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We were standing on the jetties when the USCG Cutter 559 came through checking out buoys. The USCGC Barbara Mabrity is a 175' long Keeper Class Cutter tasked with maintaining aids to navigation (ATON) and search and rescue (SAR) from Mobile, AL. It's a pretty good ways from home but maintains all this section of the coast.
High voltage inside. Keep out. Maintain 8 foot clear space in front of doors.
Taken at The Regency, Laguna Woods, California. © 2013 All Rights Reserved.
My images are not to be used, copied, edited, or blogged without my explicit permission.
Please!! NO Glittery Awards or Large Graphics...Buddy Icons are OK. Thank You!
ScavChal June 2013 #16 ~ No Trespassing. Access prohibited. Do not enter. Restricted area.
Try for an air of mystery in photographing a prohibiting sign.
Have a terrific Thursday, my Flickr friends! Thanks so much for coming by!
من المساجد القديمة التي حافظت عليها وزارة الاوقاف و رممتها
one of old masjeds in Kuwait which was maintained
to look as new
ComLand Design is an IT young, dinamic and creative team, but with over 12 years experience in the development of design services. In addition, we provide consulting, maintenance and updating. We also provide onsite engineer visits for all areas in Portsmouth. Most of the time engineers are available on the same day. We have a 24 hours response time from time booking is confirmed and we run NO FIX NO FEE* policy for all onsite visits in Portsmouth. If the engineer cannot fix the problem, you pay absolutely nothing. Satisfaction guaranteed for all services delivered.
WEB Design / Computer Repair Service in Portsmouth area with a NO FIX NO FEE* policy for more detalies please visit our web site www.comland-design.com or contact us
email: info@comland-design.com
HST Power Car 43040 undergoing maintenance at Heaton on 15th July 1988. The final HSTs have of course just been taken out of ECML service recently.
The Lockheed C-5 Galaxy is a large military transport aircraft originally designed and built by Lockheed, and now maintained and upgraded by its successor, Lockheed Martin. It provides the United States Air Force (USAF) with a heavy intercontinental-range strategic airlift capability, one that can carry outsized and oversized loads, including all air-certifiable cargo. The Galaxy has many similarities to its smaller Lockheed C-141 Starlifter predecessor, and the later Boeing C-17 Globemaster III. The C-5 is among the largest military aircraft in the world.
The C-5 Galaxy's development was complicated, including significant cost overruns, and Lockheed suffered significant financial difficulties. Shortly after entering service, cracks in the wings of many aircraft were discovered and the C-5 fleet was restricted in capability until corrective work was completed. The C-5M Super Galaxy is an upgraded version with new engines and modernized avionics designed to extend its service life beyond 2040.
The USAF has operated the C-5 since 1969. In that time, the airlifter supported US military operations in all major conflicts including Vietnam, Iraq, Yugoslavia, and Afghanistan, as well as allied support, such as Israel during the Yom Kippur War and operations in the Gulf War. The Galaxy has also been used to distribute humanitarian aid and disaster relief, and supported the US Space Shuttle program.
(•) – The Lockheed Martin HC-130J Hercules The Combat King II is the U.S. Air Force's only dedicated fixed-wing personnel recovery platform and is flown by the Air Education and Training Command (AETC) and Air Combat Command (ACC). This C-130J variation specializes in tactical profiles and avoiding detection and recovery operations in austere environments. The HC-130J replaces HC-130P/Ns as the only dedicated fixed-wing Personnel Recovery platform in the Air Force inventory. It is an extended-range version of the C-130J Hercules transport. Its mission is to rapidly deploy to execute combatant commander directed recovery operations to austere airfields and denied territory for expeditionary, all weather personnel recovery operations to include airdrop, airland, helicopter air-to-air refueling, and forward area ground refueling missions. When tasked, the aircraft also conducts humanitarian assistance operations, disaster response, security cooperation/aviation advisory, emergency aeromedical evacuation, and noncombatant evacuation operations.
Features
Modifications to the HC-130J have improved navigation, threat detection and countermeasures systems. The aircraft fleet has a fully-integrated inertial navigation and global positioning systems, and night vision goggle, or NVG, compatible interior and exterior lighting. It also has forward-looking infrared, radar and missile warning receivers, chaff and flare dispensers, satellite and data-burst communications, and the ability to receive fuel inflight via a Universal Aerial Refueling Receptacle Slipway Installation (UARRSI).
The HC-130J can fly in the day; however, crews normally fly night at low to medium altitude levels in contested or sensitive environments, both over land or overwater. Crews use NVGs for tactical flight profiles to avoid detection to accomplish covert infiltration/exfiltration and transload operations. To enhance the probability of mission success and survivability near populated areas, crews employ tactics that include incorporating no external lighting or communications, and avoiding radar and weapons detection.
Drop zone objectives are done via personnel drops and equipment drops. Rescue bundles include illumination flares, marker smokes and rescue kits. Helicopter air-to-air refueling can be conducted at night, with blacked out communication with up to two simultaneous helicopters. Additionally, forward area refueling point operations can be executed to support a variety of joint and coalition partners.
Background
The HC-130J is a result of the HC/MC-130 recapitalization program and replaces Air Combat Command's aging HC-130P/N fleet as the dedicated fixed-wing personnel recovery platform in the Air Force inventory. The 71st and 79th Rescue Squadrons in Air Combat Command, the 550th Special Operations Squadron in Air Education and Training Command, the 920th Rescue Group in Air Force Reserve Command and the 106th Rescue Wing, 129th RQW and 176th Wing in the Air National Guard will operate the aircraft.
First flight was 29 July 2010, and the aircraft will serve the many roles and missions of the HC-130P/Ns. It is a modified KC-130J aircraft designed to conduct personnel recovery missions, provide a command and control platform, in-flight-refuel helicopters and carry supplemental fuel for extending range or air refueling.
In April 2006, the personnel recovery mission was transferred back to Air Combat Command at Langley AFB, Va. From 2003 to 2006, the mission was under the Air Force Special Operations Command at Hurlburt Field, Fla. Previously, HC-130s were assigned to ACC from 1992 to 2003. They were first assigned to the Air Rescue Service as part of Military Airlift Command.
General Characteristics
Primary function: Fixed-wing Personnel Recovery platform
Contractor: Lockheed Aircraft Corp.
Power Plant: Four Rolls Royce AE2100D3 turboprop engines
Thrust: 4,591 Propeller Shaft Horsepower, each engine
Wingspan: 132 feet, 7 inches (40.4 meters)
Length: 97 feet, 9 inches (29.57 meters)
Height: 38 feet, 9 inches (11.58 meters)
Operating Weight: 89,000 pounds (40,369 kilograms)
Maximum Takeoff Weight: 164,000 pounds (74,389 kilograms)
Fuel Capacity: 61,360 pounds (9,024 gallons)
Payload: 35,000 pounds (15,875 kilograms)
Speed: 316 knots indicated air speed at sea level
Range: beyond 4,000 miles (3,478 nautical miles)
Ceiling: 33,000 feet (10,000 meters)
Armament: countermeasures/flares, chaff
Basic Crew: Three officers (pilot, co-pilot, combat system officer) and two enlisted loadmasters
Unit Cost: $66 million (fiscal 2010 replacement cost)
Initial operating capability: 2013.
It is not necessary to maintain a conversation when we are in the presence of God. - O. Hallesby
See more at: prayer-coach.com/2013/12/09/30-free-christian-wallpapers/
Beswicks Solicitors premises on the corner of Bethesda Street and John Street, Hanley, was formerly a Methodist School, originally built in 1819, and then added to a few years later. This sits close to the Bethesda Methodist chapel which featured on the BBC Restoration series, and is grade II listed. This particular building has recently been taken over by The Evening Sentinel local newspaper.
The Basilica of San Lorenzo Maggiore is a Roman Catholic church in Milan, Northern Italy. Located within the city's ring of navigli, it is one of the oldest churches in the city, originally built in Roman times, but subsequently rebuilt several times over the centuries. It is close to the medieval Porta Ticinese and near the Basilicas Park, which includes both the Basilica of San Lorenzo and the Basilica of Sant'Eustorgio, as well as the Roman Colonne di San Lorenzo.
Origins
The basilica was built between the late fourth and early fifth centuries. The exact date is uncertain, as are the name of who commissioned it and the circumstances of its foundation. According to some scholars, but unconfirmed by the archaeology or inscriptions, San Lorenzo was erected to coincide with the "Basilica Portiana", which was built by the "Augustus of the West" (Valentinian I or Valentinian II) to please the Arian Bishop of Milan Auxentius (355–372). If true, San Lorenzo predates the foundation of the four Ambrosian basilicas. Contemporary sources recall that the so-called Basilica Portiana resisted the efforts of St Ambrose to wrest it from the Arians.
A second hypothesis, is that the church was founded some decades later between 390 and 402, and commissioned by Theodosius I or Stilicho. Evidence for this proposition comes from archaeological investigations carried out between 2002 and 2004. Supporters of this view are divided as to the function of the building; for some it is an imperial basilica that would have confirmed the role of Milan as the imperial capital of the West, in rivalry with Rome and Constantinople; for others, it is a mausoleum for the Theodosian dynasty.
What is certain is that at the time of its construction the basilica was the largest, centrally planned building in the West. The dedication of the temple to St. Laurence (San Lorenzo) the martyr has been certified only from 590, when Milan was already controlled by the Lombards.
The Medieval Period and the Renaissance
While Medieval Milan underwent a period of decline, San Lorenzo maintained a leading role in the city's liturgy: as the highest place in Milan it came to represent the Mount of Olives and on Palm Sunday the bishop blessed the palms and led the procession that from there to the now-demolished Basilica of Santa Tecla.
The eleventh and twelfth centuries were marked by numerous disasters: fires, in particular, the terrible "fire of the Stork", that in 1071 devoured the basilica, devastating the internal decorations, and earthquakes, that undermined the stability of the complex, making new restorations necessary between the twelfth and thirteenth centuries. Towards the middle of the eleventh century, the open space behind the basilica, called Vetra, was used as the place of executions: this practice continued until 1840 and was reported, among others, by Alessandro Manzoni in the history of the infamous column. By 1167, with the construction of the medieval walls, the basilica was to be found within the city, at the new Porta Ticinese (Ticinese gate).
Recent and contemporary times
The basilica of San Lorenzo remained throughout the Middle Ages a symbol of the legacy of the Roman Empire in Milan. Subsequently, during the age of the Renaissance, especially after the 1154 destruction of the other Ancient Roman structures by Emperor Barbarossa, the temple was an example of the classical architectural canons admired by humanists, and studied by architects and artists such as Bramante, Leonardo, and Giuliano da Sangallo. Painted references to the church from that era can be identified.
