OpenLLM-France/wikimedia huggingface dataset:
# Project Mercury - A Chronology/Preface

​Preface
Project Mercury stands as the free world’s first program for manned exploration of space. History will show that it has been remarkably successful for a number of reasons. Primarily, all of the technical objectives necessary to the successful completion of the program were accomplished. Also, Mercury experience has provided this nation with the capability to implement and manage future projects on a level of quality and effectiveness that would otherwise have been impossible. Possibly of greater significance is the fact that Project Mercury was conceived and carried out solely for peaceful purposes, and all major events have been fully documented in the public news media, including television coverage of each manned launch from Cape Canaveral.
It is remarkable that the original goal of Mercury, that of orbiting a man in space and returning him safely to earth, was accomplished in just 3 years after the prime contract was awarded. This element of the program's success is especially significant when compared to development efforts for more conventional manned aircraft in which development and qualification periods of 5 or more years are not uncommon. The rapid pace with which the critical program milestones were completed was possible only through the dedicated efforts of many thousands of people. Because of the success in meeting prescribed technical objectives and the reliable operation of the spacecraft and launch vehicle systems it was possible to eliminate certain qualification flights early in the program and broaden the original scope of Mercury into the recent and final manned 1-day mission of 22 orbits or 34 hours duration. The valuable experience gained in the design, development, and operation of the Mercury spacecraft, as well as in management of such a program, has already resulted in a profound effect on the Gemini and Apollo projects and will continue to do so to an even greater extent.
This document presents a brief but accurate chronology of important events throughout the Mercury program and attests to the rapid pace at which the Mercury development and operation were carried out. Many of the critical decisions which were later significantly to affect the direction of the program are mentioned, and the manned flights, from the first suborbital mission of May 5, 1961, to the final orbital mission conducted on May 15 and 16, 1963, are documented. Project Mercury is now history, and only time will allow a complete assessment of its full impact on this nation’s technology and contribution in expanding the space frontier. But it can be stated without reservation that this project will be remembered as one of the outstanding technical achievements that this country has contributed to world history.
# Prolegomena to Any Future Metaphysics

* information about this edition.
* sister projects: Wikipedia article, quotes, news, textbook, Wikidata item.
See also Prolegomena to Any Future Metaphysics in Wikipedia, the free online encyclopedia.
* Introduction
* Preamble On The Peculiarities Of All Metaphysical Cognition
* First Part Of The Main Transcendental Problem: How Is Pure Mathematics Possible?
* Second Part Of The Main Transcendental Problem: How Is The Science Of Nature Possible?
* Third Part Of The Main Transcendental Problem: How Is Metaphysics In General Possible?
* Conclusion On The Determination Of The Bounds Of Pure Reason.
* Solution Of The General Question Of The Prolegomena: How Is Metaphysics Possible As Science?
* Appendix On What Can Be Done To Make Metaphysics Actual As A Science
* Appendix On A Specimen Of A Judgment Of The Critique Prior To Its Examination.
* Appendix Proposals As To An Investigation Of The Critique Upon Which A Judgment May Follow
This work is in the public domain in the United States because it was published before January 1, 1929.
This work may be in the public domain in countries and areas with longer native copyright terms that apply the rule of the shorter term to foreign works.
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# Project Mercury - A Chronology/List of illustrations

​List of illustrations
Frontispiece
# Prolegomena to Any Future Metaphysics/Appendix

APPENDIX:
ON WHAT CAN BE DONE TO MAKE METAPHYSICS AS A SCIENCE ACTUAL
Since all the ways heretofore taken have failed to attain the goal, and since without a preceding critique of pure reason it is not likely ever to be attained, the present essay now before the public has a fair title to an accurate and careful investigation, except it be thought more advisable to give up all pretensions to metaphysics, to which, if men but would consistently adhere to their purpose, no objection can be made. If we take the course of things as it is, not as it ought to be, there are two sorts of judgments: (1) one a judgment which precedes investigation (in our case one in which the reader from his own metaphysics pronounces judgment on the Critique of Pure Reason which was intended to discuss the very possibility of metaphysics); (2) the other a judgment subsequent to investigation. In the latter the reader is enabled to waive for a while the consequences of the critical researches that may be repugnant to his formerly adopted metaphysics, and first examines the grounds whence those consequences are derived. If what common metaphysics propounds were demonstrably certain, as for instance the theorems of geometry, the former way of judging would bold good. For if the consequences of certain principles are repugnant to established truths, these principles are false and without further inquiry to be repudiated. But if metaphysics does not possess a stock of indisputably certain (synthetical) propositions, and should it even be the case that there are a number of them, which, though among the most specious, are by their consequences in mutual collision, and if no sure criterion of the truth of peculiarly metaphysical (synthetical) propositions is to be met with in it, then the former way of judging is not admissible, but the investigation of the principles of the Critique must precede all judgments as to its value.
# Public Law 113-287/Chapter 3031

