116th Street station (IRT Ninth Avenue Line)
116th Street was an express station on the demolished IRT Ninth Avenue Line in Manhattan, New York City. It had three tracks and two island platforms. It opened on September 17, 1879 and closed on June 11, 1940. The next southbound local stop was 104th Street station until June 3, 1903 and then 110th Street. The next southbound express stop was 66th Street. The next northbound stop was 125th Street for all trains. The express run from this stop to 66th Street was the longest express segment out of all New York City elevated lines, bypassing seven local stations.


116th Street station (IRT Third Avenue Line)
116th Street was a local station on the demolished IRT Third Avenue Line in Manhattan, New York City. The outer tracks had two side platforms for local trains, and was built first. The center track was built as part of the Dual Contracts for express trains. This station closed on May 12, 1955, with the ending of all service on the Third Avenue El south of 149th Street.


116th Street station (Second Avenue Subway)
116th Street is a planned station along the IND Second Avenue Line of the New York City Subway. It would be located at the intersection of Second Avenue and 116th Street in East Harlem, Manhattan. Proposed since 1968, the station is expected to be built by 2027–2029 as part of Phase 2 of the Second Avenue Subway. When opened, it will initially be served by the Q train, with the T train providing service when Phase 3 of the line is built.


116th Street station (Second Avenue Subway), History, Background
The Second Avenue Line was originally proposed in 1919 as part of a massive expansion of what would become the Independent Subway System (IND). Work on the line never commenced, as the Great Depression crushed the economy. Numerous plans for the Second Avenue Subway appeared throughout the 20th century, but these were usually deferred due to lack of funds. In anticipation of the never-built new subway line, the Second and Third Avenue elevated lines were demolished in 1942 and 1955, respectively. The Second Avenue Elevated had a station at 117th Street, and the Third Avenue Elevated had a stop on nearby Third Avenue at 116th Street.


116th Street station (Second Avenue Subway), History, Unrealized proposals
The Metropolitan Transportation Authority (MTA) proposed a full-length Second Avenue Subway as part of its 1968 Program for Action. The line was to be built in two phases—the first phase from 126th to 34th Streets, the second phase from 34th to Whitehall Streets. The line's planned stops in Manhattan, spaced farther apart than those on existing subway lines, proved controversial; the Second Avenue line was criticized as a "rich man's express, circumventing the Lower East Side with its complexes of high-rise low- and middle-income housing and slums in favor of a silk stocking route." There was to be no station at 116th Street, but the next station north would be at 125th Street and the next station south would be at 106th Street.


116th Street station (Second Avenue Subway), History, Unrealized proposals
A combination of Federal and State funding was obtained, and despite the controversy over the number of stops and route, a groundbreaking ceremony was held on October 27, 1972 at Second Avenue and 103rd Street. In December 1972, the New York City Transit Authority started soliciting bids for the construction of Section 13 of Route 132-A, which was between 110th and 120th Streets in East Harlem. Bids opened on January 26, 1973, and the bid from Cayuga-Crimmins was the lowest of six bids.


116th Street station (Second Avenue Subway), History, Unrealized proposals
The contract was awarded on March 20, 1973, and, in that month, construction of the segment by Cayuga-Crimmins began at a cost of $35.45 million (equivalent to $219,327,000 in 2020). About half of this section was constructed through solid rock and therefore continual blasting was necessary. One worker was killed in the construction of this section.


116th Street station (Second Avenue Subway), History, Unrealized proposals
However, the city soon experienced its most dire fiscal crisis yet, due to the stagnant economy of the early 1970s, combined with the massive outflow of city residents to the suburbs, and in September 1975 construction on the line stopped, and the tunnels were sealed. Over the next few decades, the MTA regularly inspected and maintained the tunnel segments (spending $20,000 a year by the early 1990s), to maintain the structural integrity of the streets above, and in case construction would ever resume. Trespassers would often camp in the tunnels until the MTA increased security. The tunnel section from 110th to 120th Streets was built with three tracks, and as part of the 1970s construction plan, under which this segment was constructed, there was no station planned at 116th Street.


116th Street station (Second Avenue Subway), History, Unrealized proposals
In 1999, the Regional Plan Association recommended building a full-length Second Avenue Subway, which would include 116th Street as one of its planned 31 stations. The station would serve central and southern East Harlem.


116th Street station (Second Avenue Subway), Current construction, Introduction of the station to plans
In March 2007, the Second Avenue Subway was revived. The line's first phase, the "first major expansion" to the New York City Subway in more than a half-century, included three stations in total and cost $4.45 to $4.5 billion, spanning from 105th Street and Second Avenue to 63rd Street and Third Avenue. Phase 1 opened on January 1, 2017, with the line's northern terminal at 96th Street.


116th Street station (Second Avenue Subway), Current construction, Introduction of the station to plans
The second phase, between 125th and 96th Streets, was allocated $525 million in the MTA's 2015–2019 Capital Plan for planning, design, environmental studies, and utility relocation. This phase will complete the project's East Harlem section. The alignment will run under Second Avenue to 124th Street, before turning west on 125th Street. On October 18, 2016, the de Blasio administration announced a rezoning plan for East Harlem. One of the three Special Transit Land Use (TA) districts is for the area of the 116th Street station.


116th Street station (Second Avenue Subway), Current construction, Introduction of the station to plans
On November 21, 2016, the MTA requested that the Phase 2 project be entered into the Project Development phase under the Federal Transit Administration's New Starts program. On December 15, several elected officials for the area announced that they were seeking $6 billion of funding for Phase 2 of the line, including $2 billion from the federal government. These officials wished to secure funding from the presidential administration of Barack Obama before Obama's term ended on January 20, 2017.


116th Street station (Second Avenue Subway), Current construction, Introduction of the station to plans
In their request for funding, they cited that they wanted to avoid an uncertain response from the administration of Donald Trump and start construction on Phase 2 as soon as possible. The FTA granted this request in late December 2016. Under the approved plan, the MTA would complete an environmental reevaluation by 2018, receive funding by 2020, and open Phase 2 between 2027 and 2029. In January 2017, it was announced that Phases 2 and 3, which are expected to cost up to a combined $14.2 billion, were on the Trump administration's priority list of 50 most important transportation projects nationwide.


116th Street station (Second Avenue Subway), Current construction, Introduction of the station to plans
In July 2018, the MTA released a supplemental environmental assessment for Phase 2 of the Second Avenue Subway. The updated report indicated that the 116th Street station would be relocated about 30 feet (9.1 m) north compared to what had been proposed in the 2004 FEIS, eliminating a curve at the south end of the platform. Because the station is located below the surface, there would be less space to build utility rooms underground compared to deep-level Phase 1 stations, and so the ancillary facilities would be larger than in the Phase 1 stations.


116th Street station (Second Avenue Subway), Current construction, Introduction of the station to plans
Both ancillaries had to be relocated, since the locations outlined in the 2004 FEIS were no longer feasible for demolition. The entrances were also enlarged for easier access from Second Avenue, and an entrance at 118th Street and Second Avenue was relocated from the southeast corner to the northeast. Under the new plan, the station would also include extra elevators in compliance with the Americans with Disabilities Act of 1990. Whereas Phase 1 stations only included elevators at one entrance, the 106th and 116th Street stations would both include elevators at two entrances.


116th Street station (Second Avenue Subway), Current construction, Current plans
The original 1970s plans for the Second Avenue Line did not include a station at 116th Street; as part of the original construction, there were three tracks built in this segment, with the middle track intended to be used for repairing and inspecting trains. A station at 116th Street was added due to requests from the community during Phase 1's planning in the early 2000s. Because of this, the existing tunnel segment from 110th Street to 120th Street was initially proposed to be partially demolished to make room for the 116th Street station.


116th Street station (Second Avenue Subway), Current construction, Current plans
The platform will be 25 feet 3 inches (7.70 m) wide, the width of the station will be 59 feet (18 m). However, by April 2019, it was decided to simply build a platform over the center trackway, instead of totally rebuilding the structure, to save a considerable amount of money. There will be a mezzanine built at the station with ancillary space on either side, and the height between the platform and the ceiling will be 16 feet 8 inches (5.08 m). It is not yet clear where an elevator will be.


116th Street station (Second Avenue Subway), Current construction, Current plans
Track maps on the MTA's website show that the station will have two tracks and one island platform. The station would extend approximately 41 feet (12 m) deep from street level to trackbed. Under current plans, there are to be two exits. One exit would be at the northeast corner of 116th Street and Second Avenue; the other would be at the northeast corner of 118th Street and Second Avenue.


116th Street station (Second Avenue Subway), Current construction, Current plans
Under the original plan, one ancillary would be present on the east side of Second Avenue near 115th Street and one will be on the west side near 119th Street, while a third ancillary would be located over the entrance at 116th Street. As of July 2018, the ancillary near the southeast corner of 116th Street was relocated to the northeast corner of 115th Street, while the ancillary at the northeast corner of 118th Street was relocated to the west side of Second Avenue between 119th and 120th Streets. The ancillary over the entrance at the northeast corner of 116th Street was eliminated, and the entrances were enlarged.


116th Street–Columbia University station
116th Street–Columbia University is a local station on the IRT Broadway–Seventh Avenue Line of the New York City Subway. It is located at the intersection of Broadway and 116th Street in Morningside Heights, Manhattan, just outside the west gate to the main campus of Columbia University and the southeast corner of the Barnard College campus. The station is served by the 1 train at all times.


116th Street–Columbia University station
The 116th Street station was constructed for the Interborough Rapid Transit Company (IRT) as part of the city's first subway line, which was approved in 1900. Construction of the line segment that includes 116th Street started on June 18 of the same year. The station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway. The station's platforms were lengthened in 1948 to accommodate ten-car trains, the station's median entrance was replaced in the 1960s, and the station was renovated in the 2000s.


116th Street–Columbia University station
The 116th Street station contains two side platforms and three tracks; the center track is not used in regular service. The station was built with tile and mosaic decorations. The mezzanine above the platforms contains exits to 116th Street and Broadway, and the northbound platform contains an additional exit to 115th Street. The original section of the station is a New York City designated landmark and listed on the National Register of Historic Places.


116th Street–Columbia University station, History, Construction and opening
Planning for a subway line in New York City dates to 1864. However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature authorized the Rapid Transit Act. The subway plans were drawn up by a team of engineers led by William Barclay Parsons, chief engineer of the Rapid Transit Commission. It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx. A plan was formally adopted in 1897, and all legal conflicts concerning the route alignment were resolved near the end of 1899.