On 5 June 1573, the dome of the basilica suddenly collapsed, fortunately without causing casualties. Construction of a new dome in a more modern style began immediately and was completed in 1619. During the reconstruction, a miracle occurred, one predicted by Archbishop Carlo Borromeo: one year after his death in 1585, a sick woman was cured in front of the icon of the Madonna del Latte, displayed on the Piazza della Vetra. Following this event, donations increased enabling more rapid progress in the reconstruction. In 1626, the Madonna del Latte was transferred to the high altar where it remains to this day.
In the 1830s the Austrian Government began a redevelopment of the Vetra: houses built leaning against the basilica and inhabited by tanners were demolished; the channel of the Vetra was covered over; and executions were abolished. After the bombings of 1944–1945 the houses that had been destroyed were not rebuilt enabling the park of the basilicas to be created, from which there is an excellent view of the complex. In 1934 in place of the demolished houses a sort of a courtyard was formed, with the creation of a public square opposite the basilica.
Art and architecture
The basilica, perhaps to avoid the unstable and marshy ground, was built on an artificial hill not far from the walls, along the Via Ticinensis, the main access route to the city, and not far from the Imperial Palace and the amphitheatre, from which were taken some of the materials used in constructing the temple itself. The complex was surrounded by various waterways, coming together to form the Vettabbia, the canal that takes away the waters of Milan, which still flow towards the agricultural areas to the south of the city.
The building had a central plan approached by a four-sided portico and surrounded by two connected structures. Access to the portico was through a colonnade which in turn gave access to three portals leading to the main body of the building. This consisted of a square hall inscribed as a building with four apses, whose semicircular hollows overhung by semi-cupolas were articulated by four columns. Around this space ran the ambulatory surmounted by a space later used as a women's gallery. Towers rose at the four corners of the square building. The whole was topped by a dome of which we know little, this having been lost. The interior was lit by large windows, and probably decorated with marble in the lower parts and with mosaics in the vaults and arches. Of the two side buildings, the smaller was in the east, opposite the entrance: a chapel in the shape of a Greek cross, later on octagonal, dedicated to St Hippolytus. The larger building was to the south, having the function of the imperial mausoleum: tradition attributing its foundation to Galla Placidia, which is why the sacellum took on the name of the chapel of the Queen.
Between 489 and 511 Bishop Lorenzo had a third structure built to the north, a chapel dedicated to St Sixtus, to be used for the burial of metropolitans. Perhaps in this period, when Roman imperial authority in Italy had diminished, the mausoleum to the south of the basilica was transformed into a chapel dedicated to St Genesius the martyr. By the sixth century, on the east wall, opposite the entrance, two portals were opened giving access to two local apses.
In the tenth century, probably in the Ottonian era, reconstruction took place possibly involving the participation of a Byzantine workforce who had retained knowledge of the classical techniques of construction and decoration. Little is known regarding these restorations, but it is assumed that the cupola (dome) had been reconstructed using pipes made of terracotta, making it lighter than the previous one, perhaps already damaged to the extent of justifying a reconstruction. After the disasters of the eleventh century, the restorations of the twelfth and thirteenth centuries focused on providing stability to the whole complex, rebuilding the pillars that supported the cupola and carrying out other interventions on the load-bearing structures (columns, towers). In this period, a lantern was added above the dome, supported by flying buttresses leaning against the towers. In the fifteenth century, the Chapel of the Citizens was created from the hall of the apse in the southeast, which had already been refashioned in the eleventh century.
After the collapse of 1573, a new cupola was commissioned from the architect, Martino Bassi. His collaboration with Rinaldi, Meda and Trezzi resulted in numerous changes and was only completed in 1619. Archbishop Borromeo had the chapel of St Genesius rededicated to St Aquilino, whose relics were placed in the chapel; to its sides were added two chapels, dedicated to St John the Baptist and the Holy Family. In 1623, at the wish of Archbishop Federico Borromeo there began the construction of the chapter house to the side of the courtyard, a project carried out by the architects Aurelio Trezzi and Francesco Maria Richino; construction was completed in 1626.
In 1713 at the initiative of Francesco Croce, the Chapel of Redemption was inserted between those of St Aquilino and the Holy Family (now a sacristry).
In 1894, the engineer and architect Cesare Nava built a vestibule in front of the church, consisting of three ionic arches in stone-like cement. In 1934 the houses that had sprung up in the courtyard were demolished, and in their place the following year was positioned a bronze statue of Constantine the Great, a copy of an original late antiquity preserved in Rome in San Giovanni in Laterano; the courtyard was opened to form a public square.
Pipe organ
On the face of the women's gallery to the right of the apse is to be found the pipe organ, built by the Milanese organ builder Pietro Bernasconi, re-using materials from the organ constructed in 1840 by Felice Bossi; he in turn had re-used parts from an earlier organ, restored in 1820 by Antonio Brunelli II and probably originally from the church of San Giovanni in Conca.
The instrument, with a fully mechanical transmission, has its console situated at the centre of the organ case, comprising two manuals (keyboards) each of 61 notes (Great Organ, first manual; Second Organ, second manual), with a first extensive chromatic octave and a pedal board of 24 notes. The case, with its three arched façade, presents a display of 29 pipes of the Principal 8' arranged in three groups, one for each of the three arches, with the mitred mouths of the pipes aligned. Following on, the layout of the organ is arranged according to the position of the mechanisms that control the various stops in the columns of the stops either side of the console (at the left of the console the Second Organ; at the right the Great Organ and Pedal).
Column to the left of the console – Second Organ
Tromba dolce 8' Voce tremula 8' Treble Viola I 4' Bass Violin I 4' Treble Viola II 4' Bass Violin II 4' Treble Voce flebile Treble Flute in VIII 4'
Column to the left of the registry – Concert
Bassoon Bass Trumpet Treble Clarion Bass Clarinet Treble Trumpet Bass English horn Treble Contra Oboe Treble Contra Oboe Bass Flute Treble Viola Bass Flute in VIII Bass Flute in VIII Treble Piccolo Treble Open twelfth Treble Principal cornet Treble Vox humana Treble Violine 8' (on the pedals) Kettledrum (on the pedals) Bombarde 16' (on the pedals)
Column to the right of the registry – Full
Principal 16' Bass Principal 16' Treble Principal I 8' Bass Principal I 8' Treble Principal II 8' Bass Principal II 8' Treble Octave 4' Bass Octave 4' Treble Open twelfth 2⅔' Bass Open twelfth 2⅔' Treble Super octave 2' Octave twelfth 1½' Octave fifteenth 1' Mixture I Mixture II Mixture III Bass viols and octave 16'+8' (on the pedals) Bass viols II 16' (on the pedals) Coupler IP Coupler II-I Third hand
Chapel of Saint Aquilino
Other chapels were added to the original edifice. Notable is the octagonal Capella di Sant'Aquilino (chapel of St Aquilino), adjoining the main church to the south. The chapel, which may have originally been built as an imperial Roman mausoleum, features important 4th-century Paleochristian mosaics. Among the mosaics is included a formulaic depiction of Jesus, as "Christ the Lawgiver" ("Traditio Legis" - "handing over the law") or possibly "Christ the teacher". Jesus is seated on a throne, flanked by a "school" of his Apostles, with a scroll box at his feet. The chapel was later dedicated to the martyr Saint Aquilino of Milan (or Saint Aquilinus of Cologne), with his remains being housed in the chapel. A 17th-century reliquary ark for the saint was crafted by Lombardian architect Carlo Garavaglia (fl. 1634–1635). The fresco The Rediscovery of the corpse of Saint Aquilinus of Cologne, by Carlo Urbino, decorates the wall behind the main altar in the Sant'Aquilino chapel.
Chapel of Saint Aquilino
The square facing the basilica features the so-called "Colonne di San Lorenzo" (Columns of St. Lawrence), one of the few remains of the Roman "Mediolanum", dating from the 3rd century AD and probably belonging to the large baths built by the emperor Maximian. They were carried in the current place when the basilica construction was finished.
Chronology of the provosts (parish priests)
The parish priest of San Lorenzo has long held the position of provost. The complete list of provosts is not known; the following names are derived from a list compiled from studies undertaken by the priest A. Baruffaldi, carved in marble and placed in the basilica itself. Among them were two Archbishops and one Pope.
Anselmo da Bovisio (?–1097), who was appointed Archbishop of Milan
Ambrogio (1116–1119)
Belengerio (1137–?)
Guifredo (1146–1152)
Corvo (1158–1176)
Giacomo (1187–1203)
Anizone (1208–1225)
Guglielmo (1228–1251)
Ardizone del Conte (1254–1285)
Filippo del Conte (1285–1312)
Bonifacio Pusterla (1313–1314)
Ardizone del Conte (1321–1338)
Antonio del Conte (1340–1347)
Francesco da S. Zenone (1350–1359)
Francesco da Legnano (1363–1371)
Giovanni da Mandello (1376–1385)
Giovanni di Sommariva (1392–1399)
Martino di Canale (1406–1436)
Enea Silvvio Piccolomini (1436–1440), in 1458 elected Pope as Pius II
Leonardo da Vercelli (1441–1444)
Filippo da Gallarate (1448–1460)
Nicolò da Appiano (1461–1496)
Bernardino Lanterio (1500–1505)
Francesco Cazzaniga (1510–1519)
Giacomo de Spaldis (1522–1525)
Francescco Aaccursio (1528–1545)
Ottoviano Arcimboldo (1546–?)
Giovan Battista della Chiesa (1551–?)
Giovan Aandrea Pionnio (1569–1579)
Giovan Battista Recalcato (1579–1589)
Giulio Cesare Negri (1589–1594)
Massimiliano Pusterla (1594–1607)
Giovan Stefaano Ciami (1607–1608)
Andrea Bassi (1609–1629)
Tullo Piantanida (1629–1630)
Giulio Maschera (1630–1650)
Giovan Ambrogio Torriani (1650–1666)
Orazio Baruverio (1667–1688)
Giovan Antonio Gallo (1688–1717)
Carlo Ambrogio Curioni (1717–1728)
Settimio Lodi (1728–1733)
Pier Antonio Valmaginio (1733–1747)
Carlo Antonio Belvisi (1748–1770)
Antonio Airoldo (1771–1795)
Giovan Battista Aloardi (1795–1819)
Giovanni dell'Oro (1820–1830)
Giovan Battista Redaelli (1830–1854)
Giovan Battista Gadola (1855–1865), formerly Parish priest of Legnano
Achille Achino (1867–1876)
Giovan Battista Thomas (1877–1895)
Luigi Bignami (1896–1905), who was appointed Archbishop of Siracusa
Carlo Rigogliosi (1906–1932)
Giovanni Maria Stoppani (1932–1960)
Anselmo Redaelli (1960–?)
Carlo del Corno (1968–1984)
Angelo Manzoni (1984–1986)
Riccardo Busnelli (1986–1996)
Augusto Casolo (1996–still in office)
The apse area of the ancient basilica is now a park. Previously the area was occupied by a channel or a lake (probably with a port), while later it was used in public executions, one of which is recounted in Alessandro Manzoni's Storia della Colonna Infame.