Chapter 3031—Historic Preservation Fund
* Sec.
* 303101. Establishment.
* 303102. Content.
* 303103. Use and availability.
§ 303101. Establishment
To carry out this division (except chapter 3041) and chapter 3121, there is established in the Treasury the Historic Preservation Fund.
§ 303102. Contents
For each of fiscal years 2012 to 2015, $150,000,000 shall be deposited in the Historic Preservation Fund from revenues due and payable to the United States under section 9 of the Outer Continental Shelf Lands Act (43 U.S.C. 1338), section 7433(b) of title 10, or both, notwithstanding any provision of law that those proceeds shall be credited to miscellaneous receipts of the Treasury.
§ 303103. Use and availability
Amounts in the Historic Preservation Fund shall be used only to carry out this division and shall be available for expenditure only when appropriated by Congress. Any amount not appropriated shall remain available in the Historic Preservation Fund until appropriated for those purposes. Appropriations made pursuant to this section may be made without fiscal year limitation.
# Railroad Gazette/Volume 38/Number 5/Reinforced Concrete Floor

Reinforced Concrete Floor for Deck Girders.
Several of the more important bridge designs used on the Eastern Illinois & St. Louis R. R., the connecting link by which the Frisco’s Chicago–St. Louis line was established, were described in these columns when the road was being built (Railroad Gazette, June 12, 1903). Since that time an interesting design of reinforced concrete
Reinforced Concrete Floor for Deck Girders.
Details of Bent Reinforcing Bars.
deck floor has been applied at Villa Grove, a drawing of which is shown herewith. The bridge consists of three 30-ft. and one 40-ft. span. When the design was prepared the intention was to build the floor in slabs 6 ft. wide at some convenient point and place them on the girders afterward but before beginning the work this plan was changed. Instead of a series of 6-ft. slabs side by side, each track floor was built in place on the girders, and made continuous, with expansion joints coinciding with those of the girders beneath.
For each track, the floor is 10 in. thick at the center and 7 in. thick at each side, with a straight bottom and crowned top, the side-drainage drop being therefore 3 in. A parapet 1 ft. 9 in. high and 1 ft. thick is formed at the outer edge with 2-in. iron pipe drains spaced 6-in. centers, at the inner corners. Between tracks a 1-in. space is left for drainage. Johnson corrugated bars are used for reinforcement, ¾-in. bars transversely and ½-in. bars longitudinally. The top transverse bars are 6 in. on centers, 1½ in. below the surface and parallel thereto. The bottom bars are 4½ in. on centers, with every other bar bent as shown in the detail sketch, to take care of the shearing stresses. The parapet has short vertical lengths of ½-in. bars close to the inner face and laid to 12 in. centers. The longitudinal bars are also spaced 12 in. Gravel concrete was used, the mixture being in the proportion of one barrel of cement to each cubic yard of concrete.
The bridge is designed for Cooper’s E-50 loading. The total dead load per lineal foot of track above the girders is 3,000 lbs., one-half of which is in the concrete deck. The estimated cost of this deck is $5.25 per lineal foot of single track. The bridge was designed by Mr. T. L. Condron, M. Am. Soc. C. E., Consulting Engineer, Chicago, under the direction of Mr. W. S. Dawley, Engineer Maintenance of Way of the Chicago & Eastern Illinois. The bridge is located at the end of a switching yard and in order to permit switchmen to pass across freely when cars are on the bridge, a sidewalk is being built on each side of it, supported by cantilever beams running over the parapet and bolted to the deck. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​
# Railroad Gazette/Volume 38/Number 5/New Tunnel

