1.
Infantry
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Infantry is the general branch of an army that engages in military combat on foot. As the troops who engage with the enemy in close-ranged combat, infantry units bear the largest brunt of warfare, Infantry can enter and maneuver in terrain that is inaccessible to military vehicles and employ crew-served infantry weapons that provide greater and more sustained firepower. In English, the 16th-century term Infantry describes soldiers who walk to the battlefield, and there engage, fight, the term arose in Sixteenth-Century Spain, which boasted one of the first professional standing armies seen in Europe since the days of Rome. It was common to appoint royal princes to military commands, and the men under them became known as Infanteria. in the Canadian Army, the role of the infantry is to close with, and destroy the enemy. In the U. S. Army, the closes with the enemy, by means of fire and maneuver, in order to destroy or capture him, or to repel his assault by fire, close combat. In the U. S. Marine Corps, the role of the infantry is to locate, close with, and destroy the enemy fire and maneuver. Beginning with the Napoleonic Wars of the early 19th century, artillery has become a dominant force on the battlefield. Since World War I, combat aircraft and armoured vehicles have become dominant. In 20th and 21st century warfare, infantry functions most effectively as part of a combined arms team including artillery, armour, Infantry relies on organized formations to be employed in battle. These have evolved over time, but remain a key element to effective infantry development and deployment, until the end of the 19th century, infantry units were for the most part employed in close formations up until contact with the enemy. This allowed commanders to control of the unit, especially while maneuvering. The development of guns and other weapons with increased firepower forced infantry units to disperse in order to make them less vulnerable to such weapons. This decentralization of command was made possible by improved communications equipment, among the various subtypes of infantry is Medium infantry. This refers to infantry which are heavily armed and armored than heavy infantry. In the early period, medium infantry were largely eliminated due to discontinued use of body armour up until the 20th century. In the United States Army, Stryker Infantry is considered Medium Infantry, since they are heavier than light infantry, Infantry doctrine is the concise expression of how infantry forces contribute to campaigns, major operations, battles, and engagements. It is a guide to action, not a set of hard, doctrine provides a very common frame of reference across the military forces, allowing the infantry to function cooperatively in what are now called combined arms operations. Doctrine helps standardise operations, facilitating readiness by establishing common ways of accomplishing infantry tasks, doctrine links theory, history, experimentation, and practice
2.
New York State Route 11B
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New York State Route 11B is a state highway in northern New York in the United States. It provides a parallel, more southerly east–west route to U. S. Route 11 between US11 in Potsdam and US11, NY30, and NY37 in Malone. NY 11B serves both the Potsdam Municipal Airport and the hamlet of Nicholville, where NY 11B meets NY458. Aside from the two villages at each end of the route and the hamlet of Nicholville near the midpoint, NY 11B passes through rural, in Malone, NY 11B overlaps NY30 for one block in order to reconnect to US11. NY 11B was assigned as part of the 1930 renumbering of highways in New York. Initially, it was a connector between then-NY72 in Nicholville and US11 in Lawrenceville, the route was extended west to Potsdam by 1931 and rerouted to run from Nicholville to Malone c. 1938. The latter realignment supplanted New York State Route 187, an east–west highway assigned in 1930 that initially extended from Nicholville to North Bangor but was realigned to serve Malone. NY 11B begins at an intersection with US11 in the village of Potsdam just east of the junction with NY56, NY 11B proceeds eastward on Elm Street past a local church and the Clarkson University ROTC as a two-lane residential village street. For a distance through Potsdam, NY 11B remains residential, crossing into the town of Stockholm, after the crossing, NY 11B becomes more rural, crossing over a creek and into the hamlet of Southville. Southville consists of a few homes and a junction with County Route 47, the two routes are concurrent through Southville, before CR47 turns north on Southville–Holmes Hill Road. After this junction, NY 11B leaves the hamlet of Southville, NY 11B turns northeast through the town of Stockholm, entering the rural hamlet of Converse. For a short distance through Converse, NY 11B is surrounded by residences, entering the town of Parishville, in Hopkinton, NY 11B crosses east through the rural hamlet of Beechertown as a two-lane highway. A couple miles east of Beechertown, NY72 intersects and terminates at a junction with NY 11B in the hamlet of Hopkinton, through the hamlet, NY 11B serves as the main commercial street, intersecting with the southern terminus of CR49. NY 11B soon leaves the hamlet, passing a farm before intersecting with NY458. After this junction, NY 11B turns to the northeast and crosses the St. Regis River, entering a residential community and this intersection with CR55 was once the former southern terminus of NY195. A short distance after, NY 11B crosses into the town of Lawrence, after the intersection with Peru Street, NY 11B crosses the county line into Franklin County. After crossing the county line, NY 11B enters the town of Dickinson, the route remains a two-lane rural roadway, proceeding northeast through Dickinson. Within Dickinson, NY 11B intersects with CR5, an alignment of NY95
3.