Milan is a city in Northern Italy, regional capital of Lombardy, and the second-most populous city proper in Italy after Rome. The city proper has a population of about 1.4 million, while its metropolitan city has 3.22 million residents The urban area of Milan is the fourth largest in the EU with 5.27 million inhabitants. According to national sources, the population within the wider Milan metropolitan area (also known as Greater Milan), is estimated between 4.9 million and 7.4 million making it by far the largest metropolitan area in Italy and one of the largest in the EU. Milan is the economic capital of Italy and is a global financial centre. Milan is, together with London, Hamburg, Frankfurt, Munich and Paris, one of the six European economic capitals.
Milan is a leading alpha global city, with strengths in the fields of art, chemicals, commerce, design, education, entertainment, fashion, finance, healthcare, media (communication), services, research and tourism. Its business district hosts Italy's stock exchange (Italian: Borsa Italiana), and the headquarters of national and international banks and companies. In terms of GDP, Milan is the wealthiest city in Italy, has the third-largest economy among EU cities after Paris and Madrid, and is the wealthiest among EU non-capital cities. Milan is viewed along with Turin as the southernmost part of the Blue Banana urban development corridor (also known as the "European Megalopolis"), and one of the Four Motors for Europe. Milan is one of the international tourism destinations, appearing among the forty most visited cities in the world, ranking second in Italy after Rome, fifth in Europe and sixteenth in the world. Milan is a major cultural centre, with museums and art galleries that include some of the most important collections in the world, such as major works by Leonardo da Vinci. It also hosts numerous educational institutions, academies and universities, with 11% of the national total of enrolled students.
Founded around 590 BC under the name Medhelanon by a Celtic tribe belonging to the Insubres group and belonging to the Golasecca culture, it was conquered by the ancient Romans in 222 BC, who latinized the name of the city into Mediolanum. The city's role as a major political centre dates back to the late antiquity, when it served as the capital of the Western Roman Empire. From the 12th century until the 16th century, Milan was one of the largest European cities and a major trade and commercial centre; consequently, it became the capital of the Duchy of Milan, one of the greatest political, artistic and fashion forces in the Renaissance. Having become one of the main centres of the Italian Enlightenment during the early modern period, the city subsequently became the industrial and financial capital of modern Italy. Capital of the Napoleonic Kingdom of Italy, after the Restoration it was among the most active centres of the Risorgimento, until its entry into the unified Kingdom of Italy.
Milan has been recognized as one of the world's four fashion capitals. Many of the most famous luxury fashion brands in the world have their headquarters in the city, including: Armani, Prada, Versace, Moschino, Valentino and Zegna. It also hosts several international events and fairs, including Milan Fashion Week and the Milan Furniture Fair, which are among the world's biggest in terms of revenue, visitors and growth. The city is served by many luxury hotels and is the fifth-most starred in the world by Michelin Guide. It hosted the Universal Exposition in 1906 and 2015. In the field of sports, Milan is home to two of Europe's most successful football teams, AC Milan and Inter Milan, and one of Europe's main basketball teams, Olimpia Milano. Milan will host the Winter Olympic and Paralympic games for the first time in 2026, together with Cortina d'Ampezzo.
Milan, Italy is an ancient city in northern Italy first settled under the name Medhelanon in about 590 BC by a Celtic tribe belonging to the Insubres group and belonging to the Golasecca culture.[1][2] The settlement was conquered by the Romans in 222 BC and renamed it Mediolanum. Diocletian divided the Roman Empire, choosing the eastern half for himself, making Milan the seat of the western half of the empire, from which Maximian ruled, in the late 3rd and early 4th century AD. In 313 AD Emperors Constantine and Licinius issued the Edict of Milan, which officially ended the persecution of Christians. In 774 AD, Milan surrendered to Charlemagne and the Franks.
During the Middle Ages, the city's history was the story of the struggle between two political factions: the Guelphs and the Ghibellines. Finally the Visconti family took power (signoria) in Milan. In 1395 Emperor Wenceslas made Milan a duchy, thus raising the dignity of the city's citizens. In the mid-15th century the Ambrosian Republic was established, taking its name from St. Ambrose, a beloved patron saint of the city. The two rival factions worked together to create the Ambrosian Republic in Milan. However, the republic fell apart in 1450 when Milan was conquered by Francesco Sforza of the House of Sforza, which ushered Milan into becoming one of the leading cities of the Italian Renaissance.
From the late 15th century until the mid 16th century, Milan was involved in The Italian Wars, a series of conflicts, along with most of the city-states of Italy, the Papal States, the Republic of Venice and later most of Western Europe. In 1629 The Great Plague of Milan killed about 60,000 people out of a total population of about 130,000, by 1631 when the plague subsided. This event is considered one of the last great outbreaks of what was a pandemic that ravaged Europe for several centuries, beginning with the Black Death. In 1713-1714 treaties gave sovereignty to Austria over most of Spain's Italian possessions, including Lombardy and its capital, Milan. Napoleon invaded Italy in 1796, and later declared Milan the capital of the Kingdom of Italy. After Napoleon's occupation ended the Congress of Vienna returned Lombardy and Milan to Austrian control in 1815. This is the period when Milan became a center for lyric opera.
The Milanese staged a rebellion against Austrian rule on March 18, 1848. The Kingdom of Sardinia joined the rebels, and a vote was held in Lombardy which voted to unify with Sardinia. The Austrians defeated the Sardinians on 24 July and reasserted their domination over Milan and northern Italy. Just a few years later another insurgency by Italian nationalists succeeded in ousting the Austrians with the help of Sardinia and France in 1859. Following the Battle of Solferino Milan and the rest of Lombardy joined the Kingdom of Sardinia, which soon achieved control of most of Italy. In 1861 the re-unified city-states and kingdoms became the Kingdom of Italy once again.
With the unification of the country, Milan became the dominant commercial center of northern Italy. In 1919 Benito Mussolini rallied the Blackshirts for the first time in Milan, and later they began their March on Rome from Milan. During World War II Milan was extensively damaged by Allied bombings. Upon the surrender of Italy in 1943 German forces occupied northern Italy until the end of the war in 1945. Members of the Italian resistance in Milan took control of the city and executed Mussolini, his mistress, and other leaders of his Fascist government by hanging in Piazzale Loreto, Milan.
Since the end of World War II, Italy experienced an economic boom. From 1951 until 1967 the population of Milan grew from 1.3 million to 1.7 million. The city was reconstructed, but in the late 1960s and early 1970s, the city suffered from a huge wave of street violence, labor strikes and political terrorism during so called Years of Lead. During the 1980s, Milan became one of the world's fashion capitals. The rise of financial services and the service economy during the late 20th century further strengthened Milan’s position as the Italian economic capital. The city’s renewal in the 21st century was marked, among others, by hosting of the World Expo 2015 or big redevelopment projects such as Puorta Nuova or CityLife.
Antiquity
Around 590 BC, a Celtic tribe belonging to the Insubres group and belonging to the Golasecca culture settled the city under the name Medhelanon. According to Titus Livy's comments, the city was founded around 600 B.C. by Belloveso, chief of the Insubres. Legend has it that Belloveso found a mythological animal known as the scrofa semilanuta (in Italian: "half-woollen boar") which became the ancient emblem of the city of Milan (from semi-lanuta or medio-lanum). Several ancient sources (including Sidonius Apollinaris, Datius, and, more recently, Andrea Alciato) have argued that the scrofa semilanuta is connected to the etymology of the ancient name of Milan, "Mediolanum", and this is still occasionally mentioned in modern sources, although this interpretation has long been dismissed by scholars. Nonetheless, wool production became a key industry in this area, as recorded during the early Middle Ages (see below).
Milan was conquered by the Romans in 222 B.C. due to its strategic position on the northern borders of the Empire and was renamed Mediolanum. When Diocletian decided to divide the Empire in half choosing the Eastern half for himself, Milan became the residence of Maximian, ruler of the Western Roman Empire. The construction of the second city walls, roughly four and a half kilometers long and unfurling at today's Foro Bonaparte, date back to his reign. After the abdication of Maximian (in 305 A.D.) on the same day on which Diocletian also abdicated, there were a series of wars of succession, during which there was a succession of three emperors in just a few short years: first Severus, who prepared the expedition against Maxentius, then Maxentius himself in a war against Constantine, and finally Constantine himself, victor of the war against Maxentius. In 313 A.D. the Emperors Constantine and Licinius issued the Edict of Milan (Edict of Constantine), ending the persecutions against Christians.
The beginning of the 5th century was the start of a tortuous period of barbarian invasions for Milan. After the city was besieged by the Visigoths in 402, the imperial residence was moved to Ravenna. An age of decadence began which worsened when Attila, King of the Huns, sacked and devastated the city in 452 A.D.
Middle Ages
In 539, the Ostrogoths conquered and destroyed Milan during the Gothic War against Byzantine Emperor Justinian I. In the summer of 569, a Germanic tribe, the Lombards (from which the name of the Italian region Lombardy derives), conquered Milan, overpowering the small Byzantine army left for its defense. Some Roman structures remained in use in Milan under Lombard rule, but the city was eclipsed by the nearby Lombard capital of Pavia during the next two centuries.
Milan surrendered to Charlemagne and the Franks in 774. The aristocracy and majority of the clergy had taken refuge in Genoa. In 774, when Charlemagne took the title of "King of the Lombards", he established his imperial capital of Aachen in what is today Germany. Before then the Germanic kingdoms had frequently conquered each other, but none had adopted the title of King of another people. The Iron Crown of Lombardy (i.e. referring to Charlemagne's kingdom and not to the Italian region), which was worn by Charlemagne, dates from this period. Milan's domination under the Franks led by Charlemagne did nothing to improve the city's fortune, and the city's impoverishment increased and Milan became a county seat.
The 11th century saw a reaction against the control of the Holy Roman Emperors. The city-state was born, an expression of the new political power of the city and its will to fight against feudal overlords. Milan was no exception. It did not take long, however, for the city states to begin fighting each other to try to limit neighbouring powers. The Milanese destroyed Lodi and continuously warred with Pavia, Cremona and Como, who in turn asked Frederick I Barbarossa for help. In a sally, they captured Empress Beatrice and forced her to ride a donkey backwards out through the city. These acts brought the destruction of much of Milan in 1162. A fire destroyed the storehouses containing the entire food supply: and within just a few days Milan was forced to surrender.
A period of peace followed and Milan prospered as a centre of trade due to its position. As a result of the independence that the Lombard cities gained in the Peace of Constance in 1183, Milan returned to the commune form of local government first established in the 11th century. In 1208 Rambertino Buvalelli served a term as podestà of the city, in 1242 Luca Grimaldi, and in 1282 Luchetto Gattilusio. The position was a dangerous one: in 1252 Milanese heretics assassinated the Church's Inquisitor, later known as Saint Peter Martyr, at a ford in the nearby contado; the killers bribed their way to freedom, and in the ensuing riot the podestà was almost lynched. In 1256 the archbishop and leading nobles were expelled from the city. In 1259 Martino della Torre was elected Capitano del Popolo by members of the guilds; he took the city by force, expelled his enemies, and ruled by dictatorial powers, paving streets, digging canals, and taxing the countryside. He also brought the Milanese treasury to collapse; the use of often reckless mercenary units further angered the population, granting an increasing support for the della Torre's traditional enemies, the Visconti. The most important industries in this period were armaments and wool production, a whole catalogue of activities and trades is given in Bonvesin della Riva's "de Magnalibus Urbis Mediolani".
