline, psilocybin mushrooms, cocaine and amphetamines may cause pupil dilation.

Another term for the constriction of the pupil is miosis. Substances that cause miosis are described as miotic. Dilation of the pupil is mydriasis. Dilation can be caused by mydriatic substances such as an eye drop solution containing tropicamide.

And something a bit different. While stopping in Kinsella, I stepped inside an abandoned house to take a few photos. These books and a bunch of magazines, intrigued me. Upon a bit of research, this specific Encyclopedia is from 1913.

I need to go back there and spend a bit more time documenting what is there.

 

Love exploring these abandoned houses.

Tarzan / Heft-Reihe

> Tarzan's Animal Encyclopedia /

The Bharal, Tree-Hyrax, Star-Nosed Mole, Golden Lion Marmoset

(art: Morris Waldinger, Tom Nicolosi)

DC Comics / USA 1973

ex libris MTP

www.comics.org/issue/26294/?

From Wikipedia, the free encyclopedia

 

History

United States

Builder: New York Shipbuilding Corporation

Laid down: 1 May 1941

Launched: 22 August 1942

Commissioned: 14 January 1943

Decommissioned: 28 August 1946

Fate: Target in nuclear weapons testing, 1946; scuttled 1951

General characteristics

Class and type: Independence-class aircraft carrier

Displacement:

 

10,662 tons standard,

14,751 tons loaded

 

Length: 623 ft (190 m)

Beam:

 

71.5 ft (21.8 m) (waterline)

109.2 ft (33.3 m) (extreme)

 

Draught: 24.3 ft (7.4 m)

Draft: 26 ft (7.9 m)

Propulsion: General Electric turbines, 4 shafts, 4 boilers; 100,000 shp

Speed: 31 knots (57 km/h)

Range: 13,000 nautical miles (24,000 km) at 15 knots (28 km/h)

Complement: 1,569 officers and men (inc. air group)

Armament: 26 × Bofors 40 mm guns

Aircraft carried:

 

original plan was 30;

9 dive bombers

9 torpedo-bombers

12 fighters; for most of war operated 33–34, 24–26 fighters and 8–9 torpedo bombers.

 

The fourth USS Independence (CVL-22) (also CV-22) was a United States Navy light aircraft carrier, lead ship of her class and served during the Second World War.

 

Converted from the hull of a cruiser, she was built by the New York Shipbuilding Corporation and commissioned in January 1943. She took part in the attacks on Rabaul and Tarawa before being torpedoed by Japanese planes, having to be repaired and refitted in San Francisco from January to July 1944.

 

After repairs, she launched many strikes against targets in Luzon and Okinawa. Independence was part of the carrier group that sank the remnants of the Japanese Mobile Fleet in the Battle of Leyte Gulf and several other Japanese ships in the Surigao Strait. Until the surrender of Japan, she was assigned to strike duties against targets in the Philippines and Japan. She would finish her operational duty off the coast of Japan supporting occupation forces until being assigned to return American veterans back to the United States as part of Operation Magic Carpet.

 

Independence was later used for testing during Operation Crossroads. After being transported back to Pearl Harbor and San Francisco for study, she was later sunk near the Farallon Islands.

 

Construction and deployment

 

Begun as light cruiser Amsterdam, CL-59, she was launched as CV-22 on 22 August 1942 by New York Shipbuilding Corporation, Camden, New Jersey, sponsored by Mrs. Dorothy Warner, wife of Rawleigh Warner, Sr, Chairman of Pure Oil Co., and commissioned 14 January 1943, Captain G. R. Fairlamb, Jr., in command.

 

The first of a new class of carriers converted from cruiser hulls, Independence conducted shakedown training in the Caribbean. She then steamed through the Panama Canal to join the Pacific Fleet, arriving San Francisco 3 July 1943. Independence got underway for Pearl Harbor 14 July, and after 2 weeks of training exercises sailed with carriers Essex and Yorktown for a raid on Marcus Island.[1][2] Planes from the carrier force struck on 1 September and destroyed over 70 percent of the installations on the island. The carrier began her next operation, a similar strike against Wake Island 5 to 6 October as CVL-22, having been redesignated 15 July 1943.[1][2]

Rabaul and Gilbert Islands strikes

 

Independence sailed from Pearl Harbor for Espiritu Santo 21 October, and, during an ensuing carrier attack on Rabaul[2] 11 November, the ship's gunners scored their first success – six Japanese planes shot down. After this operation, the carrier refueled at Espiritu Santo and headed for the Gilberts and conducted prelanding strikes on Tarawa 18 to 20 November 1943. During a Japanese counterattack 20 November, Independence was attacked by a group of planes low on the water. Six were shot down, but the planes managed to launch at least five torpedoes one of which scored a hit on the carrier's starboard quarter. Seriously damaged, the ship steamed to Funafuti 23 November for repairs. With the Gilberts operation, first step on the mid-Pacific road to Japan, underway, Independence returned to San Francisco 2 January 1944 for more permanent repairs.

Refitting and training for night operations

 

The now-veteran carrier returned to Pearl Harbor 3 July 1944. During her repair period, the ship had been fitted with an additional catapult, and upon her arrival in Hawaiian waters, Independence began training for night carrier operations. She continued this pioneering work 24 to 29 August out of Eniwetok. The ship sailed with a large task group 29 August to take part in the Palau operation and the Battle of Peleliu, aimed at securing bases for the final assault on the Philippines in October. Independence provided night reconnaissance and night combat air patrol for Task Force 38 during this operation.

Philippines

 

In September the fast carrier task force regularly pounded the Philippines in preparation for the invasion. When no Japanese counterattacks developed in this period, Independence shifted to regular daytime operations, striking targets on Luzon. After replenishment at Ulithi in early October, the great force sortied 6 October for Okinawa. In the days that followed the carriers struck Okinawa, Formosa, and the Philippines. Japanese air counterattacks were repulsed, with Independence providing day strike groups in addition to night fighters and reconnaissance aircraft for defensive protection.

 

As the carrier groups steamed east of the Philippines 23 October, it became apparent, as Admiral Carney later recalled, that "something on a grand scale was underfoot." And indeed it was, as the Japanese fleet moved in a three-pronged effort to turn back the American beachhead on Leyte Gulf. Planes from Independence's Task Group 38.2, under Rear Admiral Bogan, spotted Kurita's striking force in the Sibuyan Sea 24 October and the carriers launched a series of attacks. Planes from Independence and other ships sank the battleship Musashi and disabled a cruiser.

 

That evening Admiral Halsey made the decision to turn Task Force 38 northward in search of Admiral Ozawa's carrier group. Independence's night search planes made contact and shadowed the Japanese ships until dawn 26 October, when the carriers launched an attack. In this second part of the great Battle for Leyte Gulf, all four Japanese carriers were sunk. Meanwhile, American heavy ships had won a victory in Surigao Strait; and a light carrier force had outfought the remainder of Kurita's ships in the Battle off Samar; Independence also assisted TF38 in the destruction of Admiral Jisaburō Ozawa's diversion fleet off Cape Engaño. After the battle, which virtually spelled the end of the Japanese Navy as a major threat, Independence continued to provide search planes and night fighter protection for TF 38 in strikes on the Philippines.

 

Independence returned to Ulithi for long-delayed rest and replenishment 9 to 14 November, but soon got underway to operate off the Philippines on night attacks and defensive operations. This phase continued until 30 December 1944, when the task force sortied from Ulithi once more and moved northward. From 3 to 9 January 1945 the carriers supported the Lingayen landings on Luzon, after which Halsey took his fleet on a foray into the South China Sea. In the days that followed the aircraft struck at air bases on Formosa and on the coasts of Indo-China and China. These operations in support of the Philippines campaign marked the end of the carrier's night operations, and she sailed 30 January 1945 for repairs at Pearl Harbor.

Okinawa

 

Independence returned to Ulithi 13 March 1945 and got underway next day for operations against Okinawa. She carried out pre-invasion strikes 30 to 31 March, and after the assault 1 April remained off the island supplying CAP and strike aircraft. Her planes shot down numerous enemy planes during the desperate Japanese attacks on the invasion force. Independence remained off Okinawa until 10 June when she sailed for Leyte.

 

During July and August the carrier took part in the final carrier strikes against Japan itself. After the end of the war 15 August, Independence aircraft continued surveillance flights over the mainland locating prisoner of war camps and covered the landings of Allied occupation troops. The ship departed Tokyo 22 September 1945, arriving at San Francisco via Saipan and Guam 31 October.