Stalag XI-B
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Stalag XI-B and Stalag XI-D /357 were two German World War II prisoner-of-war camp located just to the east of the town of Fallingbostel in Lower Saxony, in north-western Germany. The camp was built in 1937 as accommodation for workers building the barracks at the nearby Westlager of Truppenübungsplatz Bergen, in September 1939 the huts were fenced in and designated Stalag XI-B. The first prisoners to arrive were Poles in late 1939, followed by French and Belgians the following year. By the end of 1940 around 40,000 POW were registered there, although only about 2,500 of these were housed at the camp, close by were the barracks of Landesschützen-Bataillon 461, who guarded the camp. This Army unit was composed of men considered too old or otherwise unfit for front-line service, in July 1941 the first Soviet POWs arrived, and were accommodated in a large fenced-off open area called Marquartsfeld about 1 km north-east of Stalag XI-B, and designated Stalag XI-D. Lacking huts the Russian prisoners initially lived in dugouts, another 10,000 Soviet officers were accommodated in XI-B. In late 1941 the SS separated out the officers, Communist Party officials and Jews from the Soviet POW. By November 1941 there were about 11,000 Soviet POW in XI-D, the same month an epidemic of typhus broke out in both camps which lasted until February 1942. In early 1942 rations for the Soviet prisoners were increased in order to enable them to work. In July 1942 Stalag XI-D was dissolved and incorporated into Stalag XI-B, in late 1943 a large number of Italian POW arrived at XI-B. They were poorly treated and suffered the most deaths in the camp, by mid-1944 there were 93,380 POW registered at XI-B,25,277 Russian, and 79,928 of other nationalities, mostly in Arbeitskommando. In September 1944 Stalag 357 was moved from Thorn in Poland to the site of the former XI-D and this new camp was used to house mostly British and Commonwealth POWs. In November 1944 British paratroops captured at the Arnhem arrived at Stalag 357, led by the formidable RSM John C. Lord of 3rd Battalion, Parachute Regiment, they set about raising the standards of the camp, Lord insisted on proper military discipline with regular exercise and parades. At that time 17,000 POW, mostly British, but also Russian, Polish, Yugoslav, French, each hut contained 400 men, though it had bunks for only 150. These newer arrivals found themselves accommodated in tents, RSM Lord had also been selected to leave, but hid under the floor of a hut for five days in order to avoid it. The men marched from the camp in columns of 2,000, after 10 days they arrived at Gresse, east of the Elbe. There they were issued with Red Cross parcels, but were then unfortunately strafed by British Typhoon fighter-bombers, sixty POW were killed and many wounded
4.
GCR Class 11B
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Built from 1901–1903, in later rebuilt form as 11D, some 11Bs would last in service until 1950. Railwaymen continued to refer to the class as 11B even after all were rebuilt to 11D, being contemporary with and to some extent the 4-4-0 version of Robinsons much more numerous 0-6-0 goods class 9J, which were known as Pom-Poms, the 11Bs acquired the nickname Pom-Pom Bogies. The London & North Eastern Railway classified the 11Bs, along with their 11C and 11D rebuilds, when John G. Robinson took up the reigns at Gorton there was a serious and immediate shortage of suitable locomotives. Part of the requirement was for passenger engines for the newly completed London Extension. Pollitts locomotives of class 11 were performing satisfactorily but the piston-valved 11A 4-4-0s, there were also some previously ordered 4-2-2 singles being delivered, but Robinson decided that more powerful locomotives were required. The 11Bs therefore emerged as a robust and substantially enlarged evolution of GCR Class 11, Gorton was busy at the time and the engines were needed urgently, so outside builders were used. Delivery was rapid and 25 were in service by May 1902,30 by March 1903, as intended the 11Bs displaced Pollitts 11As on the London Extension services, with engines shedded at Leicester, Gorton and Neasden. The 11Bs were partially displaced in their turn by the arrival of Robinsons Atlantics, 11Bs then found uses on the older parts of the Great Central Railway network, based especially in Sheffield and Annesley, with others scattered elsewhere. By the Grouping, increasing numbers of the engines had been rebuilt with superheated boilers. The last conversion was completed in 1927, on 23 December 1904, locomotive No.1040 was hauling an express passenger train which was derailed at Aylesbury, Buckinghamshire due to excessive speed on a curve. The performance of engines was very much overshadowed by later Robinson engines such as classes 8B, 11E. Nevertheless, they must have been at least reasonably satisfactory from the start to merit the additional order of 10 in 1904, hancox records them as reliable and capable of working nine bogie coaches. Even with relatively light loads this implies at the least a free-running locomotive and their long lives suggest robust and trouble-free construction. However effective they were, Robinson clearly identified a need for larger passenger locomotives, with the 8B Jersey Lilies appearing in 1903. There were also three distinct attempts to improve the 11Bs through rebuilding, creating GCR Class 11C and eventually 11D. As built, all 40 had cylinders incorporating slide valves, they also had boilers of 4 feet 9 inches diameter, with fireboxes 7 feet 0 inches long and these locomotives formed GCR Class 11B. The 11Bs were little changed from introduction until rebuilding as the superheated 11D starting with No.1021 in 1913, the first was fitting of larger saturated boilers and modified pistons to Nos.104 and 110 creating GCR Class 11C in 1907, apparently without significant success. No.110 lost its large boiler in August 1918, receiving a normal 11B boiler in replacement, the large boiler which had been removed was then fitted to no.113 in October 1918, which was also given piston valves at the same time
5.