116th Street–Columbia University station, History, Construction and opening
The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900, in which it would construct the subway and maintain a 50-year operating lease from the opening of the line. In 1901, the firm of Heins & LaFarge was hired to design the underground stations. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.


116th Street–Columbia University station, History, Construction and opening
The 116th Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) from 104th Street to 125th Street, for which construction began on June 18, 1900. The section of the West Side Line around this station was originally planned as a two-track line, but in early 1901, was changed to a three-track structure to allow trains to be stored in the center track. Construction on the section between 104th Street and 125th Street had already begun prior to the design change, requiring that a portion of the work be undone. A third track was added directly north of 96th Street, immediately east of the originally planned two tracks.


116th Street–Columbia University station, History, Construction and opening
The 116th Street station opened on October 27, 1904, as one of the original 28 stations of the New York City Subway from City Hall to 145th Street on the West Side Branch. The opening of the first subway line, and particularly the 116th Street station, helped contribute to the development of Morningside Heights and Harlem.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
After the first subway line was completed in 1908, the station was served by West Side local and express trains. Express trains began at South Ferry in Manhattan or Atlantic Avenue in Brooklyn, and ended at 242nd Street in the Bronx. Local trains ran from City Hall to 242nd Street during rush hours, continuing south from City Hall to South Ferry at other times. In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, thereby dividing the original line into an "H"-shaped system. The original subway north of Times Square thus became part of the Broadway–Seventh Avenue Line. Local trains were sent to South Ferry, while express trains used the new Clark Street Tunnel to Brooklyn.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening platforms at stations along the original IRT subway. As part of a modification to the IRT's construction contracts, made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $41.7 million in 2020) spent on platform lengthening, $500,000 (equivalent to $13,888,000 in 2020) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
The northbound platform at the 116th Street station was extended 130 feet (40 m) to the south, while the southbound platform was not lengthened. On January 24, 1911, ten-car express trains began running on the West Side Line. Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors. In conjunction with the platform lengthening, a new entrance was constructed to the northbound platform in 1912. An entrance kiosk for the new staircase was taken from the 23rd Street and Fourth Avenue station and was installed in July 1913.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
Platforms at IRT Broadway–Seventh Avenue Line stations between 103rd Street and 238th Street, including those at 116th Street, were lengthened to 514 feet (157 m) between 1946 and 1948, allowing full ten-car express trains to stop at these stations. A contract for the platform extensions at 116th Street and eight other stations on the line was awarded to Spencer, White & Prentis Inc. in October 1946. The platform extensions at these stations were opened in stages. On April 6, 1948, the platform extension at 116th Street opened.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
Simultaneously, the IRT routes were given numbered designations with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service. The first such fleet, the R12, was put into service in 1948. The route to 242nd Street became known as the 1. In 1959, all 1 trains became local.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
Columbia University first requested the demolition of the station's original entrance in Broadway's median in 1954, ahead of its bicentennial. Columbia brought up the issue again at a meeting of the New York City Board of Estimate in 1963, after a student was killed while crossing the street. The kiosk was seen as a safety hazard, with two deaths and several accidents occurring at the kiosk from 1962 to 1964. Sixty-eight hundred students and faculty members signed a petition to remove the kiosk in February 1964.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
On March 13, 1964, the New York City Board of Estimate voted to allocate $600,000 (equivalent to $5,006,652 in 2020) to demolish the entrance and replace it with two new sidewalk entrances as part of the 1964–1965 City budget. The New York City Department of Highways had requested that funds be allocated to this project at the request of Columbia University. The New York City Transit Authority had not yet drawn up plans for the project. Bids for the kiosk's demolition were initially scheduled to be solicited in July 1964.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
That October, a NYCTA spokesperson announced that the demolition of the entrance would be delayed until the following spring. Work on the project had been expected to commence in December 1964. The NYCTA was expected to complete the design of the project in early 1965, after which the project could be put out for bids.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
On November 2, 1966, the New York City Planning Commission voted to grant an additional $300,000 (equivalent to $2,392,923 in 2020) for the project after the cost of the project was revised. The money for the project was reallocated within the Highway Department's budget. It was estimated that following necessary approvals from the New York City Board of Estimate, bids on the project would be let on December 16, and work on the project would begin by the end of January 1967. Work on the project was set to be done in 22 months. In 1965, Columbia University and Barnard College had announced that they would each spend $5,000 (equivalent to $41,061 in 2020) to decorate the new entrances to fit in with their campuses. Work on the project was completed in 1968.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
In 1979, the New York City Landmarks Preservation Commission designated the space within the boundaries of the original station, excluding expansions made after 1904, as a city landmark. The station was designated along with eleven others on the original IRT. In April 1988, the NYCTA unveiled plans to speed up service on the Broadway–Seventh Avenue Line through the implementation of a skip-stop service: the 9 train. When skip-stop service started on August 21, 1989, it was only implemented north of 137th Street–City College on weekdays, and 116th Street was served by both the 1 and the 9.


116th Street–Columbia University station, History, Service changes and station renovations, 20th century
In October 1988, the Metropolitan Transportation Authority (MTA) announced that the newsstand on the station's downtown platform would be removed as part of a citywide program to beautify stations and improve passenger flow. The agency began this program in late 1987. The owner of the newsstand was unsure of whether he would rebuild the stand as the cost of rebuilding it might have outweighed the benefits of reopening it. This newsstand was chosen for rebuilding as it was only 12 feet (3.7 m) away from a staircase.


116th Street–Columbia University station, History, Service changes and station renovations, 21st century
In June 2002, the MTA announced that ten subway stations citywide, including 103rd Street, 110th Street, 116th Street, 125th Street, and 231st Street on the IRT Broadway–Seventh Avenue Line, would receive renovations. As part of the project, fare control areas would be redesigned, flooring, and electrical and communication systems would be upgraded, and new lighting, public address systems and stairways would be installed. In addition, since 110th Street, 116th Street, and 125th Street had landmark status, historical elements would be replaced or restored, including wall tiles.


116th Street–Columbia University station, History, Service changes and station renovations, 21st century
At the ends of the station platforms at 103rd Street, 110th Street, and 116th Street, a small section of station wall, which would look identical to the existing station walls, would be added to provide space for scrubber rooms. Work on the ten citywide renovation projects was estimated to cost almost $146 million, and was scheduled to start later that year, and be completed in April 2004, in time for the 100th anniversary of the station's opening, and the 250th anniversary of Columbia University.


116th Street–Columbia University station, History, Service changes and station renovations, 21st century
Columbia University contributed $1 million (equivalent to $1,406,838 in 2020) to the station renovation project after the MTA said it would have to put off the renovation projects in Manhattan due to funding issues. The university had also reached agreements to cover part of the costs of the station renovations at 103rd Street, 110th Street, and 125th Street. As a condition of the funding allocation for the station renovation, the university wanted work on the project to be expedited. Residents of Morningside Heights approved of the renovation plans, but were concerned that the expedited repairs would come at the cost of damaging the stations' historic elements. The MTA was expected to decide whether preservation or speed would be prioritized in the station renovation projects by the end of 2002.


116th Street–Columbia University station, History, Service changes and station renovations, 21st century
At the 110th Street and 116th Street stations, local community activists opposed artwork that was planned to be commissioned through the MTA's Arts for Transit program. Though the proposed artwork was intended as a homage to the stations' history, the activists believed the art would damage the decorative tiling that dated from the stations' opening, and that the artwork would damage the landmark interiors of the stations. The MTA had planned to install a small bronze subway track and train to be inlaid within the station walls surrounded by sepia-toned photographs of the neighborhood at 116th Street.


116th Street–Columbia University station, History, Service changes and station renovations, 21st century
In December 2002, Manhattan Community Board 7 voted in favor of the plan to include artwork from the MTA's Arts for Transit program at the 103rd Street station, which was not landmarked. Community Board 7 voted against the plan to include new artwork at the landmarked 110th Street and 116th Street stations, and the MTA dropped plans for the artwork at these stations. The station renovation project at 116th Street began in January 2003. From May 31 to July 12, 2003, the uptown platforms at the 116th Street and 103rd Street stations were closed at all times for their renovations. The original interiors were listed on the National Register of Historic Places in 2004. Skip-stop service ended on May 27, 2005.


116th Street–Columbia University station, Station layout
This station has two side platforms and three tracks, the center one being an unused express track. The platforms were originally 350 feet (110 m) long, as at other stations north of 96th Street, but as a result of the 1948 platform extension, became 520 feet (160 m) long. The platform extensions are at the southern ends of the original platforms.


116th Street–Columbia University station, Station layout
Two staircases from each platform lead to a mezzanine above the platforms, which contains the fare control area. Outside fare control, the mezzanine connects to stairways on either side of Broadway.


116th Street–Columbia University station, Station layout
The southbound local track is technically known as BB1 while the northbound one is BB4; the BB designation is used for chaining purposes along the Broadway–Seventh Avenue Line from 96th Street to 242nd Street. Although it cannot be accessed at 116th Street–Columbia University, the center track is designated as M. These designations are rarely, if ever, used in ordinary conversation.


116th Street–Columbia University station, Station layout, Design
As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method. The tunnel is covered by a "U"-shaped trough that contains utility pipes and wires. The bottom of this trough contains a foundation of concrete no less than 4 inches (100 mm) thick. Each platform consists of 3-inch-thick (7.6 cm) concrete slabs, beneath which are drainage basins. The original platforms contain circular, cast-iron Doric-style columns spaced every 15 feet (4.6 m), while the platform extensions contain I-beam columns.


116th Street–Columbia University station, Station layout, Design
Additional columns between the tracks, spaced every 5 feet (1.5 m), support the jack-arched concrete station roofs. There is a 1-inch (25 mm) gap between the trough wall and the platform walls, which are made of 4-inch (100 mm)-thick brick covered over by a tiled finish. The ceiling is about 8 feet (2.4 m) above platform level in the southern part of the station, but is higher above the northern part, reaching 12 to 15 feet (3.7 to 4.6 m) above the platform.


