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According to the limited information Herkimer scheduled production for single propeller commercial version of this engine in the early 1940's. Other than a few repro’s, fabricated by welding two twins together, it appears no commercial engines were actually produced or sold.
The military version sports a coaxial drive for contra rotating propellers with a dual point distributor in the back. It measures 11.5 inches long, 8 inches wide plug to plug, 5 inches high, and weighs 4 pounds- 12 ounces; it burns gas with oil mixed in for lubrication. As the war approached a few were produced for military testing but one or two either failed or were destroyed by the Army, which ended the program. This engine is believed to be the only engine, or possibly one of two original engines that survived.
Like the OK twin it has a single updraft carburetor with manifold tubes extending to each cylinder. Interesting is the tubes that make up the manifold appear to be rolled from brass sheet stock with the seams soldered.
See Tim Dannels article in his Engine Collectors Journal, Volume 32 number 3, Issue 183, July 2007.
Courtesy of Dave and Gloria Evans
Paul and Paula Knapp
Miniature Engineering Museum
Barefoot solar engineers under training at Barefoot college. After six months hard training they will return to electrify their home villages. Ajmer, Rajasthan, India.
Early days in basic training. Barrack Room group with room NCO in the middle. The other 6 in the front row were OR 1's ( potential officers) Not a happy bunch. Look at those misrable faces! Things got a lot better After three months basic training when we were posted to our units. Me to 32 Assault Engineer Regiment. (an armoured tank regiment )
Good times then ;-)
Gordon Reid, Chief Engineer of PS Waverley. I wonder how his white shirt stays white!! I was lucky to have a few hours shooting interior shots on Waverley and was a pleasure to get time to photograph the crew who happily gave up their time.
A sign outside of the Florida National Guard armory in Tallahassee announces the information for the 779th Eingineer Battalion's participation in the Phillip A. Connelly Food Service competition, Feb. 2, 2014. Photo by Master Sgt. Thomas Kielbasa
A proud Vilda, six years old, with her newly constructed lego airplane. In the background her cousin Tor is inspecting the keyholes of the secretaire
A 29 hour closure of platform 1 at Dundee was required to carry out some essential maintenance/strengthening work to equipment rooms under the track. Taken with permission of those carrying out the work, a rather large hole has taken the place of the Up Through Line!
17/11/2019
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United States Military Academy cadets receive instruction on demolition tactics from 101st Airborne Combat Engineers at Range 12, West Point, New York on June 15, 2022. (U.S. Army photo by Christopher Hennen, USMA)
The Fort Carré is a military fort built during the reign 'of Henri II to xvi th century . The fort is located on the peninsula of Saint Roch in Antibes , along the road from the seafront and is built on a rock rising 26 meters above the sea .
History
Fort Square was built mid- xvi th century under Henri II by Monsieur de Saint-Rémy. Two characters were designated as François de Saint-Rémy Mandon and Jean Renaud de Saint-Rémy , both with ties to Saint-Rémy-de-Provence . Jean de Saint-Rémy built the St. Lawrence turn around which has developed strong square. It has been slightly retouched end xvii th century under Louis XIV by Vauban .
Context
The xvi th century , the Provence belongs to the Kingdom of France while the County of Nice depends on the Duchy of Savoy , the boundary is located at the river Var . Tensions between the Kingdom of France and the Duchy of Savoy are due to the latter's alliance with Spain Habsburg . During the wars of Italy , the Spaniards put Antibes sacked in 1524 and 1536, showing the fragility of this region.
Southeast of Provence is a border area that the kings of France from the reign strengthen François I er . Henri II decided to build Fort Carré in a strategic location: the building is a sentinel for by point panoramic view to monitor the border with the Duchy of Savoy.
Construction
It has long been attributed to the construction of the Fort Carré François de Saint-Rémy Mandon who called himself Monsieur de Saint-Rémy. In fact, the military engineer who built the first Fort Carré is Jean Renaud de Saint-Rémy also called Monsieur de Saint-Rémy. Both came from Saint-Rémy-de-Provence . Jean Renaud was also "M. de Saint-Remy," and the family of Renaud de Saint-Rémy has its own chapel inside the church of Saint-Martin . The common name for the two men led to an error on the allocation of the ramparts of Saint-Paul-de-Vence in the late xix th century by Henri-François de Madon designer ramparts.