On 22 July 1262, Ottone Visconti was made archbishop of Milan by Pope Urban IV, against the candidacy of Raimondo della Torre, Bishop of Como. The latter started to publicise allegations that the Visconti had ties to the heretic Cathars and charged them with high treason: the Visconti, who accused the della Torre of the same crimes, were then banned from Milan and their properties confiscated. The ensuing civil war caused more damage to Milan's population and economy, lasting for more than a decade. Ottone Visconti unsuccessfully led a group of exiles against the city in 1263, but after years of escalating violence on all sides, in the Battle of Desio (1277) he won the city for his family. The Visconti succeeded in ousting the della Torre permanently, and proceeded to rule Milan and its possessions until the 15th century.
Much of the prior history of Milan was the tale of the struggle between two political factions: the Guelphs and the Ghibellines. Most of the time the Guelphs were successful in the city of Milan. Eventually, however, the Visconti family were able to seize power (signoria) in Milan, based on their "Ghibelline" friendship with the Holy Roman Emperors. In 1395, one of these emperors, Wenceslaus IV of Bohemia (1378–1400), raised Milan to the dignity of a duchy. Also in 1395, Gian Galeazzo Visconti became Duke of Milan. The Ghibelline Visconti family was to retain power in Milan for a century and a half from the early 14th century until the middle of the 15th century.
In 1447 Filippo Maria Visconti, Duke of Milan, died without a male heir; following the end of the Visconti line, the Ambrosian Republic was enacted. The Ambrosian Republic took its name from St. Ambrose, popular patron saint of the city of Milan. Both the Guelph and the Ghibelline factions worked together to bring about the Ambrosian Republic in Milan. Nonetheless, the Republic collapsed when, in 1450, Milan was conquered by Francesco Sforza, of the House of Sforza, who made Milan one of the leading cities of the Italian Renaissance.
Early modern
The Italian Wars were a series of conflicts from 1494 to 1559 that involved, at various times, most of the city-states of Italy, the Papal States, the Republic of Venice, and later most of the major states of Western Europe. Milan's last independent ruler, Lodovico Sforza, called French king Charles VIII into Italy in the expectation that France might be an ally in inter-Italian wars. The future King of France, Louis of Orléans, took part in the expedition and realised Italy was virtually defenceless. This prompted him to return a few years later in 1500, and claim the Duchy of Milan for himself, his grandmother having been a member of the ruling Visconti family. At that time, Milan was also defended by Swiss mercenaries. After the victory of Louis's successor Francis I over the Swiss at the Battle of Marignan, the duchy was promised to the French king. When the Habsburg Emperor Charles V defeated Francis I at the Battle of Pavia in 1525, northern Italy, including Milan, returned to Francesco II Sforza, passing to Habsburg Spain ten years later on his death and the extinction of the Sforza line.
In 1556, Charles V abdicated in favour of his son Philip II and his brother Ferdinand I. Charles's Italian possessions, including Milan, passed to Philip II and remained with the Spanish line of Habsburgs, while Ferdinand's Austrian line of Habsburgs ruled the Holy Roman Empire.
Great Plague of Milan
The Great Plague of Milan in 1629–31 killed an estimated 60,000 people out of a population of 130,000. This episode is considered one of the last outbreaks of the centuries-long pandemic of plague that began with the Black Death.
War of the Spanish Succession
In 1700 the Spanish line of Habsburgs was extinguished with the death of Charles II. After his death, the War of the Spanish Succession began in 1701 with the occupation of all Spanish possessions by French troops backing the claim of the French Philippe of Anjou to the Spanish throne. In 1706, the French were defeated at the Battle of Turin and were forced to yield northern Italy to the Austrian Habsburgs. In 1713–1714 the Treaties of Utrecht and Rastatt formally confirmed Austrian sovereignty over most of Spain's Italian possessions including Lombardy and its capital, Milan.
Napoleon invaded Italy in 1796, and Milan was declared the capital of the Cisalpine Republic. Later, he declared Milan the capital of the Kingdom of Italy and was crowned in the Duomo. Once Napoleon's occupation ended, the Congress of Vienna returned Lombardy, and Milan, along with Veneto, to Austrian control in 1814. During this period, Milan became a centre of lyric opera. Here in the 1770s Mozart had premiered three operas at the Teatro Regio Ducale. Later La Scala became the reference theatre in the world, with its premières of Bellini, Donizetti, Rossini and Verdi. Verdi himself is interred in the Casa di Riposo per Musicisti, his present to Milan. In the 19th century, other important theatres were La Cannobiana and the Teatro Carcano.
Wars of the 19th century
On 18 March 1848, the Milanese rebelled against Austrian rule, during the so-called "Five Days" (Italian: Le Cinque Giornate), and Field Marshal Radetzky was forced to withdraw from the city temporarily. The Kingdom of Sardinia stepped in to help the insurgents; a plebiscite held in Lombardy decided in favour of unification with Sardinia. However, after defeating the Sardinian forces at Custoza on 24 July, Radetzky was able to reassert Austrian control over Milan and northern Italy. A few years on, however, Italian nationalists again called for the removal of Austria and Italian unification, with riots consuming the city in 1853. In 1859 Sardinia and France formed an alliance and defeated Austria at the Battle of Solferino. Following this battle, Milan and the rest of Lombardy were incorporated into the Kingdom of Sardinia, which soon gained control of most of Italy and in 1861 was rechristened as the Kingdom of Italy.
Early industrialization
The political unification of Italy cemented Milan's commercial dominance over northern Italy. It also led to a flurry of railway construction that had started under Austrian patronage (Venice–Milan; Milan–Monza) that made Milan the rail hub of northern Italy. Thereafter with the opening of the Gotthard (1881) and Simplon (1906) railway tunnels, Milan became the major South European rail focus for business and passenger movements e.g. the Simplon Orient Express. Rapid industrialization and market expansion put Milan at the centre of Italy's leading industrial region, including extensive stone quarries that have led to much of the air pollution we see today in the region. In the 1890s, Milan was shaken by the Bava-Beccaris massacre, a riot related to a high inflation rate. Meanwhile, as Milanese banks dominated Italy's financial sphere, the city became the country's leading financial centre.
Late modern and contemporary
In 1919, Benito Mussolini's Blackshirts rallied for the first time in Piazza San Sepolcro and later began their March on Rome in Milan. During the Second World War Milan suffered extensive damage from Allied bombings.[18] When Italy surrendered in 1943, German forces occupied most of Northern Italy until 1945. As a result, resistance groups formed. As the war came to an end, the American 1st Armored Division advanced on Milan – but before they arrived, the resistance seized control of the city and executed Mussolini along with several members of his government. On 29 April 1945, the corpses of Mussolini, his mistress Clara Petacci and other Fascist leaders were hanged in Piazzale Loreto.
During the post-war economic boom, a large wave of internal migration (especially from rural areas of Southern Italy), moved to Milan. The population grew from 1.3 million in 1951 to 1.7 million in 1967. During this period, Milan was largely reconstructed, with the building of several innovative and modernist skyscrapers, such as the Torre Velasca and the Pirelli Tower. The economic prosperity was however overshadowed in the late 1960s and early 1970s during the so-called Years of Lead, when Milan witnessed an unprecedented wave of street violence, labour strikes and political terrorism. The apex of this period of turmoil occurred on 12 December 1969, when a bomb exploded at the National Agrarian Bank in Piazza Fontana, killing seventeen people and injuring eighty-eight.
In the 1980s, with the international success of Milanese houses (like Armani, Versace, and Dolce & Gabbana), Milan became one of the world's fashion capitals. The city saw also a marked rise in international tourism, notably from America and Japan, while the stock exchange increased its market capitalisation more than five-fold. This period led the mass media to nickname the metropolis "Milano da bere", literally "Milan to drink". However, in the 1990s, Milan was badly affected by Tangentopoli, a political scandal in which many politicians and businessmen were tried for corruption. The city was also affected by a severe financial crisis and a steady decline in textiles, automobile, and steel production.
In the early 21st century, Milan underwent a series of sweeping redevelopments. Its exhibition centre moved to a much larger site in Rho. New business districts such as Porta Nuova and CityLife were constructed. With the decline in manufacturing, the city has sought to develop on its other sources of revenue, including publishing, finance, banking, fashion design, information technology, logistics, transport, and tourism. In addition, the city's decades-long population decline seems to have come to an end in recent years, with signs of recovery as it grew by seven percent since the last census.
Corporal Tyler Bukoski, computer maintainer, 15th Marine Expeditionary Unit, performs a dynamic movement while making his way to the top of the wall at a rock climbing gym in Carlsbad, Calif., June 27, 2014. Bukoski, 22, is from Wanaque, New Jersey.
Photo by Cpl. Emmanuel Ramos.
Video: youtu.be/0iSKryul2fM
A street sweeper maintain cleanliness of major roads amid the COVID-19 pandemic, Muntinlupa City, Philippines. © ILO/Minette Rimando.
This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License. To view a copy of this license, visit creativecommons.org/licenses/by-nc-nd/3.0/igo/deed.en_US.
2007 4-Season Nash Trailer. Meticulously maintained and working well. Call 509.308.5513 for details.
We were a mom and dad and 5 kids and the 7 of us would fit in this trailer to include a ton of ski, snowboard and winter gear. We are selling because 2 of our kids are now on their own and the next 2 are almost on their own so we are looking to downsize.
There is a triple bunk, the kitchen table can sleep two, the couch will sleep one or two and the master bed would sleep two or three.
We use the trailer mainly in the winter and where other folks would have their lines freeze up ours wouldn't. Stays warm in the winter and cool in the summer.
To the best of our knowledge everything works.
Patio Awning, Mud Flaps, Solar Panel Ready, Enclosed Tanks, 30 Amp Service, 3 - Fantastic Fans, Hide-a-Bed, Microwave Oven, Gas Oven, 6 Cubic Ft. Fridge, One Slide, 6 Gallon Water Heater, Outside Shower, Manual Leveling Jacks, Basement Storage, TV Antenna, 15" Tires, Kenwood Stereo with CD Player, Speakers in Ceiling. Air Conditioner, Central Heat, 4-Season All Weather Trailer.
Maintained by the Newport Historical Society in the refurbished 1772 Brick Market, designed by Peter Harrison, the award-winning Museum of Newport History provides an engaging introduction to the area's rich history and the beauty of its architecture, using the finest of decorative arts, artifacts of everyday life, graphics, historic photographs, and audio-visual programs to tell Newport's story. The museum contains brilliant paintings, exquisite colonial silver, the printing press used by James Franklin, the figurehead from the yacht Aloha, marine charts, boat models and much more.
