Question: what has this bridge crossed over?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "George Washington Bridge" content: George Washington Bridge The George Washington Bridge is a double-decked suspension bridge spanning the Hudson River in the Washington Heights neighborhood of Manhattan in New York City with the borough of Fort Lee in New Jersey. , the George Washington Bridge carried over 103 million vehicles per year, making it the world's busiest motor vehicle bridge. It is owned by the Port Authority of New York and New Jersey, a bi-state government agency that operates infrastructure in the Port of New York and New Jersey. The George Washington Bridge is also informally known as the GW Bridge, the GWB, the

title: "George Washington Bridge" content: GW, or the George, and was known as the Fort Lee Bridge or Hudson River Bridge during construction. A bridge across the Hudson River was first conceived in 1906, but it was not until 1925 that the state legislatures of New York and New Jersey voted to allow for the planning and construction of such a bridge. Construction on the George Washington Bridge started in October 1927; the bridge was ceremonially dedicated on October 24, 1931, and opened to traffic the next day. The opening of the George Washington Bridge contributed to the development of Bergen County, New Jersey, in

title: "George Washington Bridge" content: first decade of the 20th century, passage across the lower Hudson River was possible only by ferry. The Hudson and Manhattan Railroad and the Pennsylvania Railroad built a total of six tunnels under the lower Hudson in the 1900s. The first vehicular crossing across the lower Hudson River, the Holland Tunnel, was opened in 1927, connecting Lower Manhattan with Jersey City. Plans for a vehicular bridge across the Hudson River were considered as early as 1906, during the planning for the Holland Tunnel. Three possible locations for a Hudson River bridge were considered in the vicinity of 57th, 110th, and

title: "George Washington Bridge" content: 179th Streets in Manhattan. These three locations were considered to be the only suitable locations for suspension bridges; other sites were rejected on the grounds of aesthetics, geography, or traffic flows. In January 1924, the New York State Chamber of Commerce voted against the 57th Street location in favor of another location upstream. Despite this, the engineer Gustav Lindenthal proposed that the Hudson River bridge be built at 57th Street, and carry 16 railroad tracks and 12 lanes of automotive traffic. In May 1924, Colonel Frederick Stuart Greene, the New York Superintendent of Public Works, announced a plan to construct

title: "George Washington Bridge" content: a suspension bridge between Fort Lee in New Jersey, and 179th Street at Fort Washington in New York. At that location, both sides were surrounded by steep cliffs (The Palisades on the New Jersey side, and Washington Heights on the New York side). Thus, it was possible to build the bridge without either impeding maritime traffic or requiring lengthy approach ramps from ground level. A New Jersey state assemblyman introduced a bill for the Hudson River bridge that December. This bill was passed in the New Jersey Assembly in February 1925. After an initial rejection by New Jersey governor George

title: "George Washington Bridge" content: Sebastian Silzer, the Assembly made modifications before passing the bill again in March, after which Silzer signed the bill. Around the same time, the New York state legislature was also considering a similar bill. A dispute developed between New York civic groups, who supported the construction of the Hudson River Bridge; and the Parks Conservation Association, who believed that the bridge towers would degrade the quality of Fort Washington Park directly underneath the proposed bridge's deck. In late March 1925, the chairman of the Parks Conservation Association noted that the proposed New York state legislation would provide for the actual

title: "George Washington Bridge" content: construction of the bridge, rather than just the planning. Ultimately, the Hudson River bridge bill was passed in the New York state legislature, and New York Governor Al Smith approved the bill that April. In March 1925, New Jersey governor Silzer asked Othmar Ammann to devise preliminary plans for the Hudson River bridge. Ammann found that the width of the Hudson River decreased by more than when it passed between Fort Lee and Fort Washington. The ledges of Fort Lee and Fort Washington were respectively and above mean water level at this point, which was not only ideal geography for

title: "George Washington Bridge" content: outcome than placing the tower within the park. After funding was secured, surveyors began examining feasible sites for the future bridge's approaches in August 1925. By law, the New York end of the Hudson River Bridge could only be constructed between 178th and 185th Streets, and the New Jersey end had to be built directly across the river. Geologists made test bores on the New Jersey side to determine if the site was feasible for laying foundations for the bridge. Othmar Ammann was hired as the bridge's chief engineer. In Ammann's original plans for the bridge, which had been published

title: "George Washington Bridge" content: in March 1925, he had envisioned that the bridge would contain two sidewalks; a roadway that could carry up to 8,000 vehicles per hour; and space for four railroad tracks, in case the two North River railroad tunnels downstream exceeded their train capacity. Cass Gilbert was hired in January 1926 to design architectural elements for the Hudson River bridge, including the suspension towers. The bridge design had yet to be finalized, and its cost could not even be estimated at that point due to the complexity of factors. Gilbert released preliminary sketches of the Hudson River bridge that March; by

title: "George Washington Bridge" content: also be space to build a second deck in the future below the main deck. Ammann's team also found that the most feasible location for the bridge was at 179th Street in Manhattan (as opposed to 181st or 175th Streets). This was both because the 179th Street location was more aesthetically appealing than the other two locations, and because a 179th Street bridge would be cheaper and shorter in length than a bridge at either of the other streets. At this point in the planning process, the Hudson River bridge's estimated cost was $40 million or $50 million. Because of

title: "George Washington Bridge" content: the proposed bridge's length, engineers also had to test the strength of materials, including suspension cables, that were to be used in the span. By fall 1926, one engineer predicted that construction on the Hudson River bridge would start the following summer. In December 1926, the final plans for the bridge were approved by the public and by the War Department. The Port Authority planned to sell off $50 million worth of bonds to pay for the bridge, and the initial $20 million bond issue was sold that December. Further issues arose when the New Jersey Assembly passed a bill