Saint-Laurent chapel which stood on the hill was destroyed on this occasion to give way to the military building and the name of St. Lawrence was retained for the central tower of Fort Carré which still bears the name "tower St. Lawrence. "
The construction begins with the St. Lawrence turn a truncated keep repeating the plan " torrionne "Italian. This is an annular building surrounding a courtyard 23 meters in diameter with embrasures outside, at the top, armed with 6 protected by a wall 4 meters thick guns.
At the end of the construction of the tower, it was found that the book could not resist when important seat. Between 1544 and 1546, King François I er gives letters of commission to Jean de Saint-Rémy to study the fortifications of Provence. It applies to the existing building principles bastion fortification as it did for the ramparts of Saint-Paul-de-Vence. He added four bastions tapered allowing to place 21 guns. Access to the building is still medieval, perched with a door under the fire orillons .
The construction of Fort Carré left no plan, no real archive. The various elements collected in the later works agree to place the work begins in the early 1550s, probably in 1553.
The entire building was completed and operational in 1585 .
Defensive function
over three centuries. Apart from its role of surveillance and deterrence, the Fort Carré was attacked twice:
- In 1591, during the Wars of Religion , Duke Charles Emmanuel I st of Savoy made ââa breakthrough in Provence and took the fortress of Antibes no need to fight. The French Army initiated by Henri IV to reconquer Provence is the seat of Antibes and its high in 1592. Epernon Duke leading the seat eventually retake the city and the fort. This is the only known military take Fort Carré;
- In 1746/1747, during the War of the Austrian Succession , the Fort Carré and Antibes are bombarded by artillery Austro-Sardinian and the English fleet, but the stronghold holds the seat.
The intervention of Vauban
Vauban is very little intervention on Fort Carré. Visiting Antibes in the 1680s, he drew several plans and establishes a list of work to be done for defenses Antibes, its port, and Fort Carré. He tells the engineer Antoine de Niquet the task of supervising the work. On the Fort Carré, few of these studies have actually been carried out, particularly include general repair equipment to ensure comfort of the troops, and the creation of outer defenses. The silhouette of the building has been modified in any way by Vauban, the current form of Fort Carré has remained pretty much the one he already had the xvi th century .
Military decommissioning
The xix th century marked a turning point with the annexation of Nice to France in 1860 and a significant modification of weapons that make the Fort Carré obsolete. The strong position and Antibes Fort Carre are decommissioned at the end of the xix th century , thus resulting in the leveling of the city walls. Last used in a military context, during the Second World War, the Fort Carré served during the occupation of foreign assembly center for all the Alpes-Maritimes .
Military Schools Sports
The site of Fort Square with its stadium built in 1920 and barracks Reille welcomes the xx th century several schools sports and military vocation:
- 1920 - 1939: Regional Physical Training Centre, providing training for teachers of physical education in schools;
- 1940 - 1945: National College instructors and athletes, which has the same function as the CRIP;
- 1945 - 1953: Military School fencing and combat sports (EMESC) forming military athletes.
It was at this time that the Fort Carré is refitted with the installation of an obstacle course and track risk using buildings as a training site for climbing, balance and abseiling .
- 1953 - 1967: School of military physical training (EEPM), which is actually the merger between Antibes and EMESC ENEPM Pau;
- 1967: closing the EEPM d'Antibes and the creation of the Joint Sports School Fontainebleau 3 .
The Regional Centre for Popular Education (CREP)
In 1968 the Fort Carré is assigned to the Ministry of Youth and Sports. Management is entrusted to the Regional Director of Youth and Sports for the Academy of Nice (M.PERRIER) . So as not to compete with the CREPS Boulouris Fort Carré is rather dedicated to the youth sector (CREP) without in any way prevent the various training courses (Shooting Centre, diving and sailing with Stuppa , Gymnastics with Bernard Brochart , Judo with Bernard Midan , Wrestling with Christian Joly and cooperation with Antibes for training local clubs. Until 1979 various cultural events like "living book" (Christine De Toth) are initiated by the DRJS in the fort.
Restoration [ edit | edit the code ]
Between 1979 and 1985, the Fort Carré is restored by volunteers Club du Vieux Manoir . Working during spring break and summer youth club restore facades, roofs, create access ... allowing the tour of the building.