116th Street–Columbia University station, Station layout, Design
The walls along the platforms consist of a buff-colored brick wainscoting on the lowest part of the wall, and white glass tiles above. The platform walls are divided at 15-foot (4.6 m) intervals by blue tile pilasters, or vertical bands. The pilasters are topped by alternating blue-and-cream faience plaques of the number "116" and the Columbia University seal; both of these motifs are surrounded by faience wreaths. The seal shows a seated woman with a book of knowledge in her hand and three children standing near her feet.


116th Street–Columbia University station, Station layout, Design
A blue-and-green cornice, made of faience, runs atop the wall and around the mosaic tablets. Mosaic wall tablets with the name "Columbia University" are installed along the platform walls. The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station. The decorative work was performed by tile contractor John H. Parry and faience contractor Grueby Faience Company.


116th Street–Columbia University station, Station layout, Exits
The station has four entrance/exit stairs that serve both platforms. One pair ascends to the northwest corner of Broadway and 116th Street, while the other pair goes to the northeast corner of the same intersection. There is also an exit-only staircase near the southern end of the northbound platform that leads to the east side of Broadway at 115th Street, outside the Alfred Lerner Hall.


116th Street–Columbia University station, Station layout, Exits
There was a station house in the median of Broadway, just north of 116th Street, which was designed by Heins & LaFarge and dated to the station's opening in 1904. It was built as one of several station houses on the original IRT; similar station houses were built at Atlantic Avenue, Bowling Green, Mott Avenue, 72nd Street, and 103rd Street. The station house, which was identical to the one at 103rd Street, occupied an area of 50 by 20 feet (15.2 by 6.1 m).


116th Street–Columbia University station, Station layout, Exits
The one-story station house contained exterior walls made of buff brick, with a foundation made of granite blocks. A limestone string course ran atop the exterior wall. At the corners of the station house were limestone quoins, which supported a copper-and-terracotta gable roof facing west and east. The ridge of the station house's roof was a skylight made of glass and metal. The doorways were centrally located on the north and south walls of the control house, topped by terracotta finials and a rounded gable. There were terracotta crosses on each rounded gable with the number "116" embossed onto them. Above the doorway was a pediment and an arched window made of glass and wrought iron. The control house was closed and demolished in 1968.


116th United States Colored Infantry Regiment
The 116th United States Colored Infantry was an infantry regiment of the United States Colored Troops serving in the Union Army organization made up of African-American troops and white officers during the American Civil War.


116th United States Colored Infantry Regiment, Organization and Assignment History
The 116th Regiment, U.S.C.T. was organized at Camp Nelson, Kentucky from June 6 to July 12, 1864.


116th United States Colored Infantry Regiment, Organization and Assignment History
From July until September 1864, the regiment was attached to the Military District of Kentucky, Department of the Ohio.


116th United States Colored Infantry Regiment, Organization and Assignment History
The 116th was attached to the X Corps, Army of the James until November 1864. From November to December of that year, the regiment was part of 1st Brigade, 3rd Division, X Corps.


116th United States Colored Infantry Regiment, Organization and Assignment History
From December 1864 to April 1865, the regiment was assigned to 1st Brigade, 2nd Division, XXV Corps.


116th United States Colored Infantry Regiment, Organization and Assignment History
The regiment was part of 3rd Brigade, 2nd Division, XXV Corps and the Department of Texas until September 1866, when it became part of the Department of the Gulf, a relationship that was maintained until the regiment was mustered out in January 1867.


116th United States Colored Infantry Regiment, Service and Duty
The 116th Colored Troops remained on duty at Camp Nelson until September 1864, and took part in the defense of Camp Nelson and Hickman's Bridge during an attack by troops under the command of Nathan Bedford Forrest.


116th United States Colored Infantry Regiment, Service and Duty
From September to October 1864, the regiment joined the Army of the James at City Point, Virginia.


116th United States Colored Infantry Regiment, Service and Duty
Beginning in October 1864, the 116th Regiment took part in the Sieges of Petersburg and Richmond, where it remained until April 1865. During this period the regiment took part in several engagements, including:


116th United States Colored Infantry Regiment, Service and Duty
After Lee's surrender, the 116th Regiment remained on duty at Petersburg until May 25, when it embarked at City Point, Virginia for transport to Texas. Upon arriving in June the regiment assumed duty in the southern part of the state as part of General Philip H. Sheridan's army of occupation, serving in posts including Ringgold Barracks at Rio Grande City.


116th United States Colored Infantry Regiment, Service and Duty
In September 1866 the 116th U.S.C.T. moved to New Orleans, Louisiana, where it remained on duty until January 1867


116th United States Colored Infantry Regiment, Service and Duty
The 116th United States Colored Infantry Regiment was mustered out in Louisville, Kentucky on January 17, 1867.


116th United States Congress
The 116th United States Congress was the meeting of the 116th legislative branch of the United States federal government, composed of the Senate and the House of Representatives. It convened in Washington, D.C., on January 3, 2019, and ended on January 3, 2021, during the final two years of Donald Trump's presidency. Senators elected to regular terms in 2014 finished their terms in this Congress, and House seats were apportioned based on the 2010 Census.


116th United States Congress
In the November 2018 midterm elections, the Democratic Party won a new majority in the House, while the Republican Party increased its majority in the Senate. Consequently, this was the first split Congress since the 113th Congress of 2013–2015, and the first Republican Senate–Democratic House split since the 99th Congress of 1985–1987. This Congress was the youngest incoming class by mean age in the past three cycles and the most demographically diverse ever.


116th United States Congress
Upon joining the Libertarian Party on May 1, 2020, Justin Amash became the first member of Congress to represent a political party other than the Democrats or the Republicans since Rep. William Carney, who served as a Conservative before switching to the Republican Party in 1985. Before joining the Libertarian Party, Amash had been serving as an independent since his departure from the Republican Party on July 4, 2019. Paul Mitchell also left the Republicans in December 2020, becoming an independent. Neither incumbent ran for re-election.


116th United States Congress
As of 2021, the 116th United States Congress is the most recent Congress in which:


116th United States Congress, Demographics
Most members of this Congress were Christian (88.2%), with approximately half being Protestant and 30.5% being Catholic. Jewish membership is 6.4%. Other religions represented included Buddhism, Islam, and Hinduism. One senator said that she was religiously unaffiliated, while the number of members refusing to specify their religious affiliation increased.


116th United States Congress, Demographics
Roughly 96% of members held college degrees. All but 128 members were white and all but 131 members were men.


116th United States Congress, Demographics, Senate
The Senate included 74 men and 26 women, the most women to date. In 6 states, both senators were women; 14 states were represented by 1 man and 1 woman; and 30 states were represented by 2 men. During this Congress, Johnny Isakson retired for health reasons and Kelly Loeffler was appointed, which increased the number of women from 25 after the 2018 elections to 26. There were 91 non-Hispanic white, 4 Hispanic, 2 Black, 2 Asian, and 1 multiracial (Black/Asian) senators. Additionally, 2 senators were LGBTQ+. The average age of Senators at the beginning of this congress was 62.9 years.


116th United States Congress, Demographics, House of Representatives
There were 101 women in the House, the largest number in history. There were 313 non-Hispanic white, 56 Black, 44 Hispanic, 15 Asian, and 4 Native American congress members. Eight were LGBTQ+. Two Democrats — Alexandria Ocasio-Cortez and Donna Shalala — were the youngest (30) and oldest (78) freshmen women in history. Freshmen Rashida Tlaib (D-MI) and Ilhan Omar (DFL-MN) were the first two Muslim women and freshmen Sharice Davids (D-KS) and Deb Haaland (D-NM) were the first two Native American women elected as well. The average age of Members of the House at the beginning of the 116th Congress was 57.6 years.


116th United States Congress, Demographics, House of Representatives
With the election of Carolyn Maloney as the first woman to chair the House Oversight Committee, women chaired a record six House committees in a single Congress (out of 26 women to ever chair House committees in the history of Congress), including House members Maxine Waters (Financial Services), Nita Lowey (Appropriations), Zoe Lofgren (Administration), Eddie Bernice Johnson (Science, Space and Technology) and Nydia Velázquez (Small Business), as well as Kathy Castor, who chaired the Select Committee on the Climate Crisis. In addition, women chaired a record 39 House subcommittees. Lowey and Kay Granger were also the first women to serve as chair and ranking member of the same committee in the same Congress since the since-defunct Select Committee on the House Beauty Shop, which was chaired and populated entirely by congresswomen during its existence from 1967 to 1977.


116th United States Congress, Demographics, Diversity of the freshman class
The demographics of the 116th U.S. Congress freshmen were more diverse than any previous incoming class.


116th United States Congress, Demographics, Diversity of the freshman class
At least 25 new congressional representatives were Hispanic, Native American, or people of color, and the incoming class included the first Native American women, the first Muslim women, and the two youngest women ever elected. The 116th Congress included more women elected to the House than any previous Congress.


116th United States Congress, Members, Senate
The numbers refer to their Senate classes. All class 1 seats were contested in the November 2018 elections. In this Congress, class 1 means their term commenced in the current Congress, requiring re-election in 2024; class 2 means their term ends with this Congress, requiring re-election in 2020; and class 3 means their term began in the last Congress, requiring re-election in 2022.


116th United States Congress, Employees and legislative agency directors
Also called "elected" or "appointed" officials, there are many employees of the House and Senate whose leaders are included here.


116th meridian east
The meridian 116° east of Greenwich is a line of longitude that extends from the North Pole across the Arctic Ocean, Asia, the Indian Ocean, Australasia, the Southern Ocean, and Antarctica to the South Pole.


116th meridian east
The 116th meridian east forms a great circle with the 64th meridian west.


116th meridian east, From Pole to Pole
Starting at the North Pole and heading south to the South Pole, the 116th meridian east passes through:


116th meridian west
The meridian 116° west of Greenwich is a line of longitude that extends from the North Pole across the Arctic Ocean, North America, the Pacific Ocean, the Southern Ocean, and Antarctica to the South Pole.


116th meridian west
The 116th meridian west forms a great circle with the 64th meridian east.


116th meridian west, From Pole to Pole
Starting at the North Pole and heading south to the South Pole, the 116th meridian west passes through:


117 (number)
117 (one hundred [and] seventeen) is the natural number following 116 and preceding 118.


117 (number), In mathematics
117 is the smallest possible length of the longest side of an integer Heronian tetrahedron (one whose sides are all rational numbers).