This example of Colonial commercial architecture shows a new awareness of correct correct Classical design and sophistication in its application. Its formal, academic composition includes the Palladian motif of giant Classical orders above an arcaded ground floor.
National Register #66000019 (1966)
U.S. Air Force structural maintainers, assigned to the 169th Maintenance Squadron, stand in front of the F-104 Starfighter aircraft they recently restored. at McEntire Joint National Guard Base, South Carolina, on August 12, 2022. Pictured from left to right, Tech. Sgt. Austin Soltow, Senior Airman Christopher Jones, Senior Airman Chase Szoke, Staff Sgt. Michael Cotton, Senior Master Sgt. Jeffrey Hopper and Tech. Sgt. Michael Fisher (not pictured). (U.S. Air National Guard photo by Airman 1st Class Amy Rangel, 169th Fighter Wing Public Affairs)
Well-maintained neighborhoods make people want to come home, and are essential to healthy communities.
www.jmelectricalservices.com/electricians.php
We provide electrical maintenance within the Bedfordshire area!
Building 2 Twinwoods Business Park,
Thurleigh Road,
Bedford,
Milton Ernest,
Bedfordshire,
MK44 1FD
To maintain navigation rights on Deptford Creek the railway bridge is designed to lift if required. The current structure was only installed in the 60's - but I believe its now fixed. Or at least its probably impractical to raise it nowadays! This is the Greenwich line - the first steam railway in London.
If Network Rail don't do something soon to address the problem of Buddleia growing out of brickwork then they eventually wont have much brickwork left...
Designer: Berthon
Builder: Berthon Boat Co.
Year: 1936
Location Scotland
Length on deck: 47'
Beam: 12'
Draft: 7'
Tonnage(TM): 24TM
£79,000
One of the largest Gauntlets built by the Berthon Boat Co. she is typical of the design with an elegant sheer and canoe stern. Commissioned by the chairman of Coutts bank, she was built in 1936 to Lloyds 100A1 and maintained in class until 1984.
She was in the same family ownership for the first 40 years of her life after which she was sold to a Swiss family who took her to the Caribbean for charter work. On the way home she was dismasted and consequently sold by Wooden Ships to the present owner in 1991. Then started a 16 year refit in Scotland where the boat was checked from top to bottom, a new rig fitted, interior refurbished and all new systems and electrics fitted.
The rig was re-designed during the refit and her old Bermudan cutter rig was replaced with a cutter headed yawl rig. This enabled the overall sail area to be increased while decreasing the size of the mizzen and making her generally a lot easier to handle. There are no longer running backstays because of the use of jumper struts, the jib is on a roller reefing system and the staysail is boomed making her very simple and easy to sail. The owner has reported she will sail upwind with just a mizzen and staysail, and in over a Force 5 she will tack upwind comfortably with a staysail and reefed main.
A very impressive and eye catching yacht, full of character and pedigree with much of her original interior and fittings. Now in lovely condition after a thorough 16 year refit she is an unusual and very special yacht.
24 ton Berthon Gauntlet
Very sensibly priced considering the quality of this superb yacht. This is not because of problems with the condition of the boat but simply because the elderly owner wishes to move her on.
Length on Deck 47′
Length Overall 52’6″
Beam 12′
Draft 7′
Thames Tonnage 24TM
Sail Area 1230sqft
Construction
Planked in Teak, varnished since her launch. All copper fastened to heavy sawn Oak frames with a single intermediate steamed Rock Elm timber.
Oak stern and stem post with an Elm keel. Wrought iron floors on each sawn frame.
External lead ballast keel of 8 tons held with bronze keel bolts. Keel and bolts removed during refit and found to be in excellent condition.
Solid yacht laid teak deck, caulked and payed with Sikaflex. Deck hatches, skylights and coamings in varnished teak. High varnished teak toe rail all round with stainless stanchions and guard rails.
Self draining cockpit with scrubbed teak thwarts and varnished teak coamings. Wheel steering on cables to the quadrant.
Rig
Bermudan ketch rig on new keel stepped Sailspar alloy masts. Slab reefing varnished wooden booms.
Heavy stainless steel standing rigging to internal stainless chain plates. Jumper struts on the main eliminate the need for running backstays.
Cutter headed with a bowsprit. The jib is on a Profurl roller reefing system and the boomed staysail is hanked onto the inner forestay.
Primary and secondary sheet winches in the cockpit with halyard and reefing winches on each mast.
All new running rigging, mostly Ash blocks used.
Mainsail, yankee jib and staysail from 2007, mizzen and spinnaker are older.
Machinery
Perkins 4236 78hp 4cyl diesel installed new in 1977. Removed and professionally rebuilt in recent refit.
Manual gearbox to a fixed 3 blade bronze propeller.
New engine mounts, wiring loom, fuel system and fuel tank, exhaust system and seacocks.
Completely re-wired in recent refit. 3 x 12 volt 100ah batteries for engine starting and domestics.
500l of water in 2 stainless tanks under the cabin sole.
270l steel fuel tank in the engine room.
New stainless fuel tank.
Accommodation
The interior is largely original with plenty of period joinery and fittings. Mostly oiled or painted Oak panelling with Teak sole boards.
8 berths in total, with 3 twin cabins and 2 settee berths in the saloon.
Companionway steps down into the boat with the heads to starboard and chart desk to port.
Heads has a Baby Blake sea toilet which discharges directly overboard and an original hand basin with hot and cold pressurised water.
Chart desk is new with stowage below and all necessary equipment above.
Port side door going aft into the aft owners cabin with a single berth either side and a porcelain hand basin. Door from this cabin going aft into the engine room.
Going forward from the companionway through a port side door into the main saloon with stunning original panelled joinery. A settee berth either side with a central varnished Oak dropleaf table. Dickenson Newport diesel cabin heater in forward stbd corner.
Going forward from the saloon, port side door into the guest cabin with 2 single berths and a hand basin. Starboard side door into the galley.
Galley has a Force 10 3 burner gas stove with oven and grill. Twin stainless sinks with pressurised hot and cold water. Skylight above for light and ventilation. Plenty of storage space above and below the galley.
Forward through the galley into the forward cabin with two single berths and a fore hatch above.
9. Maintain control of your forces at all times.
Building and maintaining crew cohesion promotes trust among crew members and leadership. This Standard Firefighting Order demonstrates a crew following direction from their supervisor to avoid hazards, including the approaching airtanker.
Lagan Group Projects M8 Motorway Maintainence Gritting Lorries at the Fermoy Depot. One of 2 Scania P270 6x2 Gritters that cover the M8 Toll Motorway (Watergrasshill to Fermoy by-pass). Both trucks can be fitted with snow ploughs (which are on site in the depot, and judging by the current weather, it looks as if they will be needed).
Demolition permit approved. The bridge was not maintained after the line to Koroit and Port Fairy closed in the 1970's. Heritage Victoria have approved its demolition.
Location
OVER MERRI RIVER, DENNINGTON, WARRNAMBOOL CITY
Victorian Heritage Register (VHR) Number
H0151
Level of Significance
Registered
Extent of Registration
1. The bridge structure marked B1 on Diagram 0151 held by the Executive Director
2. All the land marked L1on Diagram 0151 held by the Executive Director including 5 metres on the upstream and downstream sides of the bridge and 10 metres at either end of the bridge.
Statement of Significance
What is significant?
Dennington Railway Bridge is a long single-track railway bridge of timber-beam on timber piers construction built in 1890 as an important component of the Warrnambool-Koroit section of the Terang-Port Fairy Railway. The bridge spans the Merri River immediately west of Dennington township in an area of open treeless farmland making the long low bridge visible from a considerable distance.
Completion of the Warrnambool-Port Fairy sections of the railway allowed the rapid transport of fresh fish and crayfish from the coast and potatoes and onions from the Koroit area via the Dennington Bridge to the metropolitan markets of Melbourne and Geelong. The section of railway line between Warrnambool and Koroit for which the Dennington Railway Bridge was created, was also a key link-section providing access to a wide-ranging network of western Victorian railways linked up through major railway-junction points at Koroit, Hamilton, Horsham and Ararat. From the 1890s the railways were able to provide more efficient transport than road haulage to coastal steamers and competition to the shipping of Warrnambool, Belfast and Portland, that had previously provided the far Western District's main freight links with Melbourne and the wider world. The section of rail line from Warrnambool to Port Fairy that includes the Dennington Railway Bridge closed in 1977.
Dennington Railway Bridge was constructed to a standard 15 feet (4.6 metres) span length and comprises forty-one spans, giving a total deck length of 188 metres. It was originally constructed to the in the Victorian Railways standard design of 1877 with two piles per pier, braced with stay-piles. The bridge was subsequently converted to its present four piles per pier through the addition of a longer cross head and two outer raked piers as part of a state-wide upgrade of railway bridges following the introduction of heavier and faster trains after 1900. In most bridges this upgrade resulted in the removal of stay piles however at Dennington the main stream section of the bridge retains an extensive and intact system of stay-piles on both the up and down stream sides of each four pile pier, thought to be the largest remaining set of stay piles in Victoria.
How is it significant?
Dennington Railway Bridge is of historic and scientific (engineering) significance to the State of Victoria.
Why is it significant?
Dennington Bridge is of historic significance as a key component of the Terang-Port Fairy Railway, the final stage of east-west rail service connecting Geelong to Warrnambool and Port Fairy which, when completed in 1890, for the first time enabled the rapid and efficient transport of the agricultural and fishing produce from the far Western Districts to the metropolitan markets of Geelong and Melbourne.
Dennington Bridge is of scientific (engineering) significance to the state of Victoria in being the most intact surviving example of a large timber-beam rail bridge with an extensive system of stay-piles on either side of its main river-channel section. Dennington Railway Bridge with its deck length of 188 metres is also of significance as the fourth-longest surviving rail bridge built to the standard Victorian Railways fifteen-feet (4.6 metre) timber-beam-span design, developed in the 1870s. A small number of surviving early long timber railway bridges of this design include the bridge over the Wannon River on the Branxholme - Casterton line (1884, 293 metres); the Yarra Glen viaduct on the Lilydale Healesville line (1880s, 260 metres) and the Latrobe River overflow bridge on the Traralgon - Stratford line (1877, 242 metres).
The Dennington Bridge is of aesthetic significance at a local level for the contribution of the long low timber bridge to the rolling farmland landscape of the Western District.
Maintained sanity by having like three full meals with the crew before 3 PM.
And kept it handsome of course.
Iceland takes great pride in their purebred horses, maintaining strict laws against importing horses from off the island. After photographing them and riding them, I can say I also developed quite an affection for these unique equines. For one thing, they seem so gentle and friendly to humans. For another, they are the easiest horse to ride, maintaining a gait that is guaranteed to keep any city slicker riding them in comfort. After a couple hour ride on one near Lake Myvatn, I walked away with no sign of saddle sore. That's not been the case in horses I've ridden in the USA. Alas, one sad note about the Icelandic diet -- you'll still find horse on a few restaurant menus, as well as the occasional puffin and whale meat. Hopefully, those practices will fade out in the near future.