Operation Crossroads and fate

USS Independence Able test damage aft port quarter (note two sailors on the aft deck)

USS Independence is on fire aft following the Operation Crossroads shot Able atomic bomb test, 1 July 1946

 

Independence joined the Operation Magic Carpet fleet beginning 15 November 1945, transporting veterans back to the United States until arriving at San Francisco once more 28 January 1946. Assigned as a target vessel for the Operation Crossroads atomic bomb tests, she was placed within one-half-mile of ground zero for the 1 July explosion. The veteran ship did not sink, however (though her funnels and island were crumpled by the blast), and after taking part in another explosion on 25 July, was taken to Kwajalein and decommissioned 28 August 1946. The highly radioactive hull was later taken to Pearl Harbor and San Francisco for further tests and was finally scuttled near the Farallon Islands off the coast of California on 29 January 1951. Controversy has subsequently arisen about the sinking of Independence, as it is claimed that she was loaded with barrels of radioactive waste at the time of her sinking, and that the waste has subsequently contaminated the wildlife refuge and commercial fisheries associated with the Farallon Islands.[3] However, in 2015, it was considered that 'any public health risk was small', as might be expected after this period of time.[4]

Wreck

 

In 2009 the position of the wreck of Independence in 2,600 feet (790 m) of water in the Monterey Bay National Marine Sanctuary off the Farallon Islands at approximately 37°30′00″N 123°05′00″W was confirmed. In March 2015, scientists and technicians of the U.S. National Oceanic and Atmospheric Administration (NOAA) embarked aboard the sanctuary vessel R/V Fulmar used the autonomous underwater vehicle Echo Ranger to make a survey of the wreck, employing the Echoscope three-dimensional imaging sonar to make a series of images of it. The wreck is resting upright with a slight list to starboard and most of the flight deck intact, although there are gaping holes in the flight deck leading to the hangar deck below it. What appears to be an airplane on the hangar deck is visible through the forward aircraft elevator hatch. No signs of radioactive contamination were detected, and a NOAA spokesman described the wreck as "amazingly intact."[5][6]

Honors and awards

 

Independence received eight battle stars for World War II service.

St Albans Cathedral from the west.

From Wikipedia, the free encyclopedia

 

St Albans Cathedral (formerly St Albans Abbey, officially the Cathedral and Abbey Church of St Alban) is an Anglican church at St Albans, England. At 106 metres (348 feet), its nave is the longest of any cathedral in England. With much of its present architecture dating from Norman times, it became a cathedral in 1877, and is the second longest cathedral in the United Kingdom. Local residents often call it the Abbey, although the present cathedral represents only the church of the old abbey.

 

Contents:-

* 1 Britain's first Christian martyr

* 2 History of the Abbey and Cathedral

o 2.1 The Saxon buildings

o 2.2 The Norman abbey

o 2.3 13th to 15th century

o 2.4 The Dissolution and after

o 2.5 The nineteenth century

o 2.6 The twentieth century

* 3 Modern times

* 4 Miscellany

 

Britain's first Christian martyr

Alban was a pagan living in the Roman city of Verulamium, where St Albans is now, in Hertfordshire, England, about twenty miles north of London along Watling Street. Prior to Christianity becoming the official religion of the Roman Empire, local Christians were being persecuted by the Romans. Alban sheltered their priest, Saint Amphibalus, in his home and was converted to the Christian faith by him. When the soldiers came to Alban's house looking for the priest, Alban exchanged cloaks with the priest and let himself be arrested in his stead. Alban was taken before the magistrate, where he avowed his new Christian faith and was condemned for it. He was beheaded, according to legend, on the spot where the cathedral named for him now stands. The site is on a steep hill, and legend has it that his head rolled down the hill after being cut off, and that a well sprang up at the point where it stopped.

 

A well certainly exists today and the road up to the Cathedral is named Holywell Hill. However the current well structure is no older than the late nineteenth century, and it is thought that the name of the street derives from the "Halywell" river and "Halywell Bridge", not from the well.

 

The date of Alban's execution is a matter of some debate, and is generally given as "circa 250" - scholars generally suggest dates of 209, 254 or 304.

 

History of the Abbey and Cathedral

A memoria over the execution point and holding the remains of Alban existed at the site from the mid-300s (possibly earlier); Bede mentions a church and Gildas a shrine. Bishop Germanus of Auxerre visited in 429 and took a portion of the, apparently still bloody, earth away. The style of this structure is unknown; Matthew Paris (see below) claimed that the Saxons destroyed the building in 586.

 

The Saxon buildings

Offa II of Mercia, who ruled in the 8th century, is said to have founded the Benedictine abbey and monastery at St Albans. All later religious structures are dated from the foundation of Offa's abbey in 793. The abbey was built on Holmhurst Hill, across the River Ver from the ruins of Verulamium. Again there is no information to the form of the first abbey. The abbey was probably sacked by the Danes around 890 and, despite Paris's claims, the office of abbot remained empty from around 920 until the 970s when the efforts of Dunstan reached the town.

 

There was an intention to rebuild the abbey in 1005 when Abbot Ealdred was licensed to remove building material from Verulamium. With the town resting on clay and chalk the only tough stone is flint. This was used with a lime mortar and then either plastered over or left bare. With the great quantities of brick, tile and other stone in Verulamium the Roman site became a prime source of building material for the abbeys, and other projects in the area, up to the 18th century. Sections demanding worked stone used Lincolnshire limestone (Barnack stone) from Verulamium, later worked stones include Totternhoe freestone from Bedfordshire, Purbeck marble, and different limestones (Ancaster, Chilmark, Clipsham, etc.).

 

Renewed Viking raids from 1016 stalled the Saxon efforts and nothing, or very little, from the Saxon abbey was incorporated in the later forms.

 

The Norman abbey

Much of the current layout and proportions of the structure date from the first Norman abbot, Paul of Caen (1077-1093), the 14th abbot, he was appointed by the new Archbishop of Canterbury, Lanfranc.

 

Building work started in the year of Abbot Paul's arrival. The design and construction was overseen by the Norman Robert the Mason. The plan has very limited Anglo-Saxon elements and is clearly influenced by the French work at Cluny, Bernay, and Caen and shares a similar floorplan to St Etienne and Lanfranc's Canterbury - although the poorer quality building material was a new challenge for Robert and he clearly borrowed some Roman techniques, learned while gathering material in Verulamium.

 

To take maximum use of the hilltop the abbey was oriented to the south-east. The cruciform abbey was the largest built in England at that time, it had a chancel of four bays, a transept containing seven apses, and a nave of ten bays - fifteen bays long overall. Robert gave particular attention to solid foundations, running a continuous wall of layered bricks, flints and mortar below and pushing the foundations down to twelve feet to hit bedrock. Below the crossing tower special large stones were used.

 

The tower was a particular triumph - it is the only 11th century great crossing tower still standing in England. Robert began with special thick supporting walls and four massive brick piers, the four level tower tapers at each stage with clasping buttresses on the three lower levels and circular buttresses on the fourth stage. The entire structure masses 5,000 tons and is 144 feet high. The tower was probably topped with a Norman pyramidal roof; the current roof is flat. The original ringing chamber had five bells - two paid for by the Abbot, two by a wealthy townsman, and one donated by the rector of Hoddesdon. None of these bells has survived.

 

There was a widespread belief that the abbey had two additional, smaller towers at the west end. No remains have been found.

 

The monastic abbey was completed in 1089 but not consecrated until Holy Innocent's Day, 1115, by the Archbishop of Rouen. King Henry I attended as did many bishops and nobles.

 

A nunnery was founded nearby in 1140.

 

Internally the abbey was bare of sculpture, almost stark. The plaster walls were coloured and patterned in parts, with extensive tapestries adding colour. Sculptural decoration was added, mainly ornaments, as it became more fashionable in the 12th century - especially after the Gothic style arrived in England around 1170.

 

In the current structure the original Norman arches survive principally under the central tower and on the north side of the nave. The arches in the rest of the building are Gothic, following medieval rebuilding and extensions, and Victorian era restoration.

 

The abbey was extended in the 1190s by Abbot John de Cella (also known as John of Wallingford) (1195-1214); as the number of monks grew from fifty to over a hundred, the abbey was extended westwards with three bays added to the nave. The severe Norman west front was also rebuilt by Hugh de Goldclif - although how is uncertain, it was very costly but its 'rapid' weathering and later alterations have erased all but fragments. A more prominent shrine and altar to Saint Amphibalus were also added. The worked was very slow under de Cella and was not completed until the time of Abbot William de Trumpington (1214-1235). The low Norman tower roof was demolished and a new, much higher, broached spire was raised, sheathed in lead.

 

Matthew Paris, a monk at St Albans from 1217, kept its chronicles; he died in about 1259. Eighteen of his manuscripts survive and are a rich source of contemporary information for historians.

 

Nicholas Breakspear was born in St Albans and applied to be admitted to the abbey as a novice, but he was turned down. He eventually managed to get accepted into an abbey in France. In 1154 he was elected Pope Adrian IV, the only English Pope there has ever been. The head of the abbey was confirmed as the premier abbot in England also in 1154.

 

13th to 15th century

An earthquake shook the abbey in 1250 and damaged the eastern end of the church. In 1257 the dangerously cracked sections were knocked down - three apses and two bays. The thick Presbytery wall supporting the tower was left. The rebuilding and updating was completed during the rule of Abbot Roger de Norton (1263-1290).

 

On October 10, 1323 two piers on the south side of the nave collapsed dragging down much of the roof and wrecking five bays. Mason Henry Wy undertook the rebuilding, matching the Early English style of the rest of the bays but adding distinctly 14th century detailing and ornaments. The shrine to St Amphibalus had also been damaged and was remade.