117 BC
Year 117 BC was a year of the pre-Julian Roman calendar. At the time it was known as the Year of the Consulship of Diadematus and Augur (or, less frequently, year 637 Ab urbe condita) and the Sixth Year of Yuanshou. The denomination 117 BC for this year has been used since the early medieval period, when the Anno Domini calendar era became the prevalent method in Europe for naming years.


117 Battalion
111 Battalion was a motorised infantry unit of the South African Army.


117 Battalion, History, Origin of the black battalions
By the late 1970s the South African government had abandoned its opposition to arming black soldiers.


117 Battalion, History, Origin of the black battalions
By early 1979, the government approved a plan to form a number of regional African battalions, each with a particular ethnic identity, which would serve in their homeland or under regional SADF commands.


117 Battalion, History, Development of the Lebowa Defence Force
Two additional Northern Sotho Battalions were established, the 117 and the 118. Troops for 117 SA Battalion were recruited from the self-governing territory of Lebowa.


117 Battalion, History, Higher Command
117 Battalion initially resorted under the command of Group 45 but was eventually transferred to Group 14 at Pietersburg.


117 Battalion, History, Higher Command
The unit's HQ were situated in Soekmekaar with companies "deployed" in "steunpunte" or platoon base's throughout Lebowa. Alpha Company had its HQ in Seshego at the platoon one base, platoon two was based in Mankweng (close to the University of the North and Moria mountain of the ZCC) and platoon 3 was based in Ga-Matapo.


117 Battalion, History, Disbandment
117 Battalion was converted into a training unit around 1997 and was finally amalgamated into 3 South African Infantry Battalion as part of the new SANDF.


117 Battalion, Notes
Peled, A. A question of Loyalty Military Manpower Policy in Multiethinic States, Cornell University Press, 1998, ISBN 0-8014-3239-1 Chapter 2: South Africa: From Exclusion to Inclusion


117 Lomia
Lomia (minor planet designation: 117 Lomia) is a large main-belt asteroid that has a nearly circular orbit; the orbital eccentricity is 0.029. It was discovered by French astronomer Alphonse Borrelly on September 12, 1871, from the Marseilles Observatory. The preliminary orbital elements were published in the following year by German astronomer Friedrich Tietjen. The reason for the name is uncertain, but Lutz D. Schmadel believes it is most likely a misspelling of Lamia, the female demon of Greek mythology (the asteroid 248 Lameia is also named after this figure).


117 Lomia
Photometric observations of this asteroid in 1985 gave a light curve with a period of 9.127±0.009 hours and a brightness variation of 0.29±0.03 in magnitude. The curve is symmetrical with a single maxima and minima. This object has a spectrum that matches an XC classification; occupying the transition range between an X-type and a C-type asteroid. It has an estimated cross-section diameter of ~148 km.


117 Lomia
Eight occultations of stars by Lomia have so far been observed, between 2000 and 2018. Four of these events provided two or more chords across the asteroid, including a four-chord event in 2003.


117 Squadron (Israel)
The 117 Squadron of the Israeli Air Force, also known as the First Jet Squadron, is a training squadron for F-35I 'Adir' fighter pilots, based at Nevatim Airbase.


117 Squadron (Israel)
Before it closed in September 2020 after 67 years of service, the 117th was an F-16C fighter squadron based at Ramat David Airbase. The squadron operated Israel's first jet fighter, the Gloster Meteor, flying the T7, F8 and FR9 variants.


117 Squadron (Israel)
On 6 July 2021, Airforce Technology reported that the Israeli Air Force had re-established the 117th First Jet Squadron as a training squadron in the IAF’s F-35I ‘Adir’ division, and that it was to be based at Nevatim airbase in the Negev. Initially, the squadron would focus on training IAF pilots to operate the F-35I. The course would help pilots get accustomed to the aircraft’s parts and systems, and perform simulator flights, ground drills, and training sorties. It would also serve as a training center for the operational squadrons of the Adir Division.


117 series
The 117 series (117系, 117-kei) is a Japanese suburban electric multiple unit (EMU) train type introduced in 1979 by Japanese National Railways (JNR), and currently operated by Central Japan Railway Company (JR Central) and West Japan Railway Company (JR-West). A total of 216 cars were manufactured. When JNR was privatized and divided into the individual JR Group companies, JR Central received 72 cars, while JR-West took possession of 144.


117 series, Background, Features
The 117 series was first introduced to replace the 113 series trains that had been providing special rapid service in the Keihanshin region on the Tōkaidō Main Line and Sanyō Main Line. 113 series cars were used in this role from 1972 along with 153 series express cars that had become surplus as a result of the opening of the Sanyō Shinkansen to Okayama.


117 series, Background, Features
Although 113 series cars were run in place of 153 series cars, the two were not entirely the same; the 153s had been retrofitted with air conditioning, but their traction motors (MT46 type, producing 100 kW @ 375 V), first built in 1958, were underpowered. Also, as they were designed for express service, they had entryways which required passengers to step up onto the main floor — unsuitable during peak commuter times.


117 series, Background, Features
The 117 series addressed these issues, matched the passenger accommodation offered by competing services and provided JNR with a train designed for the transit conditions in the Keihanshin region. The interior was based on the KiHa 66/67 series DMUs being operated in the Kitakyushu region. This also marked the beginning of JNR's effort to standardize their rolling stock.


117 series, Background, Features
In 1982, 153 series trains providing the rapid service in the Nagoya area were replaced with 117 series trains which began duty on the Tokai Liner service.


117 series, Background, Configurations
The 117 series was designed to be operated in 6-car configurations, with a 2:1 ratio of powered cars to trailer cars. At the time the 117 series were being introduced, this was JNR's standard configuration. In later years, 4-car configurations with a powered car to trailer car ratio of 1:1 and 8-car configurations with a ratio of 3:1 were being used. The 117 series has no intermediate trailer cars.


117 series, Construction
On September 12, 1979, the first six-car set emerged from Kawasaki Heavy Industries' Hyogo Works. The sets' completion dates and manufacturers are as follows:


117 series, Construction, Car body
The 117 series trains have 20 meter long corrosion-resistant steel bodies with two sets of semi-automatic sliding double doors per side (Nagoya-area cars have fully automatic doors). The 117 features a built-in classification headboard directly below the windshield's center post.


117 series, Construction, Car body
The 117's original livery was cream with a thin, horizontal maroon band below the windows.


117 series, Construction, Car body
All 117 series cars were originally equipped with reversible transverse seats, but lacked strap hangers. The interior had wood trim intended to set the 117 apart from other suburban trains. The cars feature flat ceilings joined to the walls and an angled panel above the luggage rack.


117 series, Construction, Car body
Air conditioning was via JNR's standard AU75B and AU75C units situated in the center of the roof (42,000 kcal/h. B is used on trailer cars with driver's station, C on powered cars. 100 sub-series cars were upgraded to AU75E).


117 series, Construction, Major components, Traction motors
The 117 series uses type MT54D traction motors (rated at 120 kW @ 375 V). It was also used in 113 series trains. The 117 also had JNR's standard final drive ratio, 4.82:1. Having the same acceleration rate as the 113 series and 115 series, 6-car sets with four powered and two trailer cars were not quite as powerful as those in use in comparable services by competing private railways. The difference in 4-car sets with only two powered cars was even more pronounced.


117 series, Construction, Major components, Train control
Equipped with the CS43A control gear also in use on the 381 series and 417 series, the 117 series included a retarder to maintain speed on an incline. While the CS12 control gear in the 113 series and 153 series and the CS15 control gear in the 115 series and 165 series had been improved to provide smoother acceleration, the CS43A, which was brand new at the time, was chosen.


117 series, Construction, Major components, Bogies
Two types of bogies were considered for the 117 series before a third was chosen. The high-speed DT24 air spring bogies from the 153 series were considered but passed over, as were the DT21 coil spring trucks, standard at the time. Ultimately, the 117 series was equipped with DT32E bogies on the powered cars and TR69H bogies on the trailers.


117 series, Construction, Major components, Pantograph
The 117 series uses the standard PS16 pantograph, however for resistance to the effects of cold weather conditions and snow encountered when running on the Kosei Line, the PS16J variant is used.


117 series, Construction, Major components, Couplers
Standard JNR Shibata-type couplers are used on the 117 series, but like on the 153 series, automatic electrical couplers were added to ease lash-up operations when creating 12-car sets for rush hour. Based on the success of this equipment, 221 series and 223 series were similarly equipped.


117 series, Variants, 0 subseries
From 1979 until 1980, 21 6-car sets were produced for a total of 126 individual cars. Dispatched from Miyahara Depot and assigned to rapid and special rapid service, these were used to replace 153 series and 165 series trains.


117 series, Variants, 0 subseries
In 1982, nine 6-car sets entered service in the Nagoya area. These were assigned to Ōgaki Depot.


117 series, Variants, 100 and 200 subseries
In the timetable effective November 1, 1986, just before the April 1987 privatization of JNR, the frequency of special rapid services in the Keihanshin region increased, and 6-car sets in the Nagoya area were shortened to four cars. It had been four years since any modifications were made, and around this time improvements were made to all aspects of the trains. The most significant changes were:


117 series, Operations
From the time of their construction until the privatization of JNR, the 117 series were the workhorses of the Keihanshin and Nagoya regions' rapid and special rapid services.


117 series, Operations
Following privatization, JR-West kept the cars used in the Keihanshin region while JR Central kept those used in Nagoya. Each railway's use of their 117 series trains is explained below.


117 series, Operations, JR-West, From special rapid service to withdrawal and reassignment
After the arrival of the 221 series in the Keihanshin region, the maximum speed of special rapid trains was increased to 115 km/h (71 mph) as of the March 10, 1990, timetable. That year, all 117 series cars underwent improvement to their brakes to accommodate this new operating speed. As new 221 series cars entered service, there was an excess of 117 cars, and as the speed of most special rapid services was further increased to 120 km/h (75 mph), 117s were reassigned to other lines.


117 series, Operations, JR-West, From special rapid service to withdrawal and reassignment
The 300 subseries entered service on the Fukuchiyama Line, while shortened consists began running on the Nara Line, Kosei Line, Kusatsu Line, and on the Sanyō Main Line in the Okayama area on the Sunliner service. Cars which became surplus due to the use of shorter configurations were converted into the 115 series 3500 subseries. This was the first reduction in the number of 117 series cars.