This was much more attractive when I first photographed in 2016 and when I photographed it last year it did not look great but at least it was still a water feature. I do appreciate that because of the current heatwave there may be a shortage of water but I suspect that it is not being maintained.
One thing that I have noticed in Ireland is that water features are never properly maintained and eventually they become non-water features.
In 1999, artist Tina O’Connell was commissioned to re-create a fountain on the same site as where there had been a Victorian style tiered fountain which had fallen into disrepair. Thus Tina's contemporary sculpture is also a fully functioning fountain. After an extended period of research into the materials and of development 'In-Visible' was finally sited and fully installed in 2002.
‘In-Visible’ (2001) is a contemporary sculpture incorporating a water feature. Inspired by the connection between Waterford City and the world famous Waterford Glass industry, O'Connell's work consists of a very large transparent acrylic sphere (2 metres in diameter), over which clear running water continuously flows, and which is positioned on a large, circular platform made from black Kilkenny marble [must have been removed]. The work has been referred to locally as the ‘Orb Fountain’.
Stroud depot would maintain vehicles other than their own. The LH belonging to local football team Shortwood United AFC sits on one of the pits next to Stroud's own FLF. This former Bristol Omnibus decker (7246?) was converted to a Carol Bus. A downstairs located generator would power dozens of different coloured lights and a sound sysyem that played carols or even the singing of a choir seated upstairs.
The bus would tour the area with collectors raising money for local charities. This bus is now restored and in preservation.
To maintain adequate clearances and you cannot raise the height of the bridge, then lower the track, as evidenced at Blake Street on the Cross City Line North. The Hillhook Road bridge is constructed of sturdy iron and brick and the only solution to the problem of threading the overhead wires beneath it when the line was electrified, and maintain sufficient clearance was to lower the track. A telephoto lens perhaps unduly emphasises the dip in the track, but the result was effective. London Midland Class 323 No. 323203 runs into the 'dip' as it approaches Blake Street with 2L24 0943 Longbridge-Lichfield City on 21st April 2015.
Able Seaman Clearance DiverJoshua Cummins from Australian Clearance Diving Team Four maintains a vigiland watch during beach insertion training during workups.
Mid Caption:
Clearance Divers conduct training for operational duties.
Navy Clearance Divers employed in the Maritime Tactical Operations (MTO) element are required to provide Shallow Water Mine Counter Measures (VSWMCM) detection and disposal. This involves reconnaissance of the seabed and areas to the back of the beach.
Clearance Divers in the MTO element are trained in subsurface insertion and extraction, with the ability to use small arms and tactics when required. They work in small teams and are versatile in how and where they can be employed at short notice. This includes counter Improvised Explosive Devices (IED) through to counter-piracy boarding operations.
High levels of mental and physical toughness are intrinsic qualities of a Clearance Diver, as is team work.
2007 4-Season Nash Trailer. Meticulously maintained and working well. Call 509.308.5513 for details.
We were a mom and dad and 5 kids and the 7 of us would fit in this trailer to include a ton of ski, snowboard and winter gear. We are selling because 2 of our kids are now on their own and the next 2 are almost on their own so we are looking to downsize.
There is a triple bunk, the kitchen table can sleep two, the couch will sleep one or two and the master bed would sleep two or three.
We use the trailer mainly in the winter and where other folks would have their lines freeze up ours wouldn't. Stays warm in the winter and cool in the summer.
To the best of our knowledge everything works.
Patio Awning, Mud Flaps, Solar Panel Ready, Enclosed Tanks, 30 Amp Service, 3 - Fantastic Fans, Hide-a-Bed, Microwave Oven, Gas Oven, 6 Cubic Ft. Fridge, One Slide, 6 Gallon Water Heater, Outside Shower, Manual Leveling Jacks, Basement Storage, TV Antenna, 15" Tires, Kenwood Stereo with CD Player, Speakers in Ceiling. Air Conditioner, Central Heat, 4-Season All Weather Trailer.
Benefits of AirField in a green roofing system include:
AirDrain creates and helps maintain a constant Gmax for artificial turf (See below)
Thickness and resin consistency of AirDrain provides uniform shock absorbency
Shock absorption reduces the strain on joints and ligaments
AirDrain is only limited by the drainage capacity of the profile above it
Installation time measured in days instead of weeks
AirDrain can be reused when the artificial turf must be replaced
Water harvesting reclamation and reuse
Helps qualify for LEED and other green building credits
A smaller carbon and development footprint with reduced site disturbance
100% vertical drainage under the entire field surface
Minimizes water related injuries / Less infill migration due to superior drainage
AirDrain is a 100% recycled product
Less infill migration due to superior drainage
GMAX Information Existing Conditions for Testing
Turf - 2 1/2” Slit Film, in filled with 50% Green Rubber Infill and 50% Silica Sand.
The drainage/shock pad and turf underlying substrate consists of a concrete deck/rooftop, coated with a waterproof membrane and 10 ounce 100% recycled polyester geo-textile filter fabric.
The Standard Test Method for Shock-Absorbing Properties of Playing Surface Systems and Materials (ASTM F1936-98 American Football Field) testing locations and procedure were preformed. The tests were performed using a Triax 2000 A-1 Missile, tripod mounted Gmax registration unit(www.triax2000.com). This report presents background information on the test procedures, existing conditions, test results and observations in football, baseball, softball, soccer, lacrosse, and field hockey artificial sports fields.
The environmental impact of a green roof is undenyable, and adds significantly to the LEED Point system designed by the USGC in all five major areas: sustainable site development, water savings, energy efficiency, materials selection, and indoor environmental quality. Green roofing replaces the green space displaced by a building, prevents excess stormwater drainage, reduces the temperature of a building and the urban heat island effect, protects and extends the useful life of a roof, and reduce energy demands. What's more, a green roof incorporating AirDrain means your design includes renewable, recycled, and locally obtained materials. We know you have a choice in designing a green roof, and we hope you consider the many benefits of AirDrain.
A typical AirDrain green roof installation design
Tower Bridge, the iconic bascule bridge over the River Thames, gets its name from the nearby Tower of London. Today it is owned and maintained by Bridge House Estates, a charitable trust overseen by the Corporation of London.
In the second half of the 19th century, increased commercial development in the East End necessitated a new river crossing downstream of London Bridge. A traditional fixed bridge couldn't be without cuting off access to the port facilities in the Pool of London. A tunnel beneath the Thames, the Tower Subway, was opened in 1870, but only accommodated pedestrian traffic. In 1876, A Special Bridge or Subway Committee was formed to oversee public design competition that attracted over 50 submissions, including one from civil engineer Sir Joseph Bazalgette. It was not until 1884 that a design submitted by Horace Jones, the City Architect, was approved.
Jones' design was for a bascule bridge, 800 feet (244 m) in length, with two towers each 213 feet (65 m) high, built on piers. The central span of 200 feet (61 m) between the towers is split into two equal bascules or leaves, which can be raised to an angle of 83 degrees to allow river traffic to pass. Although each bascule weighs over 1,000 tons, they are counterbalanced to allow raising in one minute. The original hydraulic raising mechanism was powered by pressurized water stored in six accumulators. Water was pumped into the accumulators by steam engines. Today the original hydraulic machinery still opens the bridge, but it has been converted to oil and electric motors have replaced the steam engines.
Construction of the bridge started in 1886 and took 8 years, employing 5 major contractors and 432 construction workers. Two massive piers, containing over 70,000 tons of concrete, were sunk into the river bed to support construction. Over 11,000 tons of steel provided the framework for the towers and walkways. This was then clad in Cornish granite and Portland stone, both to protect the underlying steelwork and to give the bridge a pleasing appearance. Jones died in 1887, and his chief engineer, Sir John Wolfe-Barry, took over the project. Wolfe-Berry replaced Jones' original mediaeval style facade with the distinctive landmark, ornate Victorian gothic style.
The bridge was opened on June 30, 1894 by the Prince of Wales, the future King Edward VII, and his wife, Alexandra of Denmark, effectively replacing the Tower Subway, 400 m to the west, the world's first underground tube railway. It closed a few years later.
The high-level walkways between the towers became a haunt for prostitutes and pick-pockets, and were closed in 1910. They were reopened as part of the Tower Bridge Experience, an exhibition mostly housed in the bridge's twin towers. The Experience also affords access to the original steam engines, housed in a building close on the south end.
Although river traffic is now a fraction of what it used to be, it still takes priority over road traffic. This nearly caused a diplomatic incident in 1996, when the motorcade of United States President Bill Clinton got stuck on Tower Bridge while the bascules were unexpectedly opened.
In 1953, the US Army issued a requirement for a general purpose helicopter that would be relatively simple to operate and maintain. Bell responded with its Model 204, which used a turboshaft powerplant rather than a piston engine, making it faster and more efficient. The Army liked the design and ordered it into production as the HU-1A in 1960, though this was quickly superseded by the HU-1B, with an extended fuselage that allowed for seven troops to be carried. The HU-1A designation was often read as "Huey," and the name stuck far more than its official one, even after the official designation switched to UH-1 after 1962.
The Huey would first see combat in Vietnam, and it became the symbol of that war: just the sound of the UH-1, which is distinctive, echoes that war. The UH-1 was central to the US Army's airmobile concept, which involved moving troops rapidly from point to point in Vietnam, in an attempt to catch North Vietnamese and Viet Cong troops. It was somewhat successful, in that American forces could concentrate quickly, move fast, and avoid ambushes along the way. The Huey was vulnerable as it approached the landing zone, and hundreds were shot down: the most dangerous job in the Vietnam War was arguably that of a Huey crewman. Weapons limited only by the crews' imagination were soon added to UH-1s. Vietnam-era slang reflected the Huey's job: a "slick" was a troop-carrying UH-1 with only door guns, while a "hog" was a gunship carrying rockets and heavier guns. Though vulnerable to ground fire and loud, the Huey turned in a superlative performance in Vietnam.
Over 16,000 UH-1s would be produced, and many are still in service, having seen action in every war since Vietnam, worldwide. It is only rivaled by the Russian Mi-8/17 Hip in use.
This is 65-7925, delivered to the USAF as a UH-1F for search and rescue duties, and was assigned to the 43rd Bomb Wing at Little Rock AFB, Arkansas. With the mounting need for Hueys in Vietnam, it was transferred to first the 606th Air Commando Squadron and then the 20th Special Operations Squadron at Nakhon Phanom, Thailand. With the 20th, it served as a "Green Hornet," flying clandestine missions into Laos and both Vietnams, usually with US Army Special Forces teams aboard, and was converted to a UH-1P gunship. In 1970, with American involvement winding down, 65-7925 returned to the US and served as a search and rescue trainer with the 605th Tactical Training Wing at Luke AFB, Arizona. A long career finally ended in 1987, and it was donated to the Museum of Aviation at Robins AFB, Georgia in 1992.