 

Abbey Gateway

Richard of Wallingford, abbot from 1297 to 1336 and a mathematician and astronomer, designed a celebrated clock, which was completed by William of Walsham after his death, but apparently destroyed during the reformation.

 

A new gateway was built to the abbey grounds in 1365, which was the only part of the monastery buildings (besides the church) to survive the dissolution, later being used as a prison and now part of St Albans School. The other monastic buildings were located to the south of the gateway and church.

 

In the 15th century a large west window of nine main lights and a deep traced head was commissioned by John of Wheathampstead. The spire was reduced to a 'Hertfordshire spike', the roof pitch greatly reduced and battlements liberally added. Further new windows, at £50 each, were put in the transept by Abbot Wallington (also known as William of Wallingford), who also had a new high altar screen made.

 

The Dissolution and after

After the death of Abbot Ramryge in 1521 the abbey fell into debt and slow decay under three weak abbots. At the time of the Dissolution of the Monasteries and its surrender on December 5, 1539 the income was £2,100 annually. The abbot and remaining forty monks were pensioned off and then the buildings were looted. All gold, silver and gilt objects were carted away with all other valuables; stonework was broken and defaced and graves opened to burn the contents.

 

The abbey became part of the diocese of Lincoln in 1542 and was moved to the diocese of London in 1550. The buildings suffered - neglect, second-rate repairs, even active damage. Richard Lee purchased all the buildings, except the church and chapel and some other Crown premises, in 1550. Lee then began the systematic demolition for building material to improve Lee Hall at Sopwell. In 1551, with the stone removed, Lee returned the land to the abbot, the area was named Abbey Ruins for the next 200 years or so.

 

In 1553 the Lady Chapel became a school, the Great Gatehouse a town jail, some other building passed to the Crown, and the Abbey Church was sold to the town for £400 in 1553 by King Edward VI to be the church of the parish.

 

The cost of upkeep fell upon the town, although in 1596 and at irregular intervals later the Archdeacon was allowed to collect money for repairs by Brief in the diocese. After James I visited in 1612 he authorised another Brief, which collected around £2,000 - most of which went on roof repairs. The English Civil War slashed the monies spent on repairs, while the abbey was used to hold prisoners of war and suffered from their vandalism, as well as that of their guards. Most of the metal objects that had survived the Dissolution were also removed and other ornamental parts were damaged in Puritan sternness. Another round of fund-raising in 1681-84 was again spent on the roof, repairing the Presbytery vault. A royal grant from William and Mary in 1689 went on general maintenance, 'repairs' to conceal some of the unfashionable Gothic features, and on new internal fittings. There was a second royal grant from William in 1698.

 

By the end of the 17th century the dilapidation was sufficient for a number of writers to comment upon it.

 

In 1703, from November 26 to December 1, the 'Great Storm' raged across southern England; the abbey lost the south transept window which was replaced in wood at a cost of £40. The window was clear glass with five lights and three transoms in an early Gothic Revival style by John Hawgood. Other windows, although not damaged in the storm, were a constant drain on the abbey budget in the 18th century.

 

A Brief in 1723-24, seeking £5,775, notes a great crack in the south wall, that the north wall was eighteen inches from vertical, and that the roof timbers were decayed to the point of danger. The money raised was spent on the nave roof over ten bays.

 

Another Brief was not issued until 1764. Again the roof was rotting, as was the south transept window, walls were cracked or shattered in part and the south wall had subsided and now lent outwards. Despite a target of £2,500 a mere £600 was raised.

 

In the 1770s the abbey came close to demolition; the expense of repairs meant a scheme to destroy the abbey and erect a smaller church almost succeeded.

 

A storm in 1797 caused some subsidence, cracking open graves, scattering pavement tiles, flooding the church interior and leaving a few more arches off-vertical.

The Wallingford Screen - a Victorian reconstruction (1884-89) of the original, destroyed in the Dissolution of the Monasteries. Statues of St Alban and St Amphibalus stand on either side of the altar.

The Wallingford Screen - a Victorian reconstruction (1884-89) of the original, destroyed in the Dissolution of the Monasteries. Statues of St Alban and St Amphibalus stand on either side of the altar.

 

The nineteenth century

This century was marked with a number of repair schemes. The abbey received some money from the 1818 "Million Act" and in 1820 £450 was raised to buy an organ - a second-hand example made in 1670.

 

The major efforts to revive the abbey church came under four men - L. N. Cottingham, Rector H.J.B. Nicholson, and, especially, George Gilbert Scott and Edmund Beckett, first Baron Grimthorpe.

 

In February 1832 a portion of the clerestory wall fell through the roof of the south aisle, leaving a hole almost thirty feet long. With the need for serious repair work evident the architect Cottingham was called in to survey the building. His Survey was presented in 1832 and was worrying reading: everywhere mortar was in a wretched condition and wooden beams were rotting and twisting. Cottingham recommended new beams throughout the roof and a new steeper pitch, removing the spire and new timbers in the tower, new paving, ironwork to hold the west transept wall up, a new stone south transept window, new buttresses, a new drainage system for the roof, new ironwork on almost all the windows, and on and on. He estimated a cost of £14,000. Using public subscription £4,000 was raised, of which £1,700 vanished in expenses. With the limited funds the clerestory wall was rebuilt, the nave roof releaded, the tower spike removed, some forty blocked windows reopened and glazed, and the south window remade in stone.

 

Henry Nicholson, rector from 1835 to 1866, was also active in repairing the abbey - as far as he could - and also uncovering Gothic features lost or neglected.

 

In 1856 repair efforts began again; £4,000 was raised and slow moves started to gain the abbey the status of cathedral. Scott was appointed the project architect and oversaw a number of works from 1860 until his death in 1878.

 

Scott began his efforts by having the medieval floor restored, necessitating the removal of tons of earth, and fixing the north aisle roof. The restored floors were retiled in matching stone and copies of old tile designs from 1872-77. A further 2,000 tons of earth were shifted in 1863 during work on the foundation and a new drainage system. In 1870 the tower piers were found to have been shockingly weakened with many cracks and cavities. Huge timbers were inserted and the arches filled with brick as an emergency measure, repair work took until May 1871 and cost over £2,000. The south wall of the nave was now 28 inches from straight; Scott reinforced the north wall and put in scaffolding to take the weight of the roof off the wall then had it jacked straight in under three hours. The wall was then rebuttressed with five huge new masses and set right. Scott was lauded as "saviour of the Abbey." From 1870-75 around £20,000 was spent on the abbey.

 

In 1845 St Albans was tranferred to the Diocese of Rochester. Then, in 1875, the Bishopric of St Albans Act was passed and on April 30, 1877 the See of St Albans was created, which comprises about 300 churches in the counties of Hertfordshire and Bedfordshire. On June 12 of that year, Bishop Thomas L. Claughton (1877-1890) was enthroned.

 

Scott was continuing to work on the nave roof, vaulting and west bay when he died on March 27, 1878. His plans were partially completed by his son, John Oldrid Scott, but the remaining work fell into the hands of Lord Grimthorpe, whose efforts have attracted much controversy - Nikolaus Pevsner calling him a "pompous, righteous bully." Much of the immense £130,000 for the work was donated by Grimthorpe.

 

Whereas Scott's work had clearly been in sympathy with the existing building, Grimthorpe's plans reflected the Victorian ideal - indeed he spent considerable time dismissing and criticising the work of Scott and the efforts of his son.

 

Grimthorpe first directed the return of a nave roof matching the original high-pitched design, although the battlements added for the lower roof were retained. Completed in 1879 the roof was leaded, following on Scott's desires.

 

His second major project was the most controversial. The west front, with the great Wheathampstead window, was cracked and leaning, and Grimthorpe, never more than an amateur architect, designed the new front himself - attacked as dense, misproportioned and unsympathetic, "his impoverishment as a designer ... [is] evident", "this man, so practical and ingenious, was utterly devoid of taste ... his great qualities were marred by arrogance ... and a lack of historic sense". Counter proposals were deliberately substituted by Grimthorpe for poorly drawn versions and Grimthorpe's design was accepted. During building it was considerably reworked in order to fit the actual frontage and is not improved by the poor quality sculpture. Work began in 1880 and was completed in April 1883, having cost £20,000.

 

Grimthorpe was noted for his aversion to the Perpendicular - to the extent that he would have sections he disliked demolished as "too rotten" rather than remade. In his reconstruction, especially of windows, he commonly mixed architectural styles carelessly (see the south aisle, the south choir screen and vaulting). He spent £50,000 remaking the nave. Elsewhere he completely rebuilt the south wall cloisters, with new heavy buttresses, and removed the arcading of the east cloisters during rebuilding the south transept walls. In the south transept he completely remade the south face, completed in 1885, including the huge lancet window group - his proudest achievement - and the flanking turrets, a weighty new tiled roof was also made. In the north transept Grimthorpe had the Perpendicular window demolished and his design inserted - a rose window of circles, cusped circles and lozenges arrayed in five rings around the central light, sixty-four lights in total, each circle with a different glazing pattern.