117 series, Operations, JR-West, From special rapid service to withdrawal and reassignment
117 series cars retained in special rapid service were used only in early morning and late night runs because of their 115 km/h limit and door configuration. With the appearance of the 223 series in the May 11, 1999, timetable, capable of operating at 130 km/h (81 mph) between Nishi-Akashi and Kusatsu, 117 series trains were withdrawn from special rapid service. A year later, 221 series cars were also removed from this service.


117 series, Operations, JR-West, From special rapid service to withdrawal and reassignment
In 2000, due to use of the newer 221 series, some 117 series trains were withdrawn from Tambaji rapid service on the Fukuchiyama Line and reassigned to Hineno Depot for operation on the Wakayama Line. Again in 2001, 117 series cars were replaced by 221 series units on Miyako rapid service on the Nara Line. In 2005, 100 subseries intermediate cars were reassigned to the Shimonoseki Administrative Office, and later two sets of 300 subseries trains were also sent there to operate in the region on the Sanyō Main Line.


117 series, Operations, JR-West, Upgrade to 300 sub-series
Having been displaced by the newer 221 series, from 1990 many of 117 series cars had been transferred to the Fukuchiyama Line. These cars retained their original numbers, but had 300 appended to them. Through 1992, 1993, and 1995, a total of 58 cars were refurbished and reassigned to JR-West's Miyahara Depot.


117 series, Operations, JR-West, Upgrade to 300 sub-series
In order to increase the capacity of the cars and make boarding and alighting easier, transverse seating immediately inside the doors was converted to longitudinal seating. This helped to reduce the problem of rush hour trains being delayed due to the time needed for passengers to board and alight. Brakes were augmented, and the livery associated with the Fukuchiyama Line, white with green striping, appeared.


117 series, Operations, JR-West, Upgrade to 300 sub-series
However, these modifications did not entirely solve the problems with passenger mobility during rush hour, and as a result, the 117-300s were used on outgoing services (bound for Fukuchiyama) and off-peak services. From April 2000, two 4-car sets were dispatched from Hineno Depot for operation on the Wakayama Line and the Kisei Main Line.


117 series, Operations, JR-West, Upgrade to 300 sub-series
Sets which remained on the Fukuchiyama Line until the series' complete withdrawal from the line are now assigned to Kyoto Depot for operation on the Sanin Main Line (Sagano Line), Kosei Line, and Kusatsu Line. Some sets have ATS-P train control on board, others have MoHa cars made surplus by the creation of the shorter 100 sub-series sets.


117 series, Operations, JR-West, Reassignment to the Okayama Area
In 1992, six 4-car sets were reassigned to Okayama Depot. At this time, the lavatories were upgraded and the Sunliner livery appeared, and some of these sets operated at speeds of 115 km/h (70 mph). In 1999, fare collection boxes were installed to support driver-only operation without a conductor on board. These consists were designated as:


117 series, Operations, JR-West, Reassignment to the Okayama Area
Later, three 4-car sets were borrowed from the Miyahara Depot and designated E11, E12, and E13. These were used in the region on local services and also served as the primary units for Sunliner rapid service. These were run as far north as the Yonago area for special services during periods of high ridership. 100 sub-series cars at the Okayama Depot without upgraded lavatories were mothballed at the Gotō Depot in Yonago until reassignment to Shimonoseki in October 2005.


117 series, Operations, JR-West, Reassignment to Kisei Main Line and Wakayama Line
In March 2000, two 4-car sets of 300 sub-series trains were reassigned to Hineno Depot for operation on the Wakayama Line. These sets were classified as G801 and G802. Until the reassignment, 113 series trains (sets G416 and G417) in the Shōnan green/orange livery were used for the line's morning rush services.


117 series, Operations, JR-West, Reassignment to Kisei Main Line and Wakayama Line
In March 2001, the 117 series trains assigned to Miyahara Depot were removed from the Nara Line's Miyakoji rapid service. One 6-car set from Miyahara Depot was reassigned to Hineno Depot as G803 and used to replace 113 series units out of service for inspection. In December of the same year, two surplus 300 subseries end cars and two MoHa units not in the G803 set were modified for driver-only operation and painted ocean green with a lavender stripe. These entered service as G804 in January 2002. Subsequently, all 117 sets received the same treatment.


117 series, Operations, JR-West, Reassignment to Kisei Main Line and Wakayama Line
In March 2002, Miyahara Depot's 4-car set C12 was returned from Shimonoseki to Hineno, and the inventory of five 4-car sets was complete. At this time, the operating area of the Hineno Depot 117s was enlarged on the Hanwa Line from Hineno Station to Wakayama Station, and on the Kisei Main Line from Wakayama Station to Kii-Tanabe Station.


117 series, Operations, JR-West, Reassignment to Kisei Main Line and Wakayama Line
In November 2002, after reassignment to Shin-Wakayama Depot, they were removed from service on the Hanwa Line and on the Kisei Main Line between Gobo and Kii-Tanabe. In August 2008, they were transferred back to Hineno Depot and are currently operating on the Wakayama Line.


117 series, Operations, JR Central
Immediately after the privatization of JNR, the 117 series was JR Central's primary workhorse. However, replacement on the western Chūō West Line by the then-new 211-5000 series cars began in 1988, and all 117 series cars were reassigned to Ōgaki Depot. On the Tōkaidō Main Line, the 117 series was replaced on special rapid service by the 313 series. The maximum operating speed on the Tōkaidō Line was raised to 120 km/h in 1999.


117 series, Operations, JR Central
Interiors had longitudinal seats installed at the ends of the cars and directly behind the driver's cab.


117 series, Operations, JR Central
From October 2006, midday operation between Ōgaki and Maibara made up the majority of the 117 series' use by JR Central. From March 2008, departures from Okazaki Station on special rapid service increased.


117 series, Operations, JR Central
From about 1999, all cars appeared in a simplified version of their previous livery. A single, thick orange stripe below the windows replaced a thin stripe on the rain gutter along the sides of the roof, a thick orange band below the windows, and a thin orange band immediately below that. The headboard, which originally had "Rapid" written in yellow on a white background, had a black border added to its lettering to improve legibility.


117 series, Operations, JR Central
The remaining 117 series sets operated by JR Central were withdrawn from regular services by spring 2013, with the exception of the Joyful Train Train117 trainset.


117 series, Livery variations
In February 2016, Okayama-based four-car Sun Liner set E-04 received a special "mt x Sun Liner" livery with a decorative masking tape motif. It is scheduled to carry this livery until the end of June 2016.


117 series, Preserved examples
Preserved 117 series cars at the SCMaglev and Railway Park in April 2013


117-117a Gloucester Street, The Rocks
117-117a Gloucester Street, The Rocks is a heritage-listed terrace houses located in the Long's Lane Precinct at 117-117a Gloucester Street, in the inner city Sydney suburb of The Rocks in the City of Sydney local government area of New South Wales, Australia. It was designed by W. Foggitt and built from 1912 to 1915. It is also known as Longs Lane Terraces/Precinct (Long's). The property is owned by Property NSW, an agency of the Government of New South Wales. It was added to the New South Wales State Heritage Register on 10 May 2002.


117-117a Gloucester Street, The Rocks, History
The formalisation of land claims in The Rocks commenced with grants made by Governor Darling in 1829 and continued for close to two decades. Allotment 21 of section 74 was formally granted to John Terry Hughes in January 1839.


117-117a Gloucester Street, The Rocks, History
In 1848, William Todd, on behalf of George Cooper Turner and Oswald Bloxsome, purchased the allotment. In turn Bloxsome and Thomas Iceton subdivided the land in 1853. Upon this subdivision Richard Wilde, a publican, purchased lots 7, 8, 9 and 10 for just over £2400.


117-117a Gloucester Street, The Rocks, History
Maps drawn between 1823 and 1842 show an L-shaped structure on Allotment 21 to the south of the study area, which was demolished by 1850. In its place was constructed a single-storey, two-roomed iron building, owned by Richard Wilde, the publican who owned the Erin Go Bragh hotel to the west (fronting Cumberland Street), and occupied by various tenants between 1861 and 1871. This structure again was to the south of the study area. The study area itself remained vacant apart from an iron shed, single storey with two rooms.


117-117a Gloucester Street, The Rocks, History
A decade later the structure had been replaced by a pair of shops with four rooms. This building was later noted in the Rate Assessment Books as stables. In October 1872 Richard Wilde defaulted on a mortgage held by Faulkner Hope Bartlett, and was forced to sell the property for the sum of £1850. The new owner was noted as Robert Read Hickson.


117-117a Gloucester Street, The Rocks, History
Despite the presence of the stables in 1881, the property throughout this period and into the early twentieth century would more accurately be characterised as vacant land. A map from 1887 records an extensive yard on the property, probably part of stables owned by cab proprietor Patrick Mahoney, from 1885 to 1902, who rented the house from 1882 until 1902. Following an outbreak of the plague in Sydney and The Rocks the NSW government, under The Rocks Resumption Act (1901), resumed the area, which was barricaded to prevent further spread of infection. Some buildings were demolished, and from 1912 the NSW Housing Board began to construct housing in the vacant blocks of land in The Rocks.


117-117a Gloucester Street, The Rocks, History
The Housing Board, founded under the Housing Act 1912, was the first such agency in the state devoted to the construction of public housing. The Board acquired land upon which buildings were constructed to be leased to "persons qualified under the Act" for business or residential purposes. The Housing Board examined public housing initiatives in the UK and Europe, and incorporated those ideas in constructing tenement dwellings in The Rocks. From 1912, the Housing Board built some 30 units in one development along Gloucester, Cumberland and Little Essex streets.


117-117a Gloucester Street, The Rocks, History
In addition to housing, the Board also sought to ensure a mix of housing, corner shops, pubs and the like in the area. The new terraces, including 117 Gloucester Street, were built by J. H. Thompson of Bondi to the design of Board architect W. Foggitt. The first tenant of the new house at No. 117 (now numbered as 119 Gloucester Street) was Charles Smith, of unknown occupation, who lived in the house from 1915 until at least 1932.


117-117a Gloucester Street, The Rocks, History
Of this large Housing Board development, only the northern units remain: the subject building at 117 Gloucester Street, and the building at 140-142 Cumberland Street. No. 117 demonstrates the typical Housing Board plan form, providing outdoor spaces in balconies, rear yards and roof top terraces. Parts of the Gloucester / Essex / Cumberland Streets Housing Board development were demolished in the 1920s to make way for the approaches to the Sydney Harbour Bridge. The remainder of the development was demolished with the construction of the Cahill Expressway in the 1950s to make way for the new freeway.