Today, 65-7925 is on display at the museum's Vietnam Wing, as a diorama depicting the crew doing some quick maintenance at a forward firebase. At the front of the helicopter, two US Army Special Forces--Green Berets--talk to the pilot about an upcoming mission. It's a nice display, and unlike most of the Vietnam Wing, well lit.
A Badly Maintained House with a Badly Maintained Garden on the Chesterfield Canal between Kiverton Park and Thorpe Salvin, Rotherham, South Yorkshire.
The garden area was huge, with about 30 rusty old vans, tractors, diggers etc. that look to be from the 1960s in various states of decay, as well as every other type of rubbish you could imagine. I'd quite like to go and explore all this - looks like some interesting stuff there, and maybe even a good wildlife habitat, but I'm sure there's a lot of health and safety hazards.
Today Wednesday 29th August 2018 I visited Drum Castle a 30 minute drive from my home in Aberdeen, the weather was warm with bright sunshine, I explored the castle , its grounds and its well maintained walled garden, I can highly recommend to anyone thinking of visiting this magnificent site of Scottish History that you will have a most enjoyable experience.
The site is managed by the National Trust For Scotland, a large car park is adjacent to the castle with a cafe within the grounds providing refreshments etc .
Drum Castle is a castle near Drumoak in Aberdeenshire, Scotland. For centuries it was the seat of the chief of Clan Irvine.
The place-name Drum is derived from Gaelic druim, 'ridge'.
The original 13th-century tower of Drum Castle has been suggested as the work of medieval architect Richard Cementarius, who built the Bridge of Don in Old Aberdeen.
It is believed to be one of the three oldest tower houses in Scotland (and notably unaltered). A large wing was added in 1619 by the 9th laird, and further alterations were made during the Victorian era.
The castle and its grounds were granted to William de Irwyn in 1325 by Robert the Bruce, and remained in the possession of Clan Irvine until 1975. William de Irwyn (of the Irvings of Bonshaw clan) was armour bearer/secretary (and neighbour) to King Robert the Bruce.
Drum played a role in the Covenanting Rebellion (as did nearby Muchalls Castle) leading to its being attacked and sacked three times.
Chieftain's Banner
The castle is surrounded by late 18th-century gardens, including a rose garden and arboretum containing trees from all regions of the 18th century British Empire.
In the 19th century it was the home of Alexander Forbes Irvine of Drum FRSE (1818-1892).
He was responsible for restoring the chapel.
Today, the castle is owned by the National Trust for Scotland and is open during the summer months. The chapel, dining hall and estate may be hired for weddings and corporate functions.
A variety of local events such as classic car rallies and musical fetes also occur here. There is also a small shop and tearoom within the castle.
Area ancient history
Prehistoric habitation of the local area is known through archaeological sites such as Balbridie.
Roman legions marched from Raedykes to nearby Normandykes as they sought higher ground evading the bogs of Red Moss and other low-lying mosses associated with the Burn of Muchalls.
That march used the Elsick Mounth, one of the ancient trackways crossing the Grampian Mountains; the situation of the Elsick Mounth terminating at a ford to the River Dee is thought to have been instrumental in the strategic siting of Drum Castle as a point to monitor traffic on the Elsick Mounth lying west of Netherley.
Drumoak (/drəˈmoʊk/, Scottish Gaelic: Druim M'Aodhaig, lit. the ridge of St Aodhag) is a village situated between Peterculter and Banchory in North Deeside, Aberdeenshire, Scotland.
Drumoak is proximate to the River Dee, with Park Bridge, named for the local Park Estate, being a local crossing; Park Estate] was formerly owned by the railway engineer Sir Robert Williams;
Sir Robert is interred at Drumoak.
There is a church, small shop, bowling green and the Irvine Arms restaurant (aptly named after the family that owned the 13th century Drum Castle). Drum Castle is run by the
National Trust for Scotland and is open to visitors. Relics and portraits of the Irvine family are kept here, and it was conferred by Robert the Bruce onto William de Irvine.
There are a number of housing developments progressing; a small primary school with about 100 pupils serves Drumoak. The Dee River gravels also attract gravel extraction on both sides of the river.
Drumoak Manse in 1638 was the birthplace of James Gregory,discoverer of diffraction gratings a year after Newton's prism experiments, and inventor of the Gregorian telescope design in 1663.
The design is still used today in telescopes such as the Arecibo Radio Telescope upgraded to a Gregorian design in 1997 giving Arecibo a flexibility it had not previously possessed. His older brother David was also born there in 1620.
Between Drumoak and Peterculter is the site of a Roman encampment Normandykes.
The Yakovlev Yak-3 (Russian: Яковлев Як-3) was a single-engine, single-seat World War II Soviet fighter. Robust and easy to maintain, it was much liked by both pilots and ground crew. One of the smallest and lightest combat fighters fielded by any combatant during the war, its high power-to-weight ratio gave it excellent performance and it proved to be a formidable dogfighter.
The origins of the Yak-3 went back to 1941 when the I-30 prototype was offered along with the I-26 (Yak-1) as an alternative design. The I-30, powered by a Klimov M-105P engine, was of all-metal construction, using a wing with dihedral on the outer panels. Like the early Yak-1, it had a 20 mm (0.79 in) ShVAK cannon firing through the hollow-driveshaft nose spinner as a motornaya pushka (моторная пушка - Literally: 'Motor Cannon'), twin 7.62 mm (0.300 in) synchronized ShKAS machine guns in cowling mounts and a ShVAK cannon in each wing.
During the Battle of Stalingrad, Luftwaffe fighters exhibited significant speed, climb rate, and armament advantages over those of the VVS. The Yak-1 then in service was understood to be in urgent need of a modernization were it to fight on equal footing against the latest models of German fighters, as well as better energy retention and higher firepower.
Then, in 1943, a group of designers headed by Alexander Sergeyevich Yakovlev designed the Yak-3, a further development of the proven Yak-1 aimed at improving survivability, flight characteristics and firepower, which required a lower weight, a higher-power engine and therefore, faster speed.
The first of two prototypes had a slatted wing to improve handling and short-field performance while the second prototype had a wooden wing without slats in order to simplify production and save aluminium. The second prototype crashed during flight tests and was written off. Although there were plans to put the Yak-3 into production, the scarcity of aviation aluminium and the pressure of the Nazi invasion led to work on the first Yak-3 being abandoned in late 1941.
In between 1942 and 1943, Yakovlev built the Yak-1M, a prototype that would ultimately lead to the Yak-3, coupled with the VK-105PF2, the latest iteration of the VK-105 engine family, where "P" indicated support for a motornaya pushka - an autocannon that fires between the engine banks, through the hollow propeller shaft - mounting. It incorporated a wing of similar design but with smaller surface area (17.15 to 14.85 m2 (184.6 to 159.8 sq ft)), and had further aerodynamic refinements, like the new placement of the oil radiator, from the chin to the wing roots (one of the visual differences with the Yak-1, -7, -9). A second Yak-1M (originally meant as a "backup") prototype was constructed later that year, differing from the first aircraft in that it had plywood instead of fabric covering of the rear fuselage, mastless radio antenna, reflector gunsight and improved armour and engine cooling.
After the VK-105PF2 engine received a boost from a manifold pressure of 1050 mmHg to 1100 mmHg, additional tests were needed to determine how it impacted the flight characteristics of the Yak-3. State trials revealed that this boost reduced the time needed to reach 5,000 m (16,000 ft) by 0.1 seconds, the takeoff run by 15 m (49 ft), altitude gain in a combat loop by 50 m (160 ft), and speed below 2,400 m (7,900 ft) by 5–6 km/h (3–4 mph).
The chief test pilot for the project Petr Mikhailovich Stefanovskiy was so impressed with the new aircraft that he recommended that it should completely replace the Yak-1 and Yak-7 with only the Yak-9 retained in production for further work with the Klimov VK-107 engine. The new fighter, designated the Yak-3, entered service in 1944, later than the Yak-9 despite the lower designation number, and by mid-1946 4,848 had been built.
The designation Yak-3 was also used for other Yakovlev projects – a proposed but never built, heavy twin-engine fighter and the Yakovlev Yak-7A.
The first 197 Yak-3 were lightly armed with a single motornaya pushka-mount 20 mm (0.79 in) ShVAK cannon and one 12.7 mm (0.50 in) UBS synchronized machine gun, with subsequent aircraft receiving a second UBS for a weight of fire of 2.72 kg (6.0 lb) per second using high-explosive ammunition. All armament was installed close to the axis of the aircraft with a cannon mounted in the engine "vee" firing through the propeller boss, synchronised machine guns in the fuselage, helping accuracy and leaving wings unloaded.
Lighter and smaller than the Yak-9 but powered by the same engine, the Yak-3 was a forgiving, easy-to-handle aircraft loved by both novice and experienced pilots. It was robust, easy to maintain and a highly successful dog-fighter. It was used mostly as a tactical fighter, flying low over battlefields and engaging in dogfights below 4,000 m (13,000 ft).
The new aircraft began to reach frontline units during summer 1944. Yak-3 service tests were conducted by 91st IAP of the 2nd Air Army, commanded by Lt Colonel Kovalyov, in June–July 1944. The regiment had the task of gaining air superiority. During 431 sorties, 20 Luftwaffe fighters and three Junkers Ju 87s were shot down while Soviet losses amounted to two Yak-3s shot down. A large dogfight developed on 16 June 1944, when 18 Yak-3s clashed with 24 German aircraft. Soviet Yak-3 fighters shot down 15 German aircraft for the loss of one Yak destroyed and one damaged. The following day, Luftwaffe activity over that section of the front had virtually ceased. On 17 July 1944, eight Yaks attacked a formation of 60 German aircraft, including escorting fighters. In the ensuing dogfight, the Luftwaffe lost three Ju 87s and four Bf 109Gs, for no loss. The Luftwaffe issued an order to "avoid combat below five thousand metres with Yakovlev fighters lacking an oil cooler intake beneath the nose!" Luftwaffe fighters in combat with the Yak-3 tried to use surprise tactics, attacking from above.
Unresolved wartime problems with the Yak-3 included plywood surfaces delaminating when the aircraft pulled out of a high-speed dive, short-range and poor engine reliability. The pneumatic system for actuating landing gear, flaps and brakes, typical for all Yakovlev fighters of the time, was troublesome. Though less reliable than hydraulic or electrical alternatives, the pneumatic system was preferred owing to the weight saving.
In 1944, the Normandie-Niemen Group re-equipped with the Yak-3, scoring the last 99 of their 273 air victories against the Luftwaffe.
Total Yak-3 losses in combat were 210, 60 in 1944 and 150 in 1945.