 

Grimthorpe continued through the Presbytery in his own style, adapted the antechapel for Consistory Courts, and into the Lady Chapel. After a pointed lawsuit with Henry Hucks Gibbs, first Baron Aldenham over who should direct the restoration, Grimthorpe had the vault remade and reproportioned in stone, made the floor in black and white marble (1893), and had new Victorian arcading and sculpture put below the canopy work. Externally the buttresses were expanded to support the new roof and the walls were refaced.

 

Unfortunately, as early as 1897, Grimthorpe was having to return to previously renovated sections to make repairs. His use of over-strong cement led to cracking, while his fondness for ironwork in windows led to corrosion and damage to the surrounding stone.

 

Grimthorpe died in 1905 and was interred in the churchyard. He left a bequest for continuing work on the buildings.

 

During this century the name St Albans Abbey was given to one of the town's railway stations.

 

The twentieth century

John Oldrid Scott (d. 1913) (George Gilbert Scott's son), despite frequent clashes with Grimthorpe, had continued working within the cathedral. Scott was a steadfast supporter of the Gothic revival and designed the tomb of the first bishop, had a new bishop's throne built (1903), together with commemorative stalls for Bishop Festing and two Archdeacons, and new choir stalls. He also repositioned and rebuilt the organ (1907). Further work was interrupted by the war.

 

A number of memorials to the war were added to the cathedral, notably the painting The Passing of Eleanor by Frank Salisbury (stolen 1973) and the reglazing of the main west window, dedicated in 1925.

 

Following the Enabling Act of 1919 control of the buildings passed to a Parochial Church Council (replaced by the Cathedral Council in 1968), who appointed the woodwork specialist John Rogers as Architect and Surveyor of the Fabric. He uncovered extensive death watch beetle damage in the presbytery vault and oversaw the repair (1930-31), he had four tons of rubbish removed from the crossing tower and the main timbers reinforced (1931-32), and invested in the extensive use of insecticide throughout the wood structures. In 1934 the eight bells were overhauled and four new bells added to be used in the celebration of George V's jubilee.

 

Cecil Brown was architect and surveyor from 1939 to 1962. At first he merely oversaw the lowering of the bells for the war and established a fire watch, with the pump in the slype. After the war, in the 1950s, the organ was removed, rebuilt and reinstalled and new pews added. His major work was on the crossing tower, Grimthorpe's cement was found to be damaging the Roman bricks, every brick in the tower was replaced as needed and reset in proper mortar by one man, Walter Barrett. The tower ceiling was renovated as were the nave murals. Brown established the Muniments Room to gather and hold all the church documents.

 

In 1972, to encourage a closer link between celebrant and congregation, the choir stalls and the massive nine-ton pulpit, and the permanent pews were dismantled and removed. The altar space was enlarged and improved, new 'lighter' wood (limed oak) choir stalls put in, and chairs replaced the pews. A new wooden pulpit was acquired from a Norfolk church and installed in 1974. External floodlighting was added in 1975.

 

A major survey in 1974 revealed new leaks, decay and other deterioration and a ten-year restoration plan was agreed. Again the roofing required much work, the nave and clerestory roofs were repaired in four stages with new leading. The nave project was completed in 1984 at a total cost of £1.75 million. The clerestory windows were repaired with the corroded iron replaced with delta bronze and other Grimthorpe work on the clerestory was replaced. Seventy-two new heads for the corbel table were made. Grimthorpe's west front was cracking, again due to the use originally of too strong a mortar, and was repaired.

 

A new visitors' centre was proposed in 1970, planning permission was sought in 1973, there was a public inquiry and approval was granted in 1977. Constructed to the south side of the cathedral close to the site of the original chapter house of the abbey, the new 'Chapter House' cost around £1 million and was officially opened on June 8, 1982 by Queen Elizabeth. The main building material was 500,000 replica Roman bricks.

 

Other late twentieth century works include the restoration of Alban's shrine, with a new embroidered canopy, the stained glass designed by Alan Younger for Grimthorpe's north transept rose window [2], unveiled in 1989 by the Princess of Wales and, also in the north transept, Henry Moore's sculpture, Single Standing Figure, dating from 1981.

 

Modern times

The current Bishop of St Albans is the Right Reverend Christopher Herbert (since 1995), and the current Archdeacon of St Albans is the Venerable Helen Cunliffe. On July 2, 2004, the Reverend Canon Dr Jeffrey John became the ninth Dean of the Cathedral.

 

Robert Runcie, later Archbishop of Canterbury, was bishop of St Albans from 1970 to 1980 and returned to live in the city after his retirement; he is commemorated by a gargoyle on the Cathedral as well as being buried in the graveyard. Colin Slee, now Dean of Southwark Cathedral, was sub-dean at St Albans under Runcie and then Dean, Peter Moore. The bishop's house is in Abbey Mill Lane, St Albans, as is the house of the Bishop of Hertford. The Reverend Canon Eric James, Chaplain Extraordinary to HM the Queen, was Canon at St Albans for many years.

 

The post of organist and choirmaster has been held by a number of well-known musicians including Peter Hurford, Stephen Darlington, and Barry Rose. Andrew Lucas is the current Master of the Music. Since 1965 the Cathedral has been home to the St Albans International Organ Festival, whose competition winners include Dame Gillian Weir and Thomas Trotter.

 

Miscellany

Among the persons buried at St Albans are Thomas de la Mare, who died at the age of 87 in 1396, having been abbot for 47 years, and Sir Anthony (or Antony) Grey, who died in 1480 and was the brother-in-law of Elizabeth Woodville, the queen consort of Edward IV of England. The brasses are still on their tombs, all the others in the church having been destroyed at the time of the Dissolution.

 

The University of Hertfordshire holds graduation ceremonies in the cathedral and St Albans School holds regular services there.

 

Grimthorpe's west front appears in at least one episode of Inspector Morse (masquerading as part of Oxford). The nave was used to represent Westminster Abbey in the coronation scene of the film Johnny English, starring Rowan Atkinson, whilst the Lady Chapel was used as a location for a scene in Sean Connery's 1995 film First Knight.

From Wikipedia, the free encyclopedia

Duisburg–Hochfeld railway bridge

.

Coordinates51°24′28″N 6°44′41″ECoordinates: 51°24′28″N 6°44′41″E

CarriesTrains

CrossesRhine

LocaleDuisburg, North Rhine-Westphalia, Germany

Official nameDuisburg-Hochfelder Eisenbahnbrücke

Characteristics

DesignTruss bridge

Longest span189 m (620 ft)

History

Construction start1872, 1926, 1948

Construction end1873, 1927, 1949

Opened1873, 1927, 1949

The Duisburg–Hochfeld railway bridge (German: Duisburg-Hochfelder Eisenbahnbrücke) spans the Rhine in the German city of Duisburg on the Duisburg-Ruhrort–Mönchengladbach line. The first bridge was built by the Rhenish Railway Company and put into operation at the end of 1873. It was replaced by a new bridge in 1927, which was badly damaged during the Second World War, but rebuilt and is still serves rail traffic between the Ruhr region and Aachen.

 

On 23 August 1866, the Rhenish Railway Company (Rheinische Eisenbahn-Gesellschaft, RhE) opened its line between Osterrath and Essen to connect the coal mines in the Ruhr region with its railway network, which at that time was mainly located on the west bank of the Rhine. This line included the Rheinhausen–Hochfeld train ferry. Prior to the Austro-Prussian War, the Prussian military opposed the building of fixed bridges across the Rhine for military reasons, except in fortified cities such as Cologne, Mainz, Koblenz and Düsseldorf. Hints in 1869 that military opinion had changed led the company to apply immediately for permission to construct a bridge from Rheinhausen to Duisburg.

 

The first bridge[edit]

The Prussian government issued a concession on 29 July 1871 for the construction of a railway bridge on the Osterrath–Essen line near Rheinhausen on the following conditions:

 

Chambers with mines were to be built in all bridge piers,

Towers were to be constructed with defensive facilities at both bridgeheads and there were to be swing bridges at the end of the main bridge that could be activated during wartime,

Train ferry facilities on the banks were to be removed,

300 thalers was to be paid to the Prussian government for two military gunboats.

Since the Rhenish Railway Company plans for the bridge was largely ready, construction of the double-track bridge was able to begin in 1872. Despite two floods, it was completed in two years. To the west of the Rhine, a 16 span brick approach bridge was built over the flood plain; each span had an internal length of 50 Prussian feet. The central pier of the swing bridge was about 34 metres long and 10 metres wide. In the event of an attack it could be turned 90° and thus made impassable for troops and trains. At the ends of the bridge there were defensive towers, which had pedestrian walkways on each side. The main bridge consisted of four spans, each 98 metres long, which were supported by three piers. Each span consisted of a two-hinged arch truss made of 2,800 tons of wrought iron made by Jacobi, Haniel and Huyssen (later GHH) in Oberhausen. On the eastern side of the Rhine the bridge's defensive tower connected with a swing bridge and a shorter bridge over the flood plain with 6 spans, which were 50 Prussian feet long. The bridge had an overall length of 800 metres.

 

Freight operations on the bridge commenced on 24 December 1873. The passenger trains still used the train ferry until 14 January 1874. All four lines of the ferry could then be demolished. The construction costs for the Rhenish Railway were about 2.5 million thalers.