New Tunnel on the North Shore Railroad.
The North Shore Railroad, operating between San Francisco and Cazadero, Cal., has a main line 87 miles long, which passes through one of the most picturesque portions of the Coast Range Mountains. The main division is narrow gage, while the suburban division, also formerly a narrow-gage line, which runs from Sausalito to San Anselmo and San Rafael, was opened as a third-rail
Route of North Shore Railroad.
electric line on Sept. 15, 1903. This portion of the road connects San Rafael, Mill Valley and Mount Tamalpais with San Francisco, as the company operates its own ferries between Sausalito and San Francisco, a distance of six miles. The main line, narrow-gage trains, which are operated by steam, also run into Sausalito, using the same right of way as the electric trains from Sausalito to San Anselmo, a distance of 10 miles. Between Sausalito and San Anselmo is the Corte Madera tunnel 2,200 ft. long, which is lighted by electric lights placed at short intervals on the sides.
The narrow gage line from Sausalito to Cazadero encounters some heavy grades among the hills of Marin and Sonoma counties. The heaviest one is at White’s Hill, about 20 miles north of San Francisco, where a 2½ per cent. grade is encountered, running for a distance of about two miles. To push trains over this grade, it was necessary to employ double-headers, and sometimes a rear-end helper besides. Owing to the rapidly increasing traffic of the railroad, about two years ago, the North Shore management decided to do away with this grade, and work on a tunnel under White’s Hill was begun in April, 1903. The contract was originally given to Martin & Hinkle, who subsequently, in February, 1904, threw up the contract, alleging a steady loss. The work was then taken up by the railroad company’s own forces, and rapid progress was made so that the line was finally opened for traffic on Dec. 4, 1904. The length of the tunnel is 3,190 ft., or about three-quarters of a mile. It is standard gage, 17 ft. wide and 20 ft. high, and is thus ready to meet future requirements when the road is changed to a standard-gage line. The tunnel is built on a tangent and is timbered with 10-in. × 14-in. beams. It saves two miles in distance, 28 deg. of curvature and 104 ft. of vertical grade, as compared with the old route over
North Approach, White’s Hill Tunnel.
South Approach to the Tunnel.
​White’s Hill. The percentage of grade, however, remains unchanged. The engineer’s report says that the tunnel was driven chiefly through a quartzite strata. The approximate cost of the entire work was $175,000. The running time of trains has been reduced about 30 minutes to points north of the tunnel, and the distance between San Francisco and Cadazero has been cut from 87 miles to 85 miles.
We are indebted to B. H. Fisher, Chief Engineer, and to J. L. Frazier, General Manager, for the data furnished and the photographs shown. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​
# Railroad Gazette/Volume 38/Number 5/Railroad Law

Railroad Law.
The following abstracts are taken from recent decisions of the Supreme Court and the Federal Circuit Courts in railroad cases:
Connecting Carriers—A special contract by a railroad company to transport a through shipment by a vessel of a connecting carrier sailing on a designated day will be deduced from the acceptance of a through rate for shipment “to be forwarded” via such a steamer, which rate was quoted with notice that it was of vital importance that the shipment should be transported promptly to enable the shipper to fulfill a contract for the sale of the goods at destination which required prompt delivery, and such a contract is binding though entered into by “a general eastern agent” of the receiver in control of the contracting carrier. (Sup. Ct. U. S.) Northern Pacific Ry. Co, vs, American Trading Co., 25 Sup. Ct. 84.
Exercise of Eminent Domain by Lessee of Franchise—The lessee of a telegraph company cannot as such lessee exercise the right of eminent domain possessed by its lessor. (Sup. Ct. U. S.) Western Union Telegraph Co. vs. Pennsylvania Ry. Co., 25 Sup. Ct. 150.
Relationship as Disqualification of Receiver—When the appointment of a person as one of the receivers of a railroad company in foreclosure proceedings is asked by the trustees in the mortgages and other creditors and favored by practically all of the parties in interest and is opposed by only a small minority of the bondholders who make no charge against his integrity or ability and he is specially fitted for the position by reason of his familiarity with the property and its operation the appointment will not be refused because of his relationship to certain of the large stockholders and bondholders nor because he had been an officer and director of the company. (U. S. Cir, Ct. Va.) Bowling Green Trust Co. vs. Virginia Passenger & Power Co., 133 Fed. Rep. 186.
Telegraph Company's Entry on Railroad Right of Way—Telegraph companies were not granted a right to enter upon and occupy railroad rights of way without consent by acts of Congress giving telegraph companies the right to construct, maintain and operate telegraph lines through and over the public domains and “over and along any of the military or post roads of the United States”; the purpose of that act being to withdraw interstate commerce by telegraph from state interference. (Sup. Ct. U. S.) Western Union Telegraph Co. vs. Pennsylvania R. R. Co., 25 Sup. Ct., Rep. 183.
# Royal Naval Biography/Pellowe, Richard