The public opening
Property of the City 'of Antibes since 1997, the Fort Carré is open to the public since 1998.
Classified as a historic monument by successive decrees of November 7, 1906 and August 20, 1913, amended by decree of 17 October 1937 and 19 October 1976.
On July 15, 1954, a graceful, swept-winged aircraft, bedecked in brown and yellow paint and powered by four revolutionary new engines first took to the sky above Seattle. Built by the Boeing Aircraft Company, the 367-80, better known as the Dash 80, would come to revolutionize commercial air transportation when its developed version entered service as the famous Boeing 707, America's first jet airliner.
In the early 1950s, Boeing had begun to study the possibility of creating a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers entering service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested $16 million of its own capital to build a prototype jet transport in a daring gamble that the airlines and the Air Force would buy it once the aircraft had flown and proven itself. As Boeing had done with the B-17, it risked the company on one roll of the dice and won.
Boeing engineers had initially based the jet transport on studies of improved designs of the Model 367, better known to the public as the C-97 piston-engined transport and aerial tanker. By the time Boeing progressed to the 80th iteration, the design bore no resemblance to the C-97 but, for security reasons, Boeing decided to let the jet project be known as the 367-80.
Work proceeded quickly after the formal start of the project on May 20, 1952. The 367-80 mated a large cabin based on the dimensions of the C-97 with the 35-degree swept-wing design based on the wings of the B-47 and B-52 but considerably stiffer and incorporating a pronounced dihedral. The wings were mounted low on the fuselage and incorporated high-speed and low-speed ailerons as well as a sophisticated flap and spoiler system. Four Pratt & Whitney JT3 turbojet engines, each producing 10,000 pounds of thrust, were mounted on struts beneath the wings.
Upon the Dash 80's first flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Company) Boeing clearly had a winner. Flying 100 miles per hour faster than the de Havilland Comet and significantly larger, the new Boeing had a maximum range of more than 3,500 miles. As hoped, the Air Force bought 29 examples of the design as a tanker/transport after they convinced Boeing to widen the design by 12 inches. Satisfied, the Air Force designated it the KC-135A. A total of 732 KC-135s were built.
Quickly Boeing turned its attention to selling the airline industry on this new jet transport. Clearly the industry was impressed with the capabilities of the prototype 707 but never more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. During the festivities surrounding this event, Boeing had gathered many airline representatives to enjoy the competition and witness a fly past of the new Dash 80. To the audience's intense delight and Boeing's profound shock, test pilot Alvin "Tex" Johnston barrel-rolled the Dash 80 over the lake in full view of thousands of astonished spectators. Johnston vividly displayed the superior strength and performance of this new jet, readily convincing the airline industry to buy this new airliner.
In searching for a market, Boeing found a ready customer in Pan American Airway's president Juan Trippe. Trippe had been spending much of his time searching for a suitable jet airliner to enable his pioneering company to maintain its leadership in international air travel. Working with Boeing, Trippe overcame Boeing's resistance to widening the Dash-80 design, now known as the 707, to seat six passengers in each seat row rather than five. Trippe did so by placing an order with Boeing for 20 707s but also ordering 25 of Douglas's competing DC-8, which had yet to fly but could accommodate six-abreast seating. At Pan Am's insistence, the 707 was made four inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage developed for the 707 became the standard design for all of Boeing's subsequent narrow-body airliners.
Although the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-8 were bigger, faster, had greater range, and were more profitable to fly. In October 1958 Pan American ushered the jet age into the United States when it opened international service with the Boeing 707 in October 1958. National Airlines inaugurated domestic jet service two months later using a 707-120 borrowed from Pan Am. American Airlines flew the first domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the first regularly-scheduled transcontinental jet service in 1959. Subsequent nonstop flights between New York and San Francisco took only 5 hours - 3 hours less than by the piston-engine DC-7. The one-way fare, including a $10 surcharge for jet service, was $115.50, or $231 round trip. The flight was almost 40 percent faster and almost 25 percent cheaper than flying by piston-engine airliners. The consequent surge of traffic demand was substantial.
The 707 was originally designed for transcontinental or one-stop transatlantic range. But modified with extra fuel tanks and more efficient turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with full payload under any conditions. Boeing built 855 707s, of which 725 were bought by airlines worldwide.