 

The ever-increasing rail traffic across the bridge and the increasingly heavy trains were already starting to damage to the bridge by 1910 and at the beginning of 1914 the first plans for a new bridge were being drafted, but were dropped because of the First World War.

 

On 30 June 1923, during the occupation of the Ruhr a time bomb exploded while a Belgian military train was crossing the bridge. Eight people died and several were injured.[1]

 

The second bridge

The construction of the second bridge began in 1925 and it was commissioned on 13 October 1927. It was built only a few metres downstream of the first bridge. This was demolished as far as the left-bank bridge pylon in order to remove impediments to shipping and the discharge of floods.

 

The new bridge had a clearance for navigation that was nearly 180 metres wide. The main bridge was 20 metres high with spans of 126 metres and 189 metres. It was continued on both sides by spans that were both 104 metres long and 10 metres high and on the eastern approach there was a bridge with a 51.8 metre-long span over local industrial rail tracks. To the west of the Rhine there was a brick viaduct with 19 spans, each 15.60 metres long, over the flood plain. A pedestrian bridge was attached on its northern side. The steel superstructure for the 907 metre-long rail bridge was built by two local construction companies, Friedrich-Alfred-Hütte (part of the Krupp group) of Rheinhausen and Harkort of Duisburg.

 

The eastern end of the bridge was made impassable by a bomb on 22 May 1944 during World War II. The adjacent Krupp factory built a temporary bridge and temporary piers within 17 days and the bridge was extensively repaired. However the following year German troops blew up the entire bridge on 4 March 1945, as they retreated from the western bank of the Rhine. They also completely destroyed the pier in the centre of the river.

 

The third bridge

 

Victory Bridge at Duisburg - Rheinhausen, built in six days, fifteen hours and twenty minutes - then a record - at 2,815 feet (858 m) long over the Rhine River.

Immediately after the American army crossed the Rhine, the 332nd Engineer General Service Regiment (as a member of ADSEC Engineer Group "A") constructed a replacement railway bridge 2,815 feet (858 m) long over the river in the record time of six days, fifteen hours and twenty minutes. The bridge was completed 8 May 1945 and was named the "Victory Bridge" in English.[2] This line was put back into operation on 12 May 1945. The ramps were build over the local marshalling yards of Krupp and German railways, partly assembled from the abundant debris that had accumulated on both sides as a result of the war.

  

The fourth bridge

In August 1945 work began on the recovery of the remains of the destroyed bridge superstructure. Still usable parts were recovered and reused. Almost half of the old structure was incorporated into the new bridge in its original form. The fourth bridge was put into operation on 1 October 1949 and it remains in operation.

 

In addition to freight trains, the bridge is used by Regionalbahn services RB 31, Der Niederrheiner, and RB 33, Rhein-Niers-Bahn, and Regional-Express service RE 2, Rhein-Haard-Express.

 

On the northern side of the bridge is a wide footpath, which is also used by cyclists.

From Wikipedia, the free encyclopedia

Duisburg–Hochfeld railway bridge

.

Coordinates51°24′28″N 6°44′41″ECoordinates: 51°24′28″N 6°44′41″E

CarriesTrains

CrossesRhine

LocaleDuisburg, North Rhine-Westphalia, Germany

Official nameDuisburg-Hochfelder Eisenbahnbrücke

Characteristics

DesignTruss bridge

Longest span189 m (620 ft)

History

Construction start1872, 1926, 1948

Construction end1873, 1927, 1949

Opened1873, 1927, 1949

The Duisburg–Hochfeld railway bridge (German: Duisburg-Hochfelder Eisenbahnbrücke) spans the Rhine in the German city of Duisburg on the Duisburg-Ruhrort–Mönchengladbach line. The first bridge was built by the Rhenish Railway Company and put into operation at the end of 1873. It was replaced by a new bridge in 1927, which was badly damaged during the Second World War, but rebuilt and is still serves rail traffic between the Ruhr region and Aachen.

 

On 23 August 1866, the Rhenish Railway Company (Rheinische Eisenbahn-Gesellschaft, RhE) opened its line between Osterrath and Essen to connect the coal mines in the Ruhr region with its railway network, which at that time was mainly located on the west bank of the Rhine. This line included the Rheinhausen–Hochfeld train ferry. Prior to the Austro-Prussian War, the Prussian military opposed the building of fixed bridges across the Rhine for military reasons, except in fortified cities such as Cologne, Mainz, Koblenz and Düsseldorf. Hints in 1869 that military opinion had changed led the company to apply immediately for permission to construct a bridge from Rheinhausen to Duisburg.

 

The first bridge[edit]

The Prussian government issued a concession on 29 July 1871 for the construction of a railway bridge on the Osterrath–Essen line near Rheinhausen on the following conditions:

 

Chambers with mines were to be built in all bridge piers,

Towers were to be constructed with defensive facilities at both bridgeheads and there were to be swing bridges at the end of the main bridge that could be activated during wartime,

Train ferry facilities on the banks were to be removed,

300 thalers was to be paid to the Prussian government for two military gunboats.

Since the Rhenish Railway Company plans for the bridge was largely ready, construction of the double-track bridge was able to begin in 1872. Despite two floods, it was completed in two years. To the west of the Rhine, a 16 span brick approach bridge was built over the flood plain; each span had an internal length of 50 Prussian feet. The central pier of the swing bridge was about 34 metres long and 10 metres wide. In the event of an attack it could be turned 90° and thus made impassable for troops and trains. At the ends of the bridge there were defensive towers, which had pedestrian walkways on each side. The main bridge consisted of four spans, each 98 metres long, which were supported by three piers. Each span consisted of a two-hinged arch truss made of 2,800 tons of wrought iron made by Jacobi, Haniel and Huyssen (later GHH) in Oberhausen. On the eastern side of the Rhine the bridge's defensive tower connected with a swing bridge and a shorter bridge over the flood plain with 6 spans, which were 50 Prussian feet long. The bridge had an overall length of 800 metres.

 

Freight operations on the bridge commenced on 24 December 1873. The passenger trains still used the train ferry until 14 January 1874. All four lines of the ferry could then be demolished. The construction costs for the Rhenish Railway were about 2.5 million thalers.

 

The ever-increasing rail traffic across the bridge and the increasingly heavy trains were already starting to damage to the bridge by 1910 and at the beginning of 1914 the first plans for a new bridge were being drafted, but were dropped because of the First World War.

 

On 30 June 1923, during the occupation of the Ruhr a time bomb exploded while a Belgian military train was crossing the bridge. Eight people died and several were injured.[1]

 

The second bridge

The construction of the second bridge began in 1925 and it was commissioned on 13 October 1927. It was built only a few metres downstream of the first bridge. This was demolished as far as the left-bank bridge pylon in order to remove impediments to shipping and the discharge of floods.

 

The new bridge had a clearance for navigation that was nearly 180 metres wide. The main bridge was 20 metres high with spans of 126 metres and 189 metres. It was continued on both sides by spans that were both 104 metres long and 10 metres high and on the eastern approach there was a bridge with a 51.8 metre-long span over local industrial rail tracks. To the west of the Rhine there was a brick viaduct with 19 spans, each 15.60 metres long, over the flood plain. A pedestrian bridge was attached on its northern side. The steel superstructure for the 907 metre-long rail bridge was built by two local construction companies, Friedrich-Alfred-Hütte (part of the Krupp group) of Rheinhausen and Harkort of Duisburg.

 

The eastern end of the bridge was made impassable by a bomb on 22 May 1944 during World War II. The adjacent Krupp factory built a temporary bridge and temporary piers within 17 days and the bridge was extensively repaired. However the following year German troops blew up the entire bridge on 4 March 1945, as they retreated from the western bank of the Rhine. They also completely destroyed the pier in the centre of the river.

 

The third bridge

 

Victory Bridge at Duisburg - Rheinhausen, built in six days, fifteen hours and twenty minutes - then a record - at 2,815 feet (858 m) long over the Rhine River.

Immediately after the American army crossed the Rhine, the 332nd Engineer General Service Regiment (as a member of ADSEC Engineer Group "A") constructed a replacement railway bridge 2,815 feet (858 m) long over the river in the record time of six days, fifteen hours and twenty minutes. The bridge was completed 8 May 1945 and was named the "Victory Bridge" in English.[2] This line was put back into operation on 12 May 1945. The ramps were build over the local marshalling yards of Krupp and German railways, partly assembled from the abundant debris that had accumulated on both sides as a result of the war.

  

The fourth bridge

In August 1945 work began on the recovery of the remains of the destroyed bridge superstructure. Still usable parts were recovered and reused. Almost half of the old structure was incorporated into the new bridge in its original form. The fourth bridge was put into operation on 1 October 1949 and it remains in operation.

 

In addition to freight trains, the bridge is used by Regionalbahn services RB 31, Der Niederrheiner, and RB 33, Rhein-Niers-Bahn, and Regional-Express service RE 2, Rhein-Haard-Express.

 

On the northern side of the bridge is a wide footpath, which is also used by cyclists.