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RICHARD PELLOWE, Esq [Post-Captain of 1802.]
This officer was made a Lieutenant in 1790, and served as third of the Nymphe at the capture of la Cleopatra, French ​frigate, June 18, 1793. He afterwards commanded the Otter fire-ship. During the late contest with France he was principally employed as an agent for prisoners of war.
Captain Pellowe married, Sept. 7, 1805, Miss Sparg, of Penryn, in Cornwall. That lady died April 29, 1812.
# Royal Naval Biography/Pemberton, Henry Charles

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HENRY CHARLES PEMBERTON, Esq. [Commander.]
Son of Dr. Christopher Robert Pemberton, physician extraordinary to his late Majesty George IV.
​This officer served as midshipman in the Pomone frigate, Captain Robert Barrie; and was appointed acting lieutenant of the Hibernia 120, bearing the flag of Sir W. Sidney Smith, on the Mediterranean station, Oct. 26th, 1812. His first commission bears date Jan. 26th, 1813. We next find him, in Aug. 1813, joining the Glasgow frigate. Captain the Hon. Henry Duncan, in which ship he continued until paid off, Sept. 1st, 1815. He was third lieutenant of the Minden 74, Captain William Paterson, at the battle of Algiers; after which he proceeded in the same ship (destined to receive the flag of Sir Richard King) to the East Indies; and from thence returned home, acting captain of the Melville 74, in Dec. 1817. He obtained the rank of commander, Jan. 20th, 1818; and married, Aug. 31st, 1822, Caroline Ann Augusta, daughter of the late Captain Nixon, a veteran army officer.
# Royal Naval Biography/Pengelley, Charles

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CHARLES PENGELLEY, Esq. [Commander.]
Obtained the rank of lieutenant in Feb. 1805 ; and subsequently served in the Hibernia 110, Foudroyant 80, Royal George 100, Shearwater 16, Fylla 22, and San Josef 114. During the operations against Genoa and its dependencies, in 1814, he commanded a division of the Anglo-Sicilian flotilla. We afterwards find him acting commander of the Guadaloupe 10. His promotion to that rank took place on ​the 20th Sept. 1814. Since then he has held appointments in the Preventive and Coast-Guard services.
This officer married, Sept. 20th, 1811, Agnes, daughter of Mr. W. Jenney, of Truro, co. Cornwall.
# Royal Naval Biography/Pennell, Follett Walrond

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FOLLETT WALROND PENNELL, Esq. [Captain of 1828.]
Son of William Pennell, Esq., His Majesty’s Consul-General at Rio Janeiro.
This officer was born in Feb. 1804; and entered the royal navy, as midshipman on board the Impregnable 104, bearing the flag of Viscount Exmouth, at Plymouth, in Feb. 1818. He subsequently served under Captain the Hon. Fleetwood B. R. Pellew, and Commodore Sir Edward W. C. R. Owen, in the Revolutionnaire frigate, and Gloucester 74, on the Mediterranean and West India stations; wa« promoted from the latter ship into the Pyramus 42, Captain Francis Newcombe, C.B., Sept. 1st, 1824; appointed to the Rainbow 28, Captain the Hon. Henry John Rous, at Chatham, July 30th, 1825; removed to the Cyréne 20, Captain Alexander Campbell, Dec. 19th following; and advanced to the command of the Fly 18, on the East India station, Nov. 13th, 1826. His commission as captain bears date July 14th, 1828.
# Royal Naval Biography/Pellew, Pownoll Bastard

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HON. POWNALL BASTARD PELLEW. M.P. for Launceston, in Cornwall. [Post-Captain of 1806.]
Eldest son of Admiral Viscount Exmouth. Post commission dated Jan. 22, 1806.
Agent.– J. P. Muspratt, Esq.
# Royal Naval Biography/Fremantle, Charles Howe

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CHARLES HOWE FREMANTLE, Esq. [Post-Captain of 1826.]
Second son of the late Vice-Admiral Sir Thomas Francis Fremantle, G.C.B. a Baron of the Austrian states, K.M.T. and K.S.F., by Elizabeth, daughter and co-heiress of Richard Wynne, of Falkingham, co. Lincoln, Esq.
This officer was made a lieutenant, Nov. 11th, 1819; appointed to the Rochfort 80, fitting out for the flag of Sir Graham Moore (his father’s successor in the chief command on the Mediterranean station) April 15th, 1820; and advanced to the rank of commander, April 23d, 1822. He was afterwards employed in the coast-guard service at Lymington, and from thence appointed, June 24th, 1824, to the Jasper of 10 guns, in which sloop he visited Mexico. His commission as captain bears date, Aug. 4th, 1826; and he at present commands the Challenger 28, stationed in the East Indies. His eldest brother was created a baronet, Aug. 14th, 1821; and one of his sisters, Augusta Henrietta, is married to Sir James Fitzgerald, Bart, of Castle Ishen, in the county of Cork.
# Royal Naval Biography/Furneaux, John