Having launched the Boeing Company into the commercial jet age, the Dash 80 soldiered on as a highly successful experimental aircraft. Until its retirement in 1972, the Dash 80 tested numerous advanced systems, many of which were incorporated into later generations of jet transports. At one point, the Dash 80 carried three different engine types in its four nacelles. Serving as a test bed for the new 727, the Dash 80 was briefly equipped with a fifth engine mounted on the rear fuselage. Engineers also modified the wing in planform and contour to study the effects of different airfoil shapes. Numerous flap configurations were also fitted including a highly sophisticated system of "blown" flaps which redirected engine exhaust over the flaps to increase lift at low speeds. Fin height and horizontal stabilizer width was later increased and at one point, a special multiple wheel low pressure landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.
After a long and distinguished career, the Boeing 367-80 was finally retired and donated to the Smithsonian in 1972. At present, the aircraft is installated at the National Air and Space Museum's new facility at Washington Dulles International Airport.
Col. Vincent Quarles, commander of the U.S. Army Corps of Engineers Afghanistan Engineer District-South, thanked the 655th Regional Support Group for their human resources, logistics, and public works support during the 655th’s deployment from Feb. 2012 through Nov. 2012. The 655th is an Army Reserve unit. Quarles gave select members of the 655th certificates of achievement for their extraordinary customer service.
B-24 42-7119 Crash Scene near Weed, CA.
From a personal interview with Jana Churchwell on Sept. 10 2011 and
details from Find a Grave Memorial web site www.findagrave.com/cgi-bin/fg.cgi?page=gr&GSvcid=1862...
CoPilot George F. Churchwell, Jr was the last one in control of B-24E #42-7119 on a nighttime training mission when it crashed over Weed, CA, due to mechanical failure, being careful to try to ensure others had time to bail out. He did not survive the crash.
The crew members were:
2nd LT Alfred J Demeusy, ASN O-794542, Pilot, from Oakdale NY, Bailed Out
FO George F Churchwell, Jr, ASN T-60915, CoPilot, from Leakesville MS, DNB
1st LT Douglas J Thornburg, ASN O-439091, Instructor Pilot, from Casa Grande AZ, Bailed Out
2nd LT George H Clarke, ASN O-798071, Navigator, from Cooperstown NY, DNB
2nd LT Charles L Wiest, ASN O-736742, Bombardier, from Baltimore MD, Bailed Out
SSGT Willet F Draker, ASN 35329411, Engineer, from Ft Wayne IN, DNB
SSGT William W Powell, Jr, ASN 18117310, Engineer, from Houston TX, DNB
SSGT Alvin Dschaak, ASN 39610191, Radio Operator, from Beulah ND, Bailed Out
SSGT Alonzia E Johnston, Jr, ASN 15323452, Gunner, from Canton OH, DNB
SSGT John F Kennedy, ASN 15333120, Gunner, from Peru IN, DNB
The crash site was more recently visited and documented by aviation archaeologist and wreckfinder G Pat Macha www.aircraftwrecks.com.
The notes at the bottom of the picture says 9 June 43. The plane took off in the late evening of the 9th, and crashed at around 230am on the morning of the 10th. Thus the DOD for all of the six who died in the crash is 10 June.
Catalog #: Iraq_00278
Collection: Edwin Newman Collection
Album #: AL4-B
Page #: 50
Picture on Page: 7
Description : Engineers!! Atbara
Repository: San Diego Air and Space Museum Archive
(further pictures and information you can see if you go to the end of page and by clicking on the link...)
Belvedere
Belvedere Castle. Garden Front of the Lower Belvedere.
Belvedere Palace stands supposedly on the foundations of a Roman camp that had been erected here for strategic reasons. In 1693 Prince Eugene of Savoy acquired field and vineyard grounds between today's Rennweg and today's Gürtel. In 1700 Johann Lukas von Hildebrandt began with the construction of a palace garden (Lower Belvedere), whose in French-style layed out park was equipped with large water basins, an orangery with precious foreign plants and a menagerie. Prince Eugene was a great animal lover, and some animals in his collection could be fed exclusively by himself.
1720 the Prince conceived the plan the summer palace to supplement by a another palace building on the hill of the garden.