Mammalogie, ou, Description des espèces de mammifères

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

biodiversitylibrary.org/page/39522539

Encyclopédie d'histoire naturelle

Paris :Maresq[1851-1860].

biodiversitylibrary.org/page/14492604

Steel engraving from The Encyclopaedia Britannica - 9th edition - 1876-1889.

 

Published by Adam and Charles Black, Edinburgh, for The Times Publications of London. 24 volumes red half leather, gilt spines and marbled endpapers and edges. About 20,000 pages 28cm x 22cm. .

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.

From Wikipedia, the free encyclopedia

Taipei 101

台北101[1]

 

Taipei 101

Record height

Tallest in the world from 2004 to 2010[I]

Preceded byPetronas Towers

Surpassed byBurj Khalifa

General information

TypeMixed use: communication, conference, fitness center, library, observation, office, restaurant, retail

LocationXinyi District, Taipei, Republic of China

Coordinates25°2′1″N 121°33′54″ECoordinates: 25°2′1″N 121°33′54″E

Construction started1999[2]

Completed2004[2]

OpeningDecember 31, 2004

CostNT$ 58 billion

(US$ 1.80 billion)[3]

Height

Architectural509 m (1,669.9 ft)[2]

Roof449.2 m (1,473.8 ft)

Top floor439 m (1,440.3 ft)[2]

Observatory391.8 m (1,285.4 ft)[2]

Technical details

Floor count101 (+5 basement floors)[2]

Floor area193,400 m2 (2,081,700 sq ft)[2]

Elevators61 Toshiba/KONE elevators, including double-deck shuttles and 2 high speed observatory elevators)

Design and construction

OwnerTaipei Financial Center Corporation[2]

ManagementUrban Retail Properties Co.

ArchitectC.Y. Lee & partners[2]

Structural engineerThornton Tomasetti[2]

Main contractorKTRT Joint Venture [4]

Website

taipei-101.com.tw

References

[2][5]

Taipei 101 (Chinese: 台北101 / 臺北101), formerly known as the Taipei World Financial Center, is a landmark skyscraper located in Xinyi District, Taipei, Taiwan. The building ranked officially as the world's tallest from 2004 until the opening of the Burj Khalifa in Dubai in 2010. In July 2011, the building was awarded LEED Platinum certification, the highest award in the Leadership in Energy and Environmental Design (LEED) rating system and became the tallest and largest green building in the world.[6] Taipei 101 was designed by C.Y. Lee & partners and constructed primarily by KTRT Joint Venture. The tower has served as an icon of modern Taiwan ever since its opening, and received the 2004 Emporis Skyscraper Award.[7] Fireworks launched from Taipei 101 feature prominently in international New Year's Eve broadcasts and the structure appears frequently in travel literature and international media.

 

Taipei 101 comprises 101 floors above ground and 5 floors underground. The building was architecturally created as a symbol of the evolution of technology and Asian tradition (see Symbolism). Its postmodernist approach to style incorporates traditional design elements and gives them modern treatments. The tower is designed to withstand typhoons and earthquakes. A multi-level shopping mall adjoining the tower houses hundreds of fashionable stores, restaurants and clubs.

 

Taipei 101 is owned by the Taipei Financial Center Corporation (TFCC) and managed by the International division of Urban Retail Properties Corporation based in Chicago. The name originally planned for the building, Taipei World Financial Center, until 2003, was derived from the name of the owner. The original name in Chinese was literally, Taipei International Financial Center (Chinese: 臺北國際金融中心).

 

Height

The Taipei 101 tower has 101 stories above ground and five underground. Upon its completion Taipei 101 claimed the official records for:[5]

 

Ground to highest architectural structure (spire): 508 metres (1,667 ft)[2]. Previously held by the Petronas Towers 451.9 m (1,483 ft).

Ground to roof: 449.2 m (1,474 ft). Formerly held by the Willis Tower 442 m (1,450 ft).

Ground to highest occupied floor: 438 m (1,437 ft). Formerly held by the Willis Tower 412.4 m (1,353 ft).

Fastest ascending elevator speed: designed to be 1010 meters per minute, which is 16.83 m/s (55.22 ft/s) (60.6 km/h, 37.7 mi/h).

Largest countdown clock: Displayed on New Year's Eve.

Tallest sundial. (See 'Symbolism' below.)

Taipei 101 is the first building in the world to break the half-kilometer mark in height.[5] The record it claimed for greatest height from ground to pinnacle now rests with the Burj Khalifa in Dubai (UAE): 829.8 m (2,722 ft). Taipei 101's records for roof height and highest occupied floor briefly passed to the Shanghai World Financial Center in 2009, which in turn yielded these records as well to the Burj.

 

Taipei 101 displaced the Petronas Towers in Kuala Lumpur, Malaysia, as the tallest building in the world by 56.1 m (184 ft).[8] It also displaced the 85-story, 347.5 m (1,140 ft) Tuntex Sky Tower in Kaohsiung as the tallest building in Taiwan and the 51-story, 244.2 m (801 ft) Shin Kong Life Tower as the tallest building in Taipei.[9]

 

Various sources, including the building's owners, give the height of Taipei 101 as 508.0 m (1,667 ft), roof height and top floor height as 448.0 m (1,470 ft) and 438.0 m (1,437 ft). This lower figure is derived by measuring from the top of a 1.2 m (4 ft) platform at the base. CTBUH standards, though, include the height of the platform in calculating the overall height, as it represents part of the man-made structure and is above the level of the surrounding pavement.[10][11]

 

Structural design

Taipei 101 is designed to withstand the typhoon winds and earthquake tremors common in its area of the Asia-Pacific. Planners aimed for a structure that could withstand gale winds of 60 m/s (197 ft/s, 216 km/h, 134 mph) and the strongest earthquakes likely to occur in a 2,500 year cycle.[12]

 

Skyscrapers must be flexible in strong winds yet remain rigid enough to prevent large sideways movement (lateral drift). Flexibility prevents structural damage while resistance ensures comfort for the occupants and protection of glass, curtain walls and other features. Most designs achieve the necessary strength by enlarging critical structural elements such as bracing. The extraordinary height of Taipei 101 combined with the demands of its environment called for additional innovations. The design achieves both strength and flexibility for the tower through the use of high-performance steel construction. Thirty-six columns support Taipei 101, including eight "mega-columns" packed with 10,000 psi (69 MPa) concrete.[13] Every eight floors, outrigger trusses connect the columns in the building's core to those on the exterior.

 

These features combine with the solidity of its foundation to make Taipei 101 one of the most stable buildings ever constructed. The foundation is reinforced by 380 piles driven 80 m (262 ft) into the ground, extending as far as 30 m (98 ft) into the bedrock. Each pile is 1.5 m (5 ft) in diameter and can bear a load of 1,000–1,320 tonnes (1,100–1,460 short tons).[13] The stability of the design became evident during construction when, on March 31, 2002, a 6.8-magnitude earthquake rocked Taipei. The tremor was strong enough to topple two construction cranes from the 56th floor, then the highest. Five people died in the accident, but an inspection showed no structural damage to the building, and construction soon resumed.

 

Thornton-Tomasetti Engineers along with Evergreen Consulting Engineering designed a 660 tonnes (728 short tons)[14] steel pendulum that serves as a tuned mass damper, at a cost of NT$132 million (US$4 million).[15] Suspended from the 92nd to the 87th floor, the pendulum sways to offset movements in the building caused by strong gusts. Its sphere, the largest damper sphere in the world, consists of 41 circular steel plates, each with a height of 125 mm (4.92 in) being welded together to form a 5.5 m (18 ft) diameter sphere.[16] Another two tuned mass dampers, each weighing 6 tonnes (7 short tons),[15] sit at the tip of the spire. These prevent damage to the structure due to strong wind loads.

 

[edit]Structural facade

Taipei 101's characteristic blue-green glass curtain walls are double paned and glazed, offer heat and UV protection sufficient to block external heat by 50 percent, and can sustain impacts of 7 tonnes (8 short tons).[12] The facade system of glass and aluminum panels installed into an inclined moment-resisting lattices contributes to overall lateral rigidity by tying back to the mega-columns with one-story high trusses and at every eighth floor. This facade system is therefore able to withstand up to 95mm of seismic lateral displacements without damage.[17]

 

The original corners of the façade was tested at RWDI in Guelph, Ontario, Canada and revealed an alarming vortex that formed during a 3s 105 mph wind at a height of 10 meters (a 100-year-storm) simulation. This was equivalent to the lateral tower sway rate causing large crosswind oscillations. A double champfered step design was found to dramatically reduce this crosswind oscillation resulting in Taipei 101’s unique “double stairstep” corner façade. Architect C.Y. Lee also used extensive façade elements to represent the symbolic identity he pursued. These façade elements included the green tinted glass for the indigenous slender bamboo look, eight upper outwards inclined tiers of pagoda each with eight floors, A Ruyi and a money box symbol between the two façade sections among others.[18]

 

Taipei 101's own roof and façade recycled water system meets 20–30 percent of the building's water needs. These features culminated in Taipei 101 obtaining the honour of "the world's tallest green building" by LEED standards in July 2011.[19]

 

Taiwan,officially the Republic of China (ROC; Chinese: 中華民國; pinyin: Zhōnghuá Mínguó), is a state in East Asia. Originally based in mainland China, the Republic of China now governs the island of Taiwan (formerly known as Formosa), which makes up over 99% of its territory,[f] as well as Penghu, Kinmen, Matsu, and other minor islands...