WASP-11b/HAT-P-10b
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WASP-11b/HAT-P-10b or WASP-11Ab/HAT-P-10Ab is an extrasolar planet discovered in 2008. On 26 September 2008, the HATNet Projects paper describing the planet which they designated HAT-P-10b appeared on the preprint server. The planet has the third lowest insolation of the transiting planets. An alternative classification system for hot Jupiters is based on the equilibrium temperature, in this scheme, for a given temperature, class I planets have high Safronov numbers and tend to be in orbit around cooler host stars, while class II planets have lower Safronov numbers. The planet is in a star system, the second star is WASP-11 B, with a mass 0.34 ±0.05 of the Sun. OGLE-TR-111b Media related to WASP-11b/HAT-P-10b at Wikimedia Commons
6.
New Hampshire Route 11
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New Hampshire Route 11 is a 108. 223-mile-long east–west state highway in New Hampshire, running completely across the central part of the state. Its western terminus is at the Vermont state line in Charlestown, the eastern terminus is at the Maine state line in Rochester, where it crosses the border with U. S. Route 202 and continues as Maine State Route 11. Its number is derived from its original 1925 designation as New England Interstate Route 11, NH11 begins on the western bank of the Connecticut River, where VT11 crosses from Springfield, Vermont, into Charlestown, New Hampshire, just feet from its intersection with US5. Just north of the center, the highway meets and joins NH12 north towards Claremont. NH11 and NH12 are cosigned for 9.9 miles, NH 12A, a western bypass of downtown Claremont, splits off just south of the city line. In downtown Claremont NH11 leaves NH12 and NH103 joins eastbound, the two highways cross the Sugar River and meet the southern terminus of NH120 before continuing east towards Newport. In downtown Newport, NH11 and 103 briefly join NH10 before turning east again to leave town, the two routes continue east for another 3.2 miles before NH103 splits off to the southeast. NH11 continues east into Sunapee until reaching the center, where it meets NH 103B. NH11 turns northward along the side of Lake Sunapee and rounds the northern end of the lake at Georges Mills. NH11 enters the town of New London, meets the terminus of NH 103A. NH11 runs along I-89 for 3.0 miles before departing at exit 11, after leaving I-89, NH11 continues east, crossing NH114 before entering the town of Wilmot. Continuing east into Andover, the highway meets the terminus of NH 4A then joins US4 for 2.7 miles. NH11 then splits off, continuing northeast into Franklin, the road meets NH 3A near the west bank of the Pemigewasset River, and NH11 turns south along NH 3A into downtown Franklin. Upon reaching the center, NH 3A ends while NH11 turns east joining US3. NH127 immediately splits off to the north, then US3 and NH11 continue east across the Winnipesaukee River, in the center of Tilton, the road intersects with NH132 just feet north of the Northfield town line. NH132 joins US3 and NH11 as the road turns northeast, the highway interchanges with Interstate 93 near the western terminus of NH140, then NH132 splits off to the north. Continuing northeast, US3 and NH11 cross Winnisquam Lake, just before reaching the city line with Laconia, US3 and NH11 split off onto the Gilford-Laconia Bypass, a freeway bypass of those two towns. The freeway bypasses downtown Laconia to the south, interchanging with NH106 and NH107 before crossing into Gilford, the freeway ends 1.5 miles to the north, near Laconia Airport, and NH11 splits off from US3 after a 17. 6-mile concurrency