The 1721 by Johann Lukas von Hildebrandt begun works had been completed in 1724. The Upper Belvedere served in contrast to the Lower only representative purposes and was never meant to live.
The Prince and his architect managed a perfect symbiosis between architecture and garden. After the death of the Savoy (1736) inherited his niece Victoria of Savoy-Soisson, nee Princess Hildburghausen, all his possessions. From her the Habsburgs beginning of 1752 acquired the Belvedere. From 1755 Empress Maria Theresa moved the Arcierenleibgarde (Royal Company of the Archers) and the Galician Guard in the annex of the Belvedere. Besides, the castle stood almost empty.
Belvedere Castle. Engraving by Salomon Kleiner 1731/40 (left).
Vienna from the Belvedere. Coloured copper engraving by Carl Schütz, 1784 (right).
1770 Belvedere Palace was venue of brilliant festivities:
In castle and park the marriage of Archduchess Maria Antonia (Marie Antoinette) with the Dauphin of France by proxy (per procura) was celebrated. About 2,000 people were invited, more than 1,500 bottles of champagne, which was far from home in Vienna at that time,
were emptied. For hospitality of the guests, there were round tables, which were covered with silver. However, the Court of Vienna had a large part of the silver service to rent of nobles, because the stocks of the silver chamber were not sufficient. Finished was the festival by a magnificent fireworks.
1776, the imperial picture gallery from the Stallburg (home of the famous Lipizzan stallions) was transferred to the Upper Belvedere, the animals of the menagerie came to Schönbrunn. Shortly before the Congress of Vienna in 1814 in the Lower Belvedere the Ambras Collection was exposed. During the war against Napoleon (1805-1809), much of the collection of paintings had to be outsourced. The Corsican claimed 400 masterpieces for himself, but which after his defeat at Waterloo to the Habsburgs have been restituted. The after the French wars completely neglected building has been restored 1850-1866.
Castle Park with Upper Belvedere. Photograph, around 1890.
1819 Emperor Franz II (I) the Institute of Botany, University of Vienna, had given spacious grounds for enlargement of the Botanical Garden at Rennweg. Franz was very interested in botany and in accordance with a Habsburg House bill - every Archduke must learn a civilian job - has been educated for gardener. In an adjoining garden of Schloß Belvedere he had from his private funds laid out a botanical garden ("Flora Austriaca") which was left to the Institute of Botany for use.
During the cholera epidemic of 1831, the Belvedere served as well as Schönbrunn Palace the imperial family as a refuge; supposedly one was there protected from the bad air, which was attributed to the onset of the disease. Both castles lay in the "countryside", the air was much better here than in the densely populated city. During wartime, a hospital was set up in the castle.
As the space for the imperial collections became too small, it was thought to expand the Upper Belvedere by wing buildings. This plan was dropped for aesthetic reasons, however. After the expansion of the city (razing of the bastions and glacis) arose on the ring road the newly created Court Museums; moved there in 1891 the major part of the paintings.
Archduke-Heir to the Throne Franz Ferdinand of Austria-Este at folk and children's party in the park of the Belvedere Palace. Photograph, 1905.
To 1893/94 it is likely that Archduke Franz Ferdinand has chosen the Upper Belvedere to his residence in Vienna. Other sources say that it had been assigned to him by the Emperor Franz Joseph as a place to stay in Vienna. The rooms have been restored, adapted for residential purposes and supplemented with neo-Baroque furniture. The heir of the Este collections furnished his residence with numerous works of art. He had envisaged the castle for the accommodation of his collections; in 1893 were numerous boxes from India and Singapore in Belvedere stored. 1894 Emperor Franz Joseph could see the collection: "Yesterday I went to the Belvedere, where Franzi showed me his now quite and very nicely prepared collections. The same are as imposing as interesting by the incredible amount of objects and by the rarity and beauty of them. I believe that this exhibition would be interesting for you", wrote the monarch to his wife, Empress Elisabeth. That same year, Archduke Franz Ferdinand showed his collections his future wife, Sophie Chotková,
"Where I unaware of your fatigue with particular brutality you dragged from box to box" as he apologetically from Budweis wrote to the Countess.