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JOHN FURNEAUX, Esq. [Captain of 1829.]
Was a midshipman on board the Royal George, first rate, bearing the flag of Sir John T. Duckworth, in the expedition against Constantinople, 1807. He obtained the rank of lieutenant June 13th, 1812; and was promoted to the command ​of the Cephalus sloop, July 19th, 1814. In May 1818, he received an appointment to the Carron of 20 guns, which ship he lost in the Bay of Bengal, in 1820. On the 15th Sept. 1825, he was appointed to the Hind 20, destined to be sold in India; from whence he brought home the Andromeda, a new 46-gun frigate, Oct. 16th, 1829. His advancement to the rank of captain took place on the 16th Mar. preceding his arrival in England; and on paying off the latter ship, in Nov. following, his crew presented him with a sword and pair of epaulettes.
Agents.– Messrs. Cooke, Halford, & Son.
# Royal Naval Biography/Frontispiece

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ROYAL, NAVAL BIOGRAPHY;
OR,
Memoirs of the Services
OF ALL THE
FLAG-OFFICERS, SUPERANNUATED REAR-ADMIRALS, RETIRED-CAPTAINS, POST-CAPTAINS, AND COMMANDERS,
Whose names appeared on the Admiralty List of Sea Officers at the commencement of the present year, or who have since been promoted;
Illustrated by a Series of
HISTORICAL AND EXPLANATORY NOTES,
Which will be found to contain an account of all the
NAVAL ACTIONS, AND OTHER IMPORTANT EVENTS,
FROM THE COMMENCEMENT OF THE LATE REIGN, IN 1760, TO THE PRESENT PERIOD.
WITH COPIOUS ADDENDA.
By JOHN MARSHALL (b), LIEUTENANT IN THE ROYAL NAVY.
“Failures, however frequent, may admit of extenuation and apology. To have attempted much is always laudable, even when the enterprise is above the strength that undertakes it. To deliberate whenever I doubted, to enquire whenever I was ignorant, would have protracted the undertaking without end, and perhaps without improvement. I saw that one enquiry only gave occasion to another, that book referred to book, that to search was not always to find, and to find was not always to be informed; and that thus to pursue perfection, was, like the first inhabitants of Arcadia, to chace the sun, which, when they had reached the hill where he seemed to rest, was still beheld at the same distance from them.” Johnson.
VOL. I.
London :
PRINTED FOR LONGMAN, HURST, REES, ORME, AND BROWN, PATERNOSTER ROW.
1823.
W. Pople, Printer, 67, Chancery Lane.
# Royal Naval Biography/Fuller, Rose Henry

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ROSE HENRY FULLER, Esq. [Commander.]
Youngest son of the late John Trayton Fuller, of Brightling, co. Sussex, Esq., by Anne, daughter of the first Baron Heathfield, and a collateral descendant of the renowned Sir Francis Drake.
This officer obtained his first commission on the 21st March, 1812, and was severely wounded, while serving as lieutenant of the Swiftsure 74, Captain Edward Stirling Dickson, at the capture, by boarding, of le Charlemagne French privateer schooner, of 8 guns and 93 men, near Corsica, Nov. 26th, 1813. He was promoted to his present rank on the 15th June, 1814 ; and granted a pension, the present amount of which is 150l. per annum, Feb. 28th, 1815.
Commander Fuller married, Nov. 28th, 1831, Margaretta Jane, second daughter of the late Rev. Sir Robert Sheffield, Bart. His eldest brother was created a baronet in July, 1821.
# Royal Naval Biography/Fyffe, John

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JOHN FYFFE, Esq. [Post-Captain of 1807.]
This officer was made a Lieutenant, April 24, 1782; but did not obtain his next step until 1798. He commanded the Cyclops, troop-ship, on the expedition against Quiberon, in 1798; and received a gold medal from the Grand Seignior, for his services during the Egyptian campaign.
Captain Fyffe’s next appointment was to the Reindeer of ​18 guns, in which sloop he captured and destroyed several French privateers on the Jamaica station; where he also fought a gallant action with two national brigs, each carrying 16 long 6-pounders and 120 men. The subsequent capture of these vessels by the Pique frigate has been related at p. 736 of our second volume. Captain Fyffe’s post commission bears date Oct. 13, 1807.
Agent.– P. Muspratt, Esq.