 

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From Wikipedia, the free encyclopedia

Reich Chancellery

 

General information

Address Wilhelmstraße 77

Town or city Berlin-Mitte

Country Germany

Coordinates 52°30′42″N 13°22′55″E

Completed 1739

Renovated 1939

Destroyed 1945

Design and construction

Architect Carl Friedrich Richter

 

The Reich Chancellery (German: Reichskanzlei) was the traditional name of the office of the Chancellor of Germany (then called Reichskanzler) in the period of the German Reich from 1871 to 1945. The Chancellery's seat from 1875 was the former city palace of Prince Antoni Radziwiłł (1775–1833) on Wilhelmstraße in Berlin. Both the palace and a new Reich Chancellery building (completed in early 1939) were seriously damaged during World War II and subsequently demolished.

 

Today the office of the German chancellor is usually called Kanzleramt (Chancellor's Office), or more formally Bundeskanzleramt (Federal Chancellor's Office). The latter is also the name of the new seat of the Chancellor's Office, completed in 2001.

 

Old Reich Chancellery

 

When the military alliance of the North German Confederation was reorganised as a federal state with effect from July 1, 1867, the office of a Federal Chancellor (Bundeskanzler) was implemented at Berlin and staffed with the Prussian Prime Minister Otto von Bismarck. After the unification of Germany on January 18, 1871 by accession of the South German states, Bismarck became Reich Chancellor of the new German Empire.

 

In 1869 the Prussian state government had acquired the Rococo city palace of late Prince Radziwiłł on Wilhelmstraße No. 77 (former "Palais Schulenburg"), which from 1875 was refurbished as the official building of the Chancellery. It was inaugurated with the meetings of the Berlin Congress in July 1878, followed by the Congo Conference in 1884.

1930 extension, view from Wilhelmplatz

 

In the days of the Weimar Republic the Chancellery was significantly enlarged by the construction of a Modern southern annex finished in 1930. In 1932/33, while his nearby office on Wilhelmstraße No. 73 was renovated, the building also served as the residence of Reich President Paul von Hindenburg, where he appointed Adolf Hitler chancellor on 30 January 1933. The Hitler Cabinet held few meetings here. In 1935 the architects Paul Troost and Leonhard Gall redesigned the interior as Hitler's domicile. They also added a large reception hall/ballroom and conservatory, officially known as the Festsaal mit Wintergarten in the garden area. The latter addition was unique because of the large cellar that led a further one-and-a-half meters down to an air-raid shelter known as the Vorbunker.[1] Once completed in 1936, it was officially called the "Reich Chancellery Air-Raid Shelter" until 1943, with the construction to expand the bunker complex with the addition of the Führerbunker, located one level below.[2] The two bunkers were connected by a stairway set at right angles which could be closed off from each other.[3]

 

Devastated by air raids and the Battle of Berlin, the ruins of the Old Reich Chancellery were not cleared until 1950.

New Reich Chancellery

 

In late January 1938, Adolf Hitler officially assigned his favourite architect Albert Speer to build the New Reich Chancellery around the corner on Voßstraße, a western branch-off of Wilhelmstraße, requesting that the building be completed within a year. Hitler commented that Bismarck's Old Chancellery was "fit for a soap company" but not suitable as headquarters of a Greater German Reich. It nevertheless remained his official residence with its recently refurbished representation rooms on the ground floor and private rooms on the upper floor where Hitler lived in the so-called Führerwohnung ("Leader apartment"). Old and New Chancellery shared the large garden area with the underground Führerbunker, where Hitler committed suicide at the end of April 1945.

 

Speer claimed in his autobiography that he completed the task of clearing the site, designing, constructing, and furnishing the building in less than a year. In fact, preliminary planning and versions of the designs were already being worked on as early as 1935. To clear the space for the New Reich Chancellery, the buildings on the northern side of Voßstraße No. 2–10 had already been demolished in 1937.

 

Hitler placed the entire northern side of the Voßstraße at Speer's disposal assigning him the work of creating grand halls and salons which "will make an impression on people". Speer was given a blank cheque — Hitler stated that the cost of the project was immaterial — and was instructed that the building be of solid construction and that it be finished by the following January in time for the next New Year diplomatic reception to be held in the new building.

 

Over 4,000 workers toiled in shifts, so the work could be accomplished round-the-clock. The immense construction was "finished" 48 hours ahead of schedule, and the project earned Speer a reputation as a good organiser, which, combined with Hitler's fondness for Speer played a part in the architect becoming Armaments Minister and a director of forced labour during the war. Speer recalls that the whole work force — masons, carpenters, plumbers, etc. were invited to inspect the finished building. Hitler then addressed the workers in the Sportpalast. However, interior fittings dragged on well into the early 1940s.

 

In the end it cost over 90 Million Reichsmark, well over one billion dollars today, and hosted the ministries of the Reich.[4]

 

In his memoirs, Speer described the impression of the Reichskanzlei on a visitor:

“ From Wilhelmsplatz an arriving diplomat drove through great gates into a court of honour. By way of an outside staircase he first entered a medium-sized reception room from which double doors almost seventeen feet high opened into a large hall clad in mosaic. He then ascended several steps, passed through a round room with domed ceiling, and saw before him a gallery 480 feet (150 m) long. Hitler was particularly impressed by my gallery because it was twice as long as the Hall of Mirrors at Versailles.

 

Hitler was delighted: "On the long walk from the entrance to the reception hall they'll get a taste of the power and grandeur of the German Reich!" During the next several months he asked to see the plans again and again but interfered remarkably little in this building, even though it was designed for him personally. He let me work freely.

”

 

The series of rooms comprising the approach to Hitler's reception gallery were decorated with a rich variety of materials and colours and totalled 220 m (725 ft) in length. The gallery itself was 145 m (480 ft) long. Hitler's own office was 400 square meters in size. From the outside, the chancellery had a stern, authoritarian appearance. From the Wilhelmplatz, guests would enter the Chancellery through the Court of Honour (Ehrenhof). The building's main entrance was flanked by two bronze statues by sculptor Arno Breker: "Wehrmacht" and "Partei" ("Armed Forces" and "Party"). Hitler is said to have been greatly impressed by the building and was uncharacteristically free in his praise for Speer, lauding the architect as a "genius". The chancellor's great study was a particular favourite of the dictator. The big marble-topped table served as an important part of the Nazi leader's military headquarters, the study being used for military conferences from 1944 on. On the other hand, the Cabinet room was never used for its intended purpose.

 

The New Reich Chancellery was badly damaged during the Battle of Berlin in April 1945. After World War II ended, the remains in what was now East Berlin were demolished by orders of the Soviet occupation forces. Parts of the building's marble walls were said to be used to build the Soviet war memorial in Treptower Park or to renovate the nearby war-damaged Mohrenstraße U-Bahn station.[5] Some of the red marble was used in the palatial Underground stations in Moscow.[where?] Also a heater from Hitler's rooms was placed in a Protestant hospital.[6]

 

While the western half of the premises were seized for the "death strip" of the Berlin Wall in 1961, a Plattenbau apartment block and a kindergarten were built on the eastern corner with Wilhelmstraße in the 1980s.

Mammalogie, ou, Description des espèces de mammifères

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

biodiversitylibrary.org/page/39522419

Encyclopédie d'histoire naturelle

Paris :Maresq[1851-1860].

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Summer holiday 2014

In and around Berlin Germany

  

Berlin

 

From Wikipedia, the free encyclopedia

 

Jump to: navigation, search

  

This article is about the capital of Germany. For other uses, see Berlin (disambiguation).

  

Berlin

 

State of Germany

Clockwise: Charlottenburg Palace, Fernsehturm Berlin, Reichstag building, Berlin Cathedral, Alte Nationalgalerie, Potsdamer Platz and Brandenburg Gate.

Clockwise: Charlottenburg Palace, Fernsehturm Berlin, Reichstag building, Berlin Cathedral, Alte Nationalgalerie, Potsdamer Platz and Brandenburg Gate.