Then the collections moved one the one hand to the Palais Modena in the Beatrixgasse, on the other hand to Konopischt. Only in 1898, Franz Ferdinand was granted by Emperor Franz Joseph to move into the Belvedere as Vienna Residence. More revitalization works were carried out and were also necessary. Technical modernization and preservation of the original building condition had priority - as always with the projects of Archduke Franz Ferdinand. As furnishings served still preserved furnitures from Schloss Hof, which were supplemented by new ones in old style. The private rooms in addition to electric lighting were equipped with central heating.
Belvedere Castle. Staircase in the Upper Belvedere (left).
Marble plastic "Apotheosis of Prince Eugene" by Balthasar Permoser in Gold Cabinet of the Lower Belvedere (right).
If his presence was needed in Vienna, Franz Ferdinand here could lead a normal family life and escape the pressures of court ceremonial, in which the to him in morganatic marriage affiliated wife was exposed to the evils of the courtiers. When the heir to the throne invited guests to the Belvedere, he was sitting opposite his wife as a hostess while she was ranked in the Hofburg always after the latest unmarried Archduchess. About the cozy family life at Belvedere reported Prince von Clary-Aldringens:
"Aunt Sophie invited us ... to snack into a Belvedere, unexpectedly, suddenly appeared the Archduke - we literally froze in our Hab-Acht-position (stand at attention). He greeted us warmly ... [I got to know] the Archduke as a friendly landlord, who was playing and laughing with his Children..."
Between 1899 and 1914 in the Lower Belvedere the military bureau of the heir to the throne was housed. Other well-known Residents - but of outbuildings - were Anton Bruckner, who in 1896 died in the Kustodenwohnung (guardian house), and Richard Strauss, who lived here from 1925 to 1944.
After the assassination of the Archduke and his wife in Sarajevo, the Belvedere should serve as the residence of the new heir to the throne, Archduke Karl and his family. This, however, preferred living in Schönbrunn and especially in the villa Wartholz. In 1917, Charles' brother Archduke Maximilian moved with his family into the Belvedere.
During World War II the castle was badly damaged by bombs, but rebuilt after the war ended immediately. On 15 May 1955 was the Marble Hall venue of the signing of the Austrian State Treaty. Today, the Upper Belvedere houses important art collections.
Excerpts from
Thus lived the Habsburgs - Imperial and Royal Palaces in the
Austro-Hungarian Monarchy
Ingrid Haslinger, Gerhard Trumler
Christian Brandstätter Verlag mbH
The publishing service for museums, businesses and
public bodies
www.brandstaetter - verlag.at
Denomination of the summer residence which Prince Eugene of Savoy himself had erected btw Rennweg and Swiss Garden. The term which refers to the unique view over Vienna dates from the time of Maria Theresa. Prinz Eugen bought in 1697 a plot of land at the Rennweg, which he extended to 1721 in four stages to the current area. Between 1714 and 1716 emerged the Lower Belvedere It is an elongated ground floor building, designed of a 7-axes central projection, two wings and two corner pavilions. The 3-axis central pavilion houses the Marble Hall. The castle the only rarely in Vienna sojourning builder served during the summer months as a pleasure palace.
Only in 1720 commenced construction works for the Upper Belvedere, first drawings for this existed already in 1717. The in it extent and form language compared to the Lower Belvedere especially magnificent Upper Belvedere served primarily as a representative setting for grand receptions and festivities. The architectural history of the example due to the loss of the Eugenianischen Bauarchivs (construction archiv of Prince Eugene) cannot be explored in detail without any gaps. 1723 (according to Rizzi 1721/22) the Upper Belvedere s is considered complete. The architect Johann Lukas von Hildebrandt, who repeatedly worked for Prince Eugen, with the construction of the Belvedere has created his main work. It counts in its multiform architectonic as well as sculptural structure to the most important baroque buildings of the 18th century. The to the ensemble belonging, btw Upper and Lower Belvedere laying garden has been created by the Bavarian horticultural engineer D. Girard and today only in broad terms is original. The designs for the interior of the castle stem from C. le Fort du Plessy.
After the death of the prince the belvedere went into the possession of his sole heiress, Victoria Duchess of Saxe-Hildburghausen. She sold it in 1752 to Maria Theresa. At the behest of Joseph II from 1775 the imperial picture gallery was transferred here, which in 1781 for the first time was open to the public. had. Since 1806 was located in the Lower Belvedere the Ambras Collection. Both collections were in 1890 in the Museum of Art History transferred. In 1894, the palace became residence for the heir to the throne Archduke Franz Ferdinand.