117-117a Gloucester Street, The Rocks, History
No. 117 continued to be tenanted through the 1970s. The last house was vacated in the 1980s when the house was boarded up. Subsequently, squatters occupied the building. Many fixtures were stolen or demolished during this period, perhaps as a result of boom in house renovations elsewhere in the inner city.


117-117a Gloucester Street, The Rocks, History
Between 1994 and 1995, an extensive programme of conservation works were carried out on the building. The work comprised stabilisation, restoration of the front façade and roofs, cutting in damp proof courses, and construction of new floors. Joinery, plastering, and other surface finishes were reconstructed on the basis of surviving original fabric. The house is now divided into two separate units which are privately leased to tenants.


117-117a Gloucester Street, The Rocks, Description
117-117A (described as 117-119 Gloucester Street in Conservation Plan by Clive Lucas, Stapleton & Partners and 119-119A Gloucester Street in SCA's Building Data Sheet) Gloucester Street is a part of the Long's Lane Precinct. Long's Lane is a cluster of nineteenth and early-twentieth houses, rear yards, and laneways between Gloucester and Cumberland Streets. 117 Gloucester Street is the only extant example in Gloucester Street of the NSW Government Housing Board redevelopment of the block bounded by Little Essex (now demolished), Cumberland and Gloucester Streets. All the original planning and much of the original architectural detail of this building is intact.


117-117a Gloucester Street, The Rocks, Description
The architectural quality of Gloucester Building, although still significant and sympathetic, has been reduced by the demolition of the Little Essex Street block. A striking feature about the design of this building is extensive structural use of reinforced concrete, and the use of cement in moulding details such as skirtings and cornices. This would appear to be an early example of the use of this technology.


117-117a Gloucester Street, The Rocks, Description
Style: Edwardian / Australian Federation; Storeys: Three; Roof Cladding: Iron.


117-117a Gloucester Street, The Rocks, Description, Condition
As at 28 September 2001, Archaeology Assessment Condition: Partly disturbed. Assessment Basis: Archaeological excavation (1994) involved the removal of occupation deposits from the kitchens of 113-115, dating from 1881 to c. 1930s. Deposits in the rest of the properties were untouched with the exception of 300x300 excavations in the centres of each of the four main ground floor rooms in 113-115 for the construction of floor supports. All services were surface mounted beneath floor joists to avoid disturbance of potential archaeological remains. An existing service trench in 117 was re-excavated and utilised for the same purpose. Pre 1912 deposits in 117 untouched. Investigation: Historical research and assessment of archaeology. Partly disturbed.


117-117a Gloucester Street, The Rocks, Heritage listing
117-117a Gloucester Street, The Rocks was listed on the New South Wales State Heritage Register on 10 May 2002 having satisfied the following criteria.


117-117a Gloucester Street, The Rocks, Heritage listing
The place is important in demonstrating the course, or pattern, of cultural or natural history in New South Wales.


117-117a Gloucester Street, The Rocks, Heritage listing
117 Gloucester Street is historically significant as a key component in demonstrating the evolution of the Long's Lane precinct, which is a unique ensemble in The Rocks of 19th and early 20th century residential buildings, laneways, and rear yards. 117 Gloucester Street is of historical significance in its own right as one of two surviving fragments remaining from a large public housing scheme fronting Gloucester, Cumberland, and Little Essex Streets. (The second fragment is at 140-142 Cumberland Street.)


117-117a Gloucester Street, The Rocks, Heritage listing
The scheme was carried out by the NSW Housing Board, the first agency in NSW to be established solely for the purpose of building and managing public housing. The Housing Board's work in The Rocks reflects the increasing role played by government in the welfare of citizens in the early 20th century. The history of 117 Gloucester Street's decline into dereliction, and the occupation of the building by squatters prior to the conservation works of the early 1990s reflect the changing social context of The Rocks over the course of the 20th century. The decision of the State government to restore the building for residential (rather than commercial) purposes demonstrates the prevailing political will and public funding dedicated to the conservation of heritage in the post-Green Bans period in The Rocks. 117 Gloucester Street meets this criterion on the State level.


117-117a Gloucester Street, The Rocks, Heritage listing
The place has a strong or special association with a person, or group of persons, of importance of cultural or natural history of New South Wales's history.


117-117a Gloucester Street, The Rocks, Heritage listing
117 Gloucester Street is significant as one of a small number of buildings constructed under the Housing Act of 1912 by the NSW Housing Board, the first agency to be established in NSW to deal directly with the provision of public housing. 117 Gloucester Street does not meet this criterion on either a local or State level.


117-117a Gloucester Street, The Rocks, Heritage listing
The place is important in demonstrating aesthetic characteristics and/or a high degree of creative or technical achievement in New South Wales.


117-117a Gloucester Street, The Rocks, Heritage listing
117 Gloucester Street is of aesthetic significance in showing the Edwardian / Australian Federation architectural style as it was applied to a new building type in the early 20th century. While drawing on public housing models from Europe and the UK, the design of the building emphasises its Australian location in the provision of verandahs and flat roof terraces, the predominant use of structural timber in the verandahs, and the use of Australian motifs such as the waratah incorporated into the plaster vents.


117-117a Gloucester Street, The Rocks, Heritage listing
The aesthetic value of the building has been revealed and can now be better understood through reconstruction and conservation. 117 Gloucester Street makes a substantial contribution to the streetscape significance of The Rocks, particularly in complementing the terraced character of Gloucester Street (including the Jobbins Building at 103-111 Gloucester Street, the terrace houses at 113-115 Gloucester Street, the Edwardian Cottages at 46-56 Gloucester Street, Susannah Place at 58-64 Gloucester Street, and Baker's Terrace at 66-72 Gloucester Street). 117 Gloucester Street makes a substantial contribution to the aesthetic significance of the Long's Lane Precinct as an ensemble of 19th and early 20th century buildings, associated laneways, and rear yards. 117 Gloucester Street meets this criterion on the State level.


117-117a Gloucester Street, The Rocks, Heritage listing
The place has a strong or special association with a particular community or cultural group in New South Wales for social, cultural or spiritual reasons.


117-117a Gloucester Street, The Rocks, Heritage listing
As part of The Rocks area, 117 Gloucester Street is likely to be held in some esteem by the individuals and groups who are interested in Sydney's history and heritage, however, this esteem does not meet the threshold to be described as significant for this criterion. 117 Gloucester Street does not meet this criterion on either the local or State level.


117-117a Gloucester Street, The Rocks, Heritage listing
The place has potential to yield information that will contribute to an understanding of the cultural or natural history of New South Wales.


117-117a Gloucester Street, The Rocks, Heritage listing
117 Gloucester Street is a valuable example of the prevailing architectural style as it was applied to a new building type in the first decades of the 20th century, and has the potential to contribute substantially to the understanding of the evolution of housing, in particular public housing constructed by government agencies, in NSW. The archaeological resource at 117 Gloucester Street is of potential research significance complementing the findings of previous archaeological investigations of adjacent sites in order to form a valuable resource for understanding early life in The Rocks area, and in particular the Long's Lane precinct. 117 Gloucester Street is of some technical significance as an example of "academic" conservation work in which reconstructed fabric was strictly based on extant material and constructed in a traditional manner. 117 Gloucester Street meets this criterion on the State level.


117-117a Gloucester Street, The Rocks, Heritage listing
The place possesses uncommon, rare or endangered aspects of the cultural or natural history of New South Wales.


117-117a Gloucester Street, The Rocks, Heritage listing
117 Gloucester Street is one remnant of a much larger development which was demolished in the mid-20th century. Together with 140-142 Cumberland Street and 46-56 Gloucester Street, the building forms a very small group of buildings constructed for public housing by the NSW Housing Board during its existence, between 1912 and 1924. The Long's Lane Precinct is of significance as an ensemble of 19th and early 20th century buildings, associated laneways, and rear yards which is rare (probably unique) in the Sydney region and NSW.


117-117a Gloucester Street, The Rocks, Heritage listing
117 Gloucester Street meets this criterion on the local level. The Long's Lane precinct meets this criterion on the State level.


117-117a Gloucester Street, The Rocks, Heritage listing
The place is important in demonstrating the principal characteristics of a class of cultural or natural places/environments in New South Wales.


117-117a Gloucester Street, The Rocks, Heritage listing
117 Gloucester Street is a good representative example of early 20th century tenement housing within the context of the Long's Lane precinct, itself a significant area in demonstrating the 19th century townscape of The Rocks, complete with intact rear yards and laneways. 117 Gloucester Street meets this criterion on the local level. The Long's Lane precinct meets this criterion on the State level.


117-117a Gloucester Street, The Rocks, References, Attribution
This Wikipedia article was originally based on , entry number 1598 in the New South Wales State Heritage Register published by the State of New South Wales and Office of Environment and Heritage 2018 under  , accessed on 14 October 2018.


1170
Year 1170 (MCLXX) was a common year starting on Thursday (link will display the full calendar) of the Julian calendar.


1170 AM
The following radio stations broadcast on AM frequency 1170 kHz: 1170 AM is a United States clear-channel frequency. Class A status is shared by three stations:  KTSB Tulsa, Oklahoma, WWVA Wheeling, West Virginia and KJNP in North Pole, Alaska.


1170 Siva
1170 Siva, provisional designation 1930 SQ, is a stony Phocaea asteroid and large Mars-crosser from the innermost regions of the asteroid belt, approximately 10 kilometers in diameter. It was discovered on 29 September 1930, by Belgian astronomer Eugène Delporte at Uccle Observatory in Belgium, and later named after the Hindu deity Shiva.


1170 Siva, Orbit and classification
Siva is a Mars-crossing asteroid, as it crosses the orbit of Mars at 1.666 AU. It is also a member of the Phocaea family (701). It orbits the Sun at a distance of 1.6–3.0 AU once every 3 years and 7 months (1,296 days). Its orbit has an eccentricity of 0.30 and an inclination of 22° with respect to the ecliptic. Siva was first observed at the Japanese Kwasan Observatory, 3 days prior to is discovery. The body's observation arc begins at Uccle, two weeks after its official discovery observation.