 

Flag of Berlin

Flag Coat of arms of Berlin

Coat of arms

 

Location within European Union and Germany

Location within European Union and Germany

Coordinates: 52°31′N 13°23′ECoordinates: 52°31′N 13°23′E

 

Country

Germany

 

Government

  

• Governing Mayor

Michael Müller (SPD)

 

• Governing parties

SPD / CDU

 

• Votes in Bundesrat

4 (of 69)

 

Area

  

• City

891.85 km2 (344.35 sq mi)

 

Elevation

34 m (112 ft)

 

Population (December 2013)[1]

  

• City

3,517,424

 

• Density

3,900/km2 (10,000/sq mi)

 

Demonym

Berliner

 

Time zone

CET (UTC+1)

 

• Summer (DST)

CEST (UTC+2)

 

Postal code(s)

10115–14199

 

Area code(s)

030

 

ISO 3166 code

DE-BE

 

Vehicle registration

B[2]

 

GDP/ Nominal

€109.2 billion (2013) [3]

 

NUTS Region

DE3

 

Website

berlin.de

 

Berlin (/bərˈlɪn/; German pronunciation: [bɛɐ̯ˈliːn] ( listen)) is the capital of Germany and one of the 16 states of Germany. With a population of 3.5 million people,[4] Berlin is Germany's largest city. It is the second most populous city proper and the seventh most populous urban area in the European Union.[5] Located in northeastern Germany on the River Spree, it is the center of the Berlin-Brandenburg Metropolitan Region, which has about 4.5 million residents from over 180 nations.[6][7][8][9] Due to its location in the European Plain, Berlin is influenced by a temperate seasonal climate. Around one third of the city's area is composed of forests, parks, gardens, rivers and lakes.[10]

 

First documented in the 13th century, Berlin became the capital of the Margraviate of Brandenburg (1417), the Kingdom of Prussia (1701–1918), the German Empire (1871–1918), the Weimar Republic (1919–1933) and the Third Reich (1933–1945).[11] Berlin in the 1920s was the third largest municipality in the world.[12] After World War II, the city was divided; East Berlin became the capital of East Germany while West Berlin became a de facto West German exclave, surrounded by the Berlin Wall (1961–1989).[13] Following German reunification in 1990, the city was once more designated as the capital of all Germany, hosting 158 foreign embassies.[14]

 

Berlin is a world city of culture, politics, media, and science.[15][16][17][18] Its economy is based on high-tech firms and the service sector, encompassing a diverse range of creative industries, research facilities, media corporations, and convention venues.[19][20] Berlin serves as a continental hub for air and rail traffic and has a highly complex public transportation network. The metropolis is a popular tourist destination.[21] Significant industries also include IT, pharmaceuticals, biomedical engineering, clean tech, biotechnology, construction, and electronics.

 

Modern Berlin is home to renowned universities, orchestras, museums, entertainment venues, and is host to many sporting events.[22] Its urban setting has made it a sought-after location for international film productions.[23] The city is well known for its festivals, diverse architecture, nightlife, contemporary arts, and a high quality of living.[24] Over the last decade Berlin has seen the upcoming of a cosmopolitan entrepreneurial scene.[25]

  

20th to 21st centuries[edit]

     

Street, Berlin (1913) by Ernst Ludwig Kirchner

After 1910 Berlin had become a fertile ground for the German Expressionist movement. In fields such as architecture, painting and cinema new forms of artistic styles were invented. At the end of World War I in 1918, a republic was proclaimed by Philipp Scheidemann at the Reichstag building. In 1920, the Greater Berlin Act incorporated dozens of suburban cities, villages, and estates around Berlin into an expanded city. The act increased the area of Berlin from 66 to 883 km2 (25 to 341 sq mi). The population almost doubled and Berlin had a population of around four million. During the Weimar era, Berlin underwent political unrest due to economic uncertainties, but also became a renowned center of the Roaring Twenties. The metropolis experienced its heyday as a major world capital and was known for its leadership roles in science, the humanities, city planning, film, higher education, government, and industries. Albert Einstein rose to public prominence during his years in Berlin, being awarded the Nobel Prize for Physics in 1921.

     

Berlin in ruins after World War II (Potsdamer Platz, 1945).

In 1933, Adolf Hitler and the Nazi Party came to power. NSDAP rule effectively destroyed Berlin's Jewish community, which had numbered 160,000, representing one-third of all Jews in the country. Berlin's Jewish population fell to about 80,000 as a result of emigration between 1933 and 1939. After Kristallnacht in 1938, thousands of the city's persecuted groups were imprisoned in the nearby Sachsenhausen concentration camp or, starting in early 1943, were shipped to death camps, such as Auschwitz.[39] During World War II, large parts of Berlin were destroyed in the 1943–45 air raids and during the Battle of Berlin. Around 125,000 civilians were killed.[40] After the end of the war in Europe in 1945, Berlin received large numbers of refugees from the Eastern provinces. The victorious powers divided the city into four sectors, analogous to the occupation zones into which Germany was divided. The sectors of the Western Allies (the United States, the United Kingdom and France) formed West Berlin, while the Soviet sector formed East Berlin.[41]

     

The Berlin Wall in 1986, painted on the western side. People crossing the so-called "death strip" on the eastern side were at risk of being shot.

All four Allies shared administrative responsibilities for Berlin. However, in 1948, when the Western Allies extended the currency reform in the Western zones of Germany to the three western sectors of Berlin, the Soviet Union imposed a blockade on the access routes to and from West Berlin, which lay entirely inside Soviet-controlled territory. The Berlin airlift, conducted by the three western Allies, overcame this blockade by supplying food and other supplies to the city from June 1948 to May 1949.[42] In 1949, the Federal Republic of Germany was founded in West Germany and eventually included all of the American, British, and French zones, excluding those three countries' zones in Berlin, while the Marxist-Leninist German Democratic Republic was proclaimed in East Germany. West Berlin officially remained an occupied city, but it politically was aligned with the Federal Republic of Germany despite West Berlin's geographic isolation. Airline service to West Berlin was granted only to American, British, and French airlines.

     

The fall of the Berlin Wall on 9 November 1989. On 3 October 1990, the German reunification process was formally finished.

The founding of the two German states increased Cold War tensions. West Berlin was surrounded by East German territory, and East Germany proclaimed the Eastern part as its capital, a move that was not recognized by the western powers. East Berlin included most of the historic center of the city. The West German government established itself in Bonn.[43] In 1961, East Germany began the building of the Berlin Wall between East and West Berlin, and events escalated to a tank standoff at Checkpoint Charlie. West Berlin was now de facto a part of West Germany with a unique legal status, while East Berlin was de facto a part of East Germany. John F. Kennedy gave his "Ich bin ein Berliner" – speech in 1963 underlining the US support for the Western part of the city. Berlin was completely divided. Although it was possible for Westerners to pass from one to the other side through strictly controlled checkpoints, for most Easterners travel to West Berlin or West Germany prohibited. In 1971, a Four-Power agreement guaranteed access to and from West Berlin by car or train through East Germany.[44]

 

In 1989, with the end of the Cold War and pressure from the East German population, the Berlin Wall fell on 9 November and was subsequently mostly demolished. Today, the East Side Gallery preserves a large portion of the Wall. On 3 October 1990, the two parts of Germany were reunified as the Federal Republic of Germany, and Berlin again became the official German capital. In 1991, the German Parliament, the Bundestag, voted to move the seat of the (West) German capital from Bonn to Berlin, which was completed in 1999. Berlin's 2001 administrative reform merged several districts. The number of boroughs was reduced from 23 to twelve. In 2006 the FIFA World Cup Final was held in Berlin.

  

en.wikipedia.org/wiki/Berlin

  

Alexanderplatz

 

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View over Alexanderplatz

    

Neighborhoods in Berlin-Mitte: Old Cölln [1] (with Museum Island [1a], Fisher Island [1b]), Altberlin [2] (with Nikolaiviertel [2a]), Friedrichswerder [3], Neukölln am Wasser [4], Dorotheenstadt [5], Friedrichstadt [6], Luisenstadt [7], Stralauer Vorstadt (with Königsstadt) [8], Alexanderplatz Area (Königsstadt and Altberlin) [9], Spandauer Vorstadt [10] (with Scheunenviertel [10a]), Friedrich-Wilhelm-Stadt [11], Oranienburger Vorstadt [12], Rosenthaler Vorstadt [13]

Alexanderplatz (pronounced [ʔalɛkˈsandɐˌplats] ( listen)) is a large public square and transport hub in the central Mitte district of Berlin, near the Fernsehturm. Berliners often call it simply Alex, referring to a larger neighbourhood stretching from Mollstraße in the northeast to Spandauer Straße and the Red City Hall in the southwest

 

History[edit]

     

Alexanderplatz in 1796

Early history[edit]

 

Originally a cattle market outside the city fortifications, it was named in honor of a visit of the Russian Emperor Alexander I to Berlin on 25 October 1805 by order of King Frederick William III of Prussia. The square gained a prominent role in the late 19th century with the construction of the Stadtbahn station of the same name and a nearby market hall, followed by the opening of a department store of Hermann Tietz in 1904, becoming a major commercial centre. The U-Bahn station of the present-day U2 line opened on 1 July 1913.

 

Its heyday was in the 1920s, when together with Potsdamer Platz it was at the heart of Berlin's nightlife, inspiring the 1929 novel Berlin Alexanderplatz (see 1920s Berlin) and the two films based thereon, Piel Jutzi's 1931 film and Rainer Werner Fassbinder's 15½ hour second adaptation, released in 1980. About 1920 the city's authorities started a rearrangement of the increasing traffic flows laying out a roundabout, accompanied by two buildings along the Stadtbahn viaduct, Alexanderhaus and Berolinahaus finished in 1932 according to plans designed by Peter Behrens.

 

en.wikipedia.org/wiki/Alexanderplatz

Mammalogie, ou, Description des espèces de mammifères

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

biodiversitylibrary.org/page/39522501