After the first World War I the Republic of Austria in Belvedere installed the Austrian Gallery. 1945 suffered the Belvedere severe war damage. In 1950, the "Gold Cabinet" in the north-eastern corner pavilion of the Upper Belvedere was destroyed by fire and replaced by a copy. The since 1988 ongoing general renovation should have been completed in 1996.
aeiou - the cultural information system of the bm: bwk
14,000 key words and 2000 pictures from history, geography, politics and business in Austria
Austrian Gallery Belvedere
The in the center of Vienna situated Belvedere palaces with their extensive parks form an impressive baroque Gesamtkunstwerk. The Museum in the Upper and Lower Castle
provides an excellent overview of the Austrian Art from the Middle Ages to the present. the collections of the 19th and 20th Century also include an exquisite inventory of international art. World Famous works by Klimt, Schiele, Kokoschka, Renoir and Monet you can see in the upper
Belvedere, from where you can enjoy a spectacular view to the center of Vienna. In the historic rooms of the Lower Belvedere are shown works of art from the Middle Ages and Baroque.
Austrian Gallery Belvedere
Prinz Eugen -Strasse 27 , A - 1037 Wien
Phone +43 / ( 0) 1 / 79557-0
Fax +43 / (0) 1/79 84 337
Upper Belvedere
Collections of the 19th and 20th century
Prinz Eugen -Strasse 27 , A - 1037 Wien
Lower Belvedere
Baroque Museum, and Museum of Medieval Art
Rennweg 6a, A - 1030 Vienna
Combat Engineers from 10th mountain division perform demonstration of the techniques that the West Point cadets will learn during combat engineering training portion of Cadet Field Training, June 22, West Point N.Y. Photo by Tommy Gilligan/West Point Public Affairs.
United States Military Academy cadets receive instruction on demolition tactics from 101st Airborne Combat Engineers at Range 12, West Point, New York on June 15, 2022. (U.S. Army photo by Christopher Hennen, USMA)
Engineers finally got their first look at Hubble in seven years during the successful grapple of the telecope. These images were captured in the Goddard's Space Telescope Operations Control Center (STOCC) about 1:15 pm ET.
Credit: NASA/Pat Izzo
Looking towards another corner of the layout, featuring the engineers sidings, and spoil dump sidings in the top left. 31420 and 31146 'Brush Veteran' creep slowly by on empty spoil wagons, while 37057 'Viking' and 37116 wait on MEAs. 37505 can be seen speeding into the shot.
United States Military Academy cadets receive instruction on demolition tactics from 101st Airborne Combat Engineers at Range 12, West Point, New York on June 15, 2022. (U.S. Army photo by Christopher Hennen, USMA)
Weymouth originated as a settlement on a constricted site to the south and west of Weymouth Harbour, an outlying part of Wyke Regis. The town developed from the mid 12th century onwards, but was not noted until the 13th century. By 1252 it was established as a seaport and became a chartered borough. Melcombe Regis developed separately on the peninsula to the north of the harbour; it was mentioned as a licensed wool port in 1310. French raiders found the port so accessible that in 1433 the staple was transferred to Poole. Melcombe Regis is thought to be the first port at which the Black Death came into England in June 1348, possibly either aboard a spice ship or an army ship. In their early history Weymouth and Melcombe Regis were rivals for trade and industry, but the towns were united in an Act of Parliament in 1571 to form a double borough. Both towns have become known as Weymouth, despite Melcombe Regis being the main centre. The villages of Upwey, Broadwey, Preston, Wyke Regis, Chickerell, Southill, Radipole and Littlemoor have become part of the built-up area.