1170 Siva, Naming
This minor planet is named after Shiva, a Hindu deity often depicted with a third eye on his forehead and with a snake around his neck. Naming citation was first mentioned in The Names of the Minor Planets by Paul Herget in 1955 (H 109).


1170 Siva, Physical characteristics
In the Tholen taxonomy, Siva is a stony S-type asteroid.


1170 Siva, Physical characteristics, Rotation period
Only fragmentary lightcurves of Siva have been obtained since 2001. They gave a rotation period between 3.5 and 5.22 hours with a small change in brightness of 0.04 to 0.1 magnitude (U=1/n.a./1). As of 2017, no secure period has been published.


1170 Siva, Physical characteristics, Diameter and albedo
According to the surveys carried out by the Infrared Astronomical Satellite IRAS, the Japanese Akari satellite, and NASA's Wide-field Infrared Survey Explorer with its subsequent NEOWISE mission, Siva measures between 7.68 and 12.13 kilometers in diameter, and its surface has an albedo between 0.128 and 0.40. The Collaborative Asteroid Lightcurve Link adopts the results obtained by IRAS, that is, an albedo of 0.1751 and a diameter of 10.37 kilometers with an absolute magnitude of 12.43. Siva belongs to the brightest known Mars-crossers.


1170 Syria earthquake
The 1170 Syria earthquake was one of the largest earthquakes to hit Syria. It occurred early in the morning of 29 June 1170. It formed part of a sequence of large earthquakes that propagated southwards along the Dead Sea Transform, starting with the 1138 Aleppo earthquake, continuing with the 1157 Hama, 1170 and 1202 Syria events. The estimated magnitude is 7.7 on the moment magnitude scale, with the maximum intensity of X (extreme) on the Mercalli intensity scale.


1170 Syria earthquake, Tectonic setting
Western Syria lies across the boundary between the African Plate and the Arabian Plate, which consists of the various segments of the Dead Sea Transform. The main strand passing through the Lebanon restraining bend is the Yammouneh Fault, which was responsible for the 1202 earthquake. To the north of this is the Missyaf Fault (or Ghab Fault), which continues up to the Ghab Basin. One earlier earthquake has been identified on this fault segment, the 115 Antioch earthquake. The Missyaf Fault is considered the most likely structure responsible for the 1170 event. The lack of any later major earthquakes on this segment suggests that one is now overdue.


1170 Syria earthquake, Earthquake
Due to the size of the area affected and the damage it caused, this earthquake is recorded in many contemporary accounts and appears in many more recent catalogues. There has been some confusion over the date, but there is a consensus now that it occurred on 29 June 1170. There is some uncertainty over the location of the epicentre and even whether it was two shocks or just one. The most likely location is on the Missraf segment of the Dead Sea Transform and the single earthquake appears most consistent with contemporary accounts. This implies a large area with high intensity of shaking and this has been used to suggest that the rupture was about 126 km long, involving more than just the Missraf segment, and that the magnitude was about 7.7 Mw .


1170 Syria earthquake, Earthquake
Several foreshocks were reported and the aftershocks sequence lasted for three months.


1170 Syria earthquake, Damage
Severe damage was widespread from Antioch in the north to Tripoli and Baalbek in the south. Several places that had been badly damaged by the 1157 Hama earthquake, suffered again, such as Hama, Aleppo and Antioch.


1170 Syria earthquake, Damage
The fortress of Krak des Chevaliers (Hisn al‐Akrad) was badly damaged by the earthquake. Although the extent of the damage is unclear (one source says that no traces of the walls were left), the castle underwent major rebuilding in subsequent years.


1170 in Ireland
This is the current revision of this page, as edited by InternetArchiveBot (talk | contribs) at 20:57, 17 November 2019 (Bluelink 1 book for verifiability.) #IABot (v2.0) (GreenC bot). The present address (URL) is a permanent link to this version.


1170s
The 1170s was a decade of the Julian Calendar which began on January 1, 1170, and ended on December 31, 1179.


1170s BC
The 1170s BC is a decade which lasted from 1179 BC to 1170 BC.


1170s in art
The decade of the 1170s in art involved some significant events.


1170s in poetry
Nationality words link to articles with information on the nation's poetry or literature (for instance, Irish or France).


1170s in poetry, Births
Death years link to the corresponding "[year] in poetry" article. There are conflicting or unreliable sources for the birth years of many people born in this period; where sources conflict, the poet is listed again and the conflict is noted:


1170s in poetry, Deaths
Birth years link to the corresponding "[year] in poetry" article:


1171
Year 1171 (MCLXXI) was a common year starting on Friday (link will display the full calendar) of the Julian calendar.


1171 Rusthawelia
1171 Rusthawelia, provisional designation 1930 TA, is a large and dark background asteroid, approximately 72 kilometers (45 miles) in diameter, located in the outer regions of the asteroid belt. It was discovered on 3 October 1930, by Belgian astronomer Sylvain Arend at the Royal Observatory of Belgium in Uccle, and was an unnoticed rediscovery of a lost minor planet then known as "Adelaide". As the asteroid was already named for Georgian poet Shota Rustaveli when the rediscovery was realized, its former designation was given to another asteroid instead, which is now known as 525 Adelaide. Rusthawelia is a primitive P-type asteroid and has a rotation period of 11 hours.


1171 Rusthawelia, Unnoticed rediscovery of lost asteroid
When Arend discovered Rusthawelia in 1930, it was not realized that he rediscovered the long-lost asteroid "525 Adelaide". It was already discovered 26 years earlier as A904 EB by German astronomer Max Wolf at Heidelberg Observatory in March 1904, who observed it for a short time during the discovery opposition before it became lost. Only decades later, in 1958, it was shown by French astronomer André Patry that both asteroid's discovered by Wolf and Arend were one and the same (M.P.C. 1831). It was then decided that this asteroid retains the number–name designation "1171 Rusthawelia", while 525 Adelaide was vacated and given to another asteroid (which was the object 1908 EKa, discovered by Joel Hastings Metcalf).


1171 Rusthawelia, Unnoticed rediscovery of lost asteroid
Another confusion occurred in 1929, one year before Arend's discovery, when American astronomer Anne Sewell Young thought to have found long-lost "Adelide", when in fact she mistook the asteroid for comet 31P/Schwassmann–Wachmann that had a very similar orbital eccentricity.


1171 Rusthawelia, Orbit and classification
Rusthawelia is a non-family asteroid from the main belt's background population. It orbits the Sun in the outer main-belt at a distance of 2.6–3.8 AU once every 5 years and 8 months (2,079 days; semi-major axis of 3.19 AU). Its orbit has an eccentricity of 0.19 and an inclination of 3° with respect to the ecliptic. The body's observation arc begins as A904 EB at Heidelberg in March 1904, when it was discovered by Max Wolf (see above).


1171 Rusthawelia, Naming
This minor planet was named for medieval Georgian poet Shota Rustaveli (შოთა რუსთაველი, c. 1160 – after c. 1220). The official naming citation was mentioned in The Names of the Minor Planets by Paul Herget in 1955 (H 109).


1171 Rusthawelia, Physical characteristics
Rusthawelia is a dark and primitive P-type asteroid, as characterized by the Wide-field Infrared Survey Explorer (WISE), and classified by Tholen.


1171 Rusthawelia, Physical characteristics, Rotation period
In October and November 2003, two rotational lightcurves of Rusthawelia were obtained from photometric observations by John Menke at his observatory in Barnesville, Maryland, and by a group of American astronomers. Lightcurve analysis gave a well-defined rotation period of 10.80 and 10.98 hours and a brightness variation of 0.31 and 0.26 magnitude, respectively (U=3/3). A third, concurring period of 11.013 hours with an amplitude of 0.26 magnitude was obtained by French amateur astronomer René Roy in February 2005 (U=3).


1171 Rusthawelia, Physical characteristics, Diameter and albedo
According to the surveys carried out by the Infrared Astronomical Satellite IRAS, the Japanese Akari satellite and the NEOWISE mission of NASA's WISE telescope, Rusthawelia measures between 68.67 and 82.23 kilometers in diameter and its surface has an albedo between 0.029 and 0.04. The Collaborative Asteroid Lightcurve Link adopts the results obtained by IRAS, that is, an albedo of 0.0394 and a diameter of 70.13 kilometers based on an absolute magnitude of 9.90.


11714 Mikebrown
11714 Mikebrown, provisional designation 1998 HQ51, is a stony background asteroid from the central region of the asteroid belt, approximately 4.5 kilometers (2.8 miles) in diameter. It was discovered on 28 April 1998, by astronomers of the Lowell Observatory Near-Earth Object Search (LONEOS) at the U.S. Anderson Mesa Station near Flagstaff, Arizona, and later named after American astronomer Michael Brown.


11714 Mikebrown, Orbit and classification
Mikebrown is a non-family asteroid from the main belt's background population. It orbits the Sun in the central main-belt at a distance of 2.0–3.4 AU once every 4 years and 4 months (1,596 days). Its orbit has an eccentricity of 0.26 and an inclination of 3° with respect to the ecliptic.


11714 Mikebrown, Orbit and classification
On 15 May 2012, Mikebrown came within about 14.8 Gm (0.099 AU) of asteroid 625 Xenia.


11714 Mikebrown, Orbit and classification
It was first observed as 1977 RX8 Palomar Observatory in 1977, extending the body's observation arc by 21 years prior to its official discovery observation at Anderson Mesa.


11714 Mikebrown, Naming
This minor planet was named after American astronomer Michael E. Brown (born 1965), a professor of astronomy at Caltech in California, and best known for his discoveries of trans-Neptunian objects, in particular the dwarf planet 136199 Eris. The official naming citation was published on 24 July 2002 (M.P.C. 46104).


11714 Mikebrown, Physical characteristics
According to the survey carried out by NASA's Wide-field Infrared Survey Explorer with its subsequent NEOWISE mission, Mikebrown measures 4.451 kilometers in diameter and its surface has an albedo of 0.246, which is typical for stony S-type asteroids.


11714 Mikebrown, Physical characteristics
It has an absolute magnitude of 14.1. As of 2017, no rotational lightcurve of Mikebrown has been obtained from photometric observations, and the body's rotation period and shape remains unknown.


1172
Year 1172 (MCLXXII) was a leap year starting on Saturday (link will display the full calendar) of the Julian calendar.