Yak-3
main production version
Yak-3 (VK-107A)
Klimov VK-107A engine with 1,230 kW (1,649 hp) and 2 × 20 mm (0.79 in) Berezin B-20 cannons with 120 rpg. After several mixed-construction prototypes, 48 all-metal production aircraft were built in 1945–1946 during and after WW2. Despite excellent performance (720 km/h (450 mph) at 5,750 m (18,860 ft)), it saw only limited squadron service with the 897th IAP. Though the problems with the VK-107 overheating were eventually mitigated, it was decided to leave the engine for the better-suited Yak-9.
Yak-3 (VK-108)
Yak-3 (VK-107A) modified with VK-108 engine with 1,380 kW (1,851 hp), and armed a single 23 mm (0.91 in) Nudelman-Suranov NS-23 cannon with 60 rounds of ammunition. The aircraft reached 745 km/h (463 mph) at 6,290 m (20,636 ft) in testing but suffered from significant engine overheating. Another Yak-3 with 2 × 20 mm (0.79 in) Berezin B-20 cannons was also fitted with the engine with similar results.
Yak-3K
Armed with a 45 mm (1.8 in) Nudelman-Suranov NS-45 cannon, only a few built because Yak-9K was a better match for the weapon
Yak-3P
Production started after war[11] armed with 3 × 20 mm (0.79 in) Berezin B-20 cannon with 120 rounds for the middle cannon and 130 rpg for the side weapons. A total of 596 being built, none of them took part in combat.[12] The three-cannon armament with full ammunition load was actually 11 kg (24 lb) lighter than that of a standard Yak-3, and the one-second burst mass of 3.52 kg (7.8 lb) was greater than that of most contemporary fighters.
Yak-3PD
high-altitude interceptor with Klimov VK-105PD engine and a single 23 mm (0.91 in) Nudelman-Suranov NS-23 cannon with 60 rounds of ammunition, reached 13,300 m (43,635 ft) in testing but did not enter production due to unreliability of the engine.
Yak-3RD (Yak-3D)
experimental aircraft with an auxiliary Glushko RD-1 liquid-fuel rocket engine with 2.9 kN (650 lbf) of thrust in the modified tail, armed with a single 23 mm (0.91 in) Nudelman-Suranov NS-23 cannon with 60 rounds of ammunition. On 11 May 1945, the aircraft reached 782 km/h (486 mph) at 7,800 m (25,600 ft). During the 16 August test flight, the aircraft crashed for unknown reasons, killing the test pilot V.L. Rastorguev. Like all mixed powerplant aircraft of the time, the project was abandoned in favor of turbojet engines.
Yak-3T
tank destroyer version armed with 1 × 37 mm (1.5 in) Nudelman N-37 cannon with 25 rounds and 2 × 20 mm (0.79 in) Berezin B-20S cannons with 100 rpg. Cockpit was moved 0.4 m (16 in) back to compensate for the heavier nose. Engine modifications required to accept the weapons resulted in serious overheating problems which were never fixed and the aircraft did not advance beyond the prototype stage.
Yak-3T-57
single Yak-3T with a 57 mm (2.2 in) OKB-16-57 cannon
Yak-3TK
powered by a VK-107A engine, and fitted with an exhaust turbocharger.
Yak-3U
Yak-3 fitted with Shvetsov ASh-82FN radial engine with 1,380 kW (1,851 hp) in an attempt to increase performance while avoiding the overheating problems of VK-107 and VK-108. Wingspan increased by 20 cm (7.9 in), wings moved 22 cm (8.7 in) forward, cockpit raised by 8 cm (3.1 in). Armament of 2 × 20 mm (0.79 in) Berezin B-20 cannons with 120 rpg. The prototype reached 682 km/h (424 mph) at 6,000 m (20,000 ft) and while successful did not enter production because it was completed after the war.
Yak-3UTI
two-seat conversion trainer based on Yak-3U powered by Shvetsov ASh-21 radial piston engine. The aircraft became the prototype for the Yak-11.
From 1991 to 2002 there were 21 Yakovlev Yak-3, Yak-7 and Yak-9 aircraft produced in the former Soviet Union using the original plans and dies. These aircraft are powered by the American Allison V-1710 or the Pratt & Whitney R-1830 Twin Wasp engine in place of the Klimov V-12s used during the war. Several of these aircraft are airworthy, mostly based in the United States with others in Germany, Australia and New Zealand. Others have been converted to "Yak-3U" status from original Yak-11 trainers for private owners and museums.
Flying a modified modern production Yak-3UPW powered by a Pratt & Whitney R-2000 engine, William Whiteside set an official international speed record for piston-engined aircraft in the under-3,000 kg (6,600 lb) category on 10 October 2011, reaching 655 km/h (407 mph) over a 3 km (1.864 mi) course at the Bonneville Salt Flats in Utah in the United States, greatly exceeding the previous record of 491 km/h (305 mph) set in 2002 by Jim Wright. The following day, Whiteside used the same aircraft to set an unofficial speed record for aircraft in the category of 670 km/h (416 mph) over the same 3-km (1.863-mile) course.
Specifications (Yak-3)
General characteristics
Crew: 1
Length: 8.5 m (27 ft 11 in)
Wingspan: 9.2 m (30 ft 2 in)
Wing area: 14.85 m2 (159.8 sq ft)
Airfoil: root: Clark YH (14%); tip: Clark YH (10%)[16]
Empty weight: 2,105 kg (4,641 lb)
Max takeoff weight: 2,697 kg (5,946 lb)
Powerplant: 1 × Klimov VK-105PF2 V-12 liquid-cooled piston engine, 960 kW (1,290 hp)
Propellers: 3-bladed constant-speed propeller
Performance
Maximum speed: 646 km/h (401 mph, 349 kn) at 4,100 m (13,500 ft)
Combat range: 550 km (340 mi, 300 nmi)
Service ceiling: 10,400 m (34,100 ft)
Time to altitude: 5,000 m (16,000 ft) in 4 minutes 30 seconds
Wing loading: 162 kg/m2 (33 lb/sq ft)
Power/mass: 0.35 kW/kg (0.21 hp/lb)
Take-off run: 345 m (1,132 ft)
Landing run: 580 m (1,900 ft)
360° turn: 17 seconds
Armament
Guns: ** 1 × 20 mm ShVAK cannon, with 150 rounds
2 × 12.7 mm Berezin UBS machine guns with 170 rpg
W. Patrick McCray, Professor of History, University of California, Santa Barbara, USA speaking during the Session "Maintaining Innovation" at the Annual Meeting 2017 of the World Economic Forum in Davos, January 20, 2017. .Copyright by World Economic Forum / Manuel Lopez
A gloriously maintained sports car engine. This is from our article on how car engines work.
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Demolition permit approved. The bridge was not maintained after the line to Koroit and Port Fairy closed in the 1970's. Heritage Victoria have approved its demolition.
Location
OVER MERRI RIVER, DENNINGTON, WARRNAMBOOL CITY
Victorian Heritage Register (VHR) Number
H0151
Level of Significance
Registered
Extent of Registration
1. The bridge structure marked B1 on Diagram 0151 held by the Executive Director
2. All the land marked L1on Diagram 0151 held by the Executive Director including 5 metres on the upstream and downstream sides of the bridge and 10 metres at either end of the bridge.
Statement of Significance
What is significant?
Dennington Railway Bridge is a long single-track railway bridge of timber-beam on timber piers construction built in 1890 as an important component of the Warrnambool-Koroit section of the Terang-Port Fairy Railway. The bridge spans the Merri River immediately west of Dennington township in an area of open treeless farmland making the long low bridge visible from a considerable distance.
Completion of the Warrnambool-Port Fairy sections of the railway allowed the rapid transport of fresh fish and crayfish from the coast and potatoes and onions from the Koroit area via the Dennington Bridge to the metropolitan markets of Melbourne and Geelong. The section of railway line between Warrnambool and Koroit for which the Dennington Railway Bridge was created, was also a key link-section providing access to a wide-ranging network of western Victorian railways linked up through major railway-junction points at Koroit, Hamilton, Horsham and Ararat. From the 1890s the railways were able to provide more efficient transport than road haulage to coastal steamers and competition to the shipping of Warrnambool, Belfast and Portland, that had previously provided the far Western District's main freight links with Melbourne and the wider world. The section of rail line from Warrnambool to Port Fairy that includes the Dennington Railway Bridge closed in 1977.
Dennington Railway Bridge was constructed to a standard 15 feet (4.6 metres) span length and comprises forty-one spans, giving a total deck length of 188 metres. It was originally constructed to the in the Victorian Railways standard design of 1877 with two piles per pier, braced with stay-piles. The bridge was subsequently converted to its present four piles per pier through the addition of a longer cross head and two outer raked piers as part of a state-wide upgrade of railway bridges following the introduction of heavier and faster trains after 1900. In most bridges this upgrade resulted in the removal of stay piles however at Dennington the main stream section of the bridge retains an extensive and intact system of stay-piles on both the up and down stream sides of each four pile pier, thought to be the largest remaining set of stay piles in Victoria.
How is it significant?
Dennington Railway Bridge is of historic and scientific (engineering) significance to the State of Victoria.
Why is it significant?
Dennington Bridge is of historic significance as a key component of the Terang-Port Fairy Railway, the final stage of east-west rail service connecting Geelong to Warrnambool and Port Fairy which, when completed in 1890, for the first time enabled the rapid and efficient transport of the agricultural and fishing produce from the far Western Districts to the metropolitan markets of Geelong and Melbourne.
Dennington Bridge is of scientific (engineering) significance to the state of Victoria in being the most intact surviving example of a large timber-beam rail bridge with an extensive system of stay-piles on either side of its main river-channel section. Dennington Railway Bridge with its deck length of 188 metres is also of significance as the fourth-longest surviving rail bridge built to the standard Victorian Railways fifteen-feet (4.6 metre) timber-beam-span design, developed in the 1870s. A small number of surviving early long timber railway bridges of this design include the bridge over the Wannon River on the Branxholme - Casterton line (1884, 293 metres); the Yarra Glen viaduct on the Lilydale Healesville line (1880s, 260 metres) and the Latrobe River overflow bridge on the Traralgon - Stratford line (1877, 242 metres).
The Dennington Bridge is of aesthetic significance at a local level for the contribution of the long low timber bridge to the rolling farmland landscape of the Western District.
"Tradition maintains that the Fambro/Arthur Home was built in the early 1840s by W.W. Fambro but parts of this home could date back to the Capital Era (1819-1826).
According to Dallas county deeds, Fambro bought the two-acre block in 1841 for $500. In 1851, he mortgaged it for $5,000, indicating that he had made major improvements to the lot. Advertisements found in old Cahawba newspapers tell us that by the 1850s Fambro was an attorney who also ran a saw mill. He supplied pine, white oak, hickory, beech, popular & cedar and filled orders for cabinet work. One can reasonably speculate that his mill supplied the lumber for this house. Curiously, however, only half of the house frame is built of sawed lumber, the other half appears to have been hand hewn, prompting some to speculate that a portion of this house may be earlier than the traditionally held 1840 date."