King Henry VIII had two Device Forts built to protect the south Dorset coast from invasion in the 1530's: Sandsfoot Castle in Wyke Regis and Portland Castle in Castletown. Parts of Sandsfoot have fallen into the sea due to coastal erosion. During the English Civil War, around 250 people were killed in the local Crabchurch Conspiracy in February 1645. In 1635, on board the ship Charity, around 100 emigrants from the town crossed the Atlantic Ocean and settled in Weymouth, Massachusetts. More townspeople emigrated to the Americas to bolster the population of Weymouth, Nova Scotia and Salem, Massachusetts; then called Naumking. There are memorials to this on the side of Weymouth Harbour and near Weymouth Pavilion and Weymouth Sea Life Tower. The architect Sir Christopher Wren was the Member of Parliament for Weymouth in 1702, and controlled nearby Portland's quarries from 1675 to 1717. When he designed St Paul's Cathedral, Wren had it built out of Portland Stone, the famous stone of Portland's quarries. Sir James Thornhill was born in the White Hart public house in Melcombe Regis and became the town's MP in 1722. Thornhill became an artist, and coincidentally decorated the interior of St Paul's Cathedral.
The resort is between the first modern tourist destinations, after King George III's, brother the Duke of Gloucester built a grand residence there, Gloucester Lodge, and passed the mild winter there in 1780; the King made Weymouth his summer holiday residence on fourteen occasions between 1789 and 1805, even venturing into the sea in a bathing machine. A painted statue of the King stands on the seafront, called the King's Statue, which was renovated in 2007/8 by stripping 20 layers of paintwork, replacing it with new paints and gold leaf, and replacing the iron framework with a stainless steel one. A mounted white horse representing the King is carved into the chalk hills of Osmington. Weymouth's esplanade is comprised of Georgian terraces, which have been converted into apartments, shops, hotels and guest houses. The buildings were constructed in the Georgian and Regency periods between 1770 and 1855, designed by architects such as James Hamilton, and were commissioned by wealthy businesspeople, including those that were involved in the growth of Bath. These terraces form a long, continuous arc of buildings which face Weymouth Bay along the esplanade, which also features the multi-coloured Jubilee Clock, erected in 1887 to mark the 50th year of Queen Victoria's reign. Statues of Victoria, George III and Sir Henry Edwards, Member of Parliament for the borough from 1867 to 1885, and two war memorials stand along the Esplanade.
In the centre of the town lies Weymouth Harbour; although it was the reason for the town's foundation, the harbour separates the two areas of Melcombe Regis ( the main town centre ) and Weymouth ( the southern harbour side ) from each other. Since the 18th century they have been linked by successive bridges over the narrowest part of the harbour. The present Town Bridge, built in 1930, is a lifting bascule bridge allowing boats to reach the inner harbour. The Royal National Lifeboat Institution stationed a lifeboat at Weymouth for the first time on 26 January 1869. A boathouse was built with a slipway by the harbour and is still in use, although the lifeboat is now moored at a pontoon.
I visited this Fort on the 4th August 2017 and was surprised by the layout and the interesting exhibits found here at this unusual and well maintained Fort. Nothe Fort is a fort in Weymouth, Dorset, England. The fort is situated at the end of the Nothe Peninsula, which juts eastwards from the town of Weymouth, and Weymouth Harbour, into the sea to the north of ex-military Portland Harbour. The fort is located next to Nothe Gardens. The coastal defence was built between 1860 and 1872 by 26 Company of the Royal Engineers to protect Portland's harbour, which was then becoming an important Royal Navy base. Shaped like the letter D, the fort's guns covered the approaches to both Portland and Weymouth harbours. The design included bomb-proof casemates for cannons arranged around the circular sides, and deep magazines beneath the straight, landward side. The fort played an important role in World War II, when the harbour was used as base by the British and American navies.
In 1956 the fort was abandoned, and in 1961 the local council purchased it. It is now a museum. The fort remains one of the best-preserved forts of its kind in the country, and the fort and its outer gateway has been a Grade II listed building since June 1974. Its fusee steps have been Grade II listed since November 2000. These are located within Nothe Gardens, linking the car park area down to the Nothe Parade – the quay of Weymouth's Harbour. The inclined tramway and steps were built circa 1860. The three flights of steps include a low flanking wall of rendered brick, on which are placed wrought-iron plate rails, forming an inclined tramway for trolleys with double-flange wheels. It was constructed for hauling trolleys transporting ammunition, spares and stores from the quay to Nothe Fort. In October 1978, the Nothe Fort, tramway and searchlight battery at The Nothe, also became scheduled under the Ancient Monuments and Archaeological Areas Act 1979 as they appeared to the Secretary of State to be of national importance.