1172 Äneas
1172 Äneas /ɪˈniːəs/ is a large Jupiter trojan from the Trojan camp, approximately 140 kilometers (90 miles) in diameter. It was discovered on 17 October 1930, by astronomer Karl Reinmuth at the Heidelberg Observatory in southwest Germany. The dark D-type asteroid is one of the largest Jupiter trojans and has a rotation period of 8.7 hours. It is named after the Trojan prince Aeneas, from Greek mythology.


1172 Äneas, Orbit and classification
Äneas is located in the L5 Lagrangian point, 60° behind Jupiter in the so-called Trojan camp, orbiting in a 1:1 resonance (see Trojans in astronomy). It is also a non-family asteroid of the Jovian background population.


1172 Äneas, Orbit and classification
It orbits the Sun at a distance of 4.7–5.8 AU once every 11 years and 11 months (4,354 days; semi-major axis of 5.22 AU). Its orbit has an eccentricity of 0.10 and an inclination of 17° with respect to the ecliptic. The body's observation arc begins with its official discovery observation at Heidelberg in October 1930.


1172 Äneas, Naming
This minor planet was named after the Trojan hero Aeneas from Greek mythology. He is the son of goddess Aphrodite and Anchises of after whom 1173 Anchises was named. The official naming was mentioned in The Names of the Minor Planets by Paul Herget in 1955 (H 109).


1172 Äneas, Physical characteristics, Rotation period
Several rotational lightcurves of Äneas have been obtained since the first photometric observations by William Hartmann in 1988, that gave a period of 8.33 hours, and by Stefano Mottola and Anders Erikson in 1993, using the ESO 1-metre telescope at La Silla Observatory in Chile. Lightcurve analysis gave a rotation period of 8.708±0.009 hours with a brightness variation of 0.27±0.01 magnitude (U=3).


1172 Äneas, Physical characteristics, Rotation period
In July and August 2008, Susan Lederer at CTIO in Chile, and Robert Stephens at the Goat Mountain Astronomical Research Station (G79) in California, determined a well-defined period of 8.705±0.005 h with an amplitude 0.20 magnitude (U=3). Follow-up observations during 2015–2017 by Robert Stephens and Daniel Coley at the Center for Solar System Studies gave three concurring periods of 8.701, 8.681 and 8.7 hours with an amplitude of 0.62, 0.40 and 0.21 magnitude, respectively (U=3/3/3), while in August 2011, Pierre Antonini reported a period of 11.8 hours based on a fragmentary lightcurve (U=2-).


1172 Äneas, Physical characteristics, Diameter and albedo
According to the surveys carried out by the Infrared Astronomical Satellite IRAS, the Japanese Akari satellite and the NEOWISE mission of NASA's Wide-field Infrared Survey Explorer, Äneas measures between 118.02 and 148.66 kilometers in diameter – making it anywhere from the 8th to 4th largest Jupiter trojan – determined from a common absolute magnitude of 8.33 and a surface albedo between 0.037 and 0.059. The Collaborative Asteroid Lightcurve Link adopts the results obtained by IRAS, that is, an albedo of 0.0403 and a diameter of 142.82 kilometers based on an absolute magnitude of 8.33.


1172 Äneas, Physical characteristics, Diameter and albedo
Note: missing data was completed with figures from the JPL SBDB () and from the LCDB () for the WISE/NEOWISE and SIMPS catalogs, respectively. These figures are given in italics. Also, listing is incomplete above #100.


1172 Äneas, Physical characteristics, Spectral type
In the Tholen and Barucci classification, Äneas is a dark D-type asteroid, while in the Tedesco classification is as D/P-type asteroid. Its high V–I color index of 0.99 is typical for D-types.


1173
Year 1173 (MCLXXIII) was a common year starting on Monday (link will display the full calendar) of the Julian calendar.


1173 Anchises
1173 Anchises /æŋˈkaɪsiːz/ is an unusually elongated Jupiter Trojan from the Trojan camp, approximately 124 kilometers (77 miles) in diameter. It was discovered on 17 October 1930, by German astronomer Karl Reinmuth at the Heidelberg Observatory in southwest Germany, and was the 9th such body to be discovered. The primitive P-type asteroid belongs to the largest Jupiter trojans, has an unusually smooth surface texture, the lowest spectral slope of all members of the Trojan camp, and a rotation period of 11.6 hours. It was named after Anchises from Greek mythology.


1173 Anchises, Orbit and classification
Anchises is a primitive Jovian asteroid orbiting in the trailing Trojan camp at Jupiter's L5 Lagrangian point, 60° behind its orbit in a 1:1 resonance (see Trojans in astronomy). It is also a non-family asteroid of the Jovian background population.


1173 Anchises, Orbit and classification
It orbits the Sun at a distance of 4.6–6.0 AU once every 12 years and 2 months (4,451 days; semi-major axis of 5.3 AU). Its orbit has an eccentricity of 0.14 and an inclination of 7° with respect to the ecliptic. Up to the year 2200, its closest approach to any major planet will be on 3 February 2120, when it will still be 2.669 AU (399,300,000 km; 248,100,000 mi) from Jupiter. The body's observation arc begins at Heidelberg with its official discovery observation in October 1930.


1173 Anchises, Naming
This minor planet was named after Anchises from Greek mythology. He is the father of the Trojan hero Aeneas after whom 1172 Äneas was named. The official naming citation was mentioned in The Names of the Minor Planets by Paul Herget in 1955 (H 109).


1173 Anchises, Physical characteristics
In the Tholen classification, Anchises is a primitive P-type asteroid, a common spectral type among the Jupiter trojans. It has the lowest spectral slope (i.e. flattest spectral response curve, thus most neutral color) among all members of the Trojan camp. In the Barucci taxonomy, it has been characterized as a carbonaceous C-type asteroid (C0).


1173 Anchises, Physical characteristics, Rotation period
In Summer 1986, the first photometric observations of Anchises were taken with the 0.9-meter telescope at the Cerro Tololo Observatory in Chile. Lightcurve analysis gave a well defined rotation period of 11.60 hours with a notably wide brightness variation of 0.57 magnitude (U=3).


1173 Anchises, Physical characteristics, Rotation period
Between January 2016, and December 2017, three more rotational lightcurves were obtained by American photometrist Robert Stephens at the Center for Solar System Studies in California. They gave a concurring period of 11.595, 11.596 and 11.599 hours with an amplitude between 0.34 and 0.73 magnitude (U=3/3-/3?). A high brightness amplitude is indicative for a non-spherical, elongated shape (see below).


1173 Anchises, Physical characteristics, Diameter and albedo
According to the surveys carried out by the Infrared Astronomical Satellite IRAS, the Japanese Akari satellite, the NEOWISE mission of NASA's Wide-field Infrared Survey Explorer, and astronomers revisiting the data from these three space-based telescopes, Anchises measures between 99.55 and 136 kilometers in diameter and its surface has an albedo between 0.0308 and 0.050. The Collaborative Asteroid Lightcurve Link adopts the results obtained by IRAS, that is an albedo of 0.0308 and a diameter of 126.27 kilometers based on an absolute magnitude of 8.89.


1173 Anchises, Physical characteristics, Diameter and albedo
This makes it the 7th largest Jupiter trojan only according to IRAS (126 km), and would be at least 6th should the size indeed prove to be 136 km or more, while it is much smaller and a few places further down the list according to the NEOWISE survey catalog (<100 km). One of the reasons for the large discrepancies in diameter estimates is possibly related to the results being derived from single-epoch observations of the asteroid, which is known for its large brightness variations (see above).


1173 Anchises, Physical characteristics, Diameter and albedo
Note: missing data was completed with figures from the JPL SBDB () and from the LCDB () for the WISE/NEOWISE and SIMPS catalogs, respectively. These figures are given in italics. Also, listing is incomplete above #100.


1173 Anchises, Physical characteristics, Shape and surface
In 2012, an international collaboration revisited the WISE, IRAS and Akari observational data. As already suggested by the body's high brightness amplitude, the astronomers found that Anchises is significantly elongated, with best-fit dimensions of 170 km × 121 km × 121 km, which corresponds to a mean diameter of 136+18−11 kilometers. Due to a small phase coefficient and a lack of any noticeable opposition effect, astronomers at Cerro Tololo concluded that this Jupiter trojan asteroid possesses an unusually smooth surface texture – far less rough than the great majority of asteroids. In case the surface of Anchises consist of bare rock, with high thermal inertia, the body's true diameter could be significantly greater than the estimated 136 kilometers, the study concludes.


1173 Polonnaruwa invasion of Chola
In 1173, an invasion began against the dynasties of South India by the Sinhalese king and conquerer Maha Parakramabahu. His armies first captured the Pandyan kingdom, and then advanced into Chola Nadu, attacking the Tondi and Pasi regions.


1173 Polonnaruwa invasion of Chola, Background
In approximately 1173, the Sinhalese kingdom of Polonnaruwa, invaded the neighbouring Pandya kingdom and overthrew its leader Kulasekhara Pandyan. The Sinhalese monarch, Parakramabahu I ordered Vira Pandyan to be installed to the throne. However due to the Chola king, Rajadhiraja's increased his involvement in the war, the Chola mainland became a target of the invading forces.


1173 Polonnaruwa invasion of Chola, Invasion of Chola kingdoms
After conquering the Pandyan kingdom, the leader of the expeditionary forces, Lankapura invaded the Chola states of Tondi and Pasi, which the Chola inscription describes as "striking fear into the hearts of its residents". He burnt up to 30 kilometers of the Chola kingdom as a punishment for the interference in the war. The captives were sent for works, such as repairing the stupas.


1173 Polonnaruwa invasion of Chola, Chola reactions
Rajadhiraja instructed his general to kill Lankapura. Meanwhile, the fear-ridden residents, started performing for Shiva, expecting for relief from the invaders.


1173 Polonnaruwa invasion of Chola, Chola reactions
The worshippers carried the worship for 28 days, until they received the news Lankapura had retreated. The cheif who ruled the village of Arapakkam, Edirisola Subramanam, granted the village to a Hindu priest who helped conduct worhsips.


1174
Year 1174 (MCLXXIV) was a common year starting on Tuesday (link will display the full calendar) of the Julian calendar, the 1174th year of the Common Era (CE) and Anno Domini (AD) designations, the 174th year of the 2nd millennium, the 74th year of the 12th century, and the 5th year of the 1170s decade.