title: "George Washington Bridge" content: Port Authority opened the first bids for the construction of the Hudson River bridge. It was specifically seeking bids for the construction of the New Jersey suspension tower's foundation. The Manhattan suspension anchorage's location was still undecided at this time. A bid for the New Jersey tower was awarded later that month. In May, the Port Authority opened more bids for the construction of the bridge's approaches and anchorage on the New Jersey side. Dredging operations on the Hudson River, which would allow large ships to pass underneath the bridge, also started that May. By late August, the Port Authority

title: "George Washington Bridge" content: had started condemning plots of land for the bridge's approaches. Construction on the Hudson River bridge began on September 21, 1927, with groundbreaking ceremonies held at the sites of both future suspension towers. Each tower was to have a base with a perimeter measuring , and descending 80 feet into the riverbed. The riverbed around the towers' sites was dredged first, and then steel pilings were placed in the riverbed to create a watertight cofferdam. The cofferdams for the bridge were the largest ever built at the time. In early October of that year, the Port Authority received bids for

title: "George Washington Bridge" content: as anchorages for the Hudson River bridge. The towers' foundations could reach at most below mean low water, where the foundations would hit a layer of solid rock. In May 1928, builders started drilling a cut through the Palisades on the New Jersey side so that the Hudson River bridge approach could be built. By June 1928, half of the money earned during the previous year's $20 million bond sale had been spent on construction. By that October, nearly all blasting operations had been completed. The suspension tower on the New Jersey side had been constructed to a height of

title: "George Washington Bridge" content: complete at the time of the report; only 100 feet of each tower's height remained to be built. Anchors were being placed in the two holes that were being drilled for the New Jersey anchorage, and this task was also nearing completion. In April, the Port Authority acquired the last of the properties that were in the path of the bridge's Manhattan approach. Plans for the Manhattan approach were approved by the New York City Board of Estimate around the same time. The approach was to consist of scenic, meandering ramps leading to both Riverside Drive and the Henry Hudson

title: "George Washington Bridge" content: Parkway, which run along the eastern bank of the Hudson River at the bottom of the cliff in Washington Heights. The bridge would also connect to 178th and 179th Streets, at the top of Washington Heights. A third connection would be made to an underground highway running between and parallel to 178th and 179th Streets; this connection would become the 178th–179th Street Tunnels, and would later be replaced by the Trans-Manhattan Expressway. The original plan for the approach to the underground highway stated that the approach would be made using a monumental stone viaduct descending from the span at a

title: "George Washington Bridge" content: 2.2% gradient. The Port Authority started evicting residents in the approach's path in October 1929. The same month, the Port Authority sold the final $30 million in bonds to pay for the bridge. The plans for the Hudson River bridge's Fort Lee approach were also changed in January 1930. Originally, the bridge would have terminated in a traffic circle, a type of intersection design that was being built around New Jersey during the 1920s and 1930s. However, the revised plans called for a grade-separated highway approach that would connect to a traffic "distributing basin" with ramps to nearby highways. The

title: "George Washington Bridge" content: total cost of land acquisition for the bridge approaches on both sides of the Hudson River exceeded $10 million. After the towers were completed, two temporary catwalks were built between the two suspension towers. Then, workers began laying the bridge's four main cables, a series of thick cables that stretch between the tops of the two towers and carry what is now the upper deck. The first strand of the first main cable was hoisted between both towers in July 1929, in a ceremony attended by the governors of both states and the mayors of New York City and Fort

title: "George Washington Bridge" content: would support of the deck's weight, though the cables would be strong enough to carry , four times as much weight. The construction of a lower deck for rail usage was postponed, since the start of the Depression meant that there would not be enough railroad traffic to justify the construction of such a deck in the near future. In July 1930, the Port Authority opened the bidding process for contracts to build the Hudson River bridge's approaches on the New York side. These included contracts for the 178th-179th Street Tunnels and the Riverside Drive connection. The tunnel contracts were

title: "George Washington Bridge" content: awarded later that month. In August, the bidding process for the Fort Lee approaches was opened. Bids for the Riverside Drive connection were received the following month. Prior to and during construction, the bridge was unofficially known as the "Hudson River Bridge" or "Fort Lee Bridge". The Hudson River Bridge Association started seeking suggestions for the bridge's official name in October 1930. Residents of New York and New Jersey were encouraged to send naming choices to the association, which would then forward the suggestions to the Port Authority. According to ballot voting submitted to the Port Authority, the "Hudson River

title: "George Washington Bridge" content: Bridge" name was the most popular choice selected by residents of New York and New Jersey. The "Hudson River Bridge" name beat out a host of other proposed names, including the Port Authority's preference for the name "George Washington Bridge". The Port Authority formally adopted the "George Washington" name on January 13, 1931, honoring the general and future president's evacuation of Manhattan at the bridge's location during the Revolutionary War. This had the potential for confusion, since there was already a "Washington Bridge" connecting 181st Street with the Bronx, directly opposite Manhattan from where the ""George" Washington Bridge" was being

title: "George Washington Bridge" content: built across Hudson River. Shortly afterward, the Port Authority Board of Commissioners voted to reconsider the renaming of the Hudson River Bridge, stating that it was open to alternate names. Hundreds of naming choices had been submitted by this time. The most popular naming choices were those of Washington, Christopher Columbus, and Hudson River namesake Henry Hudson. The span was again officially named for George Washington in April 1931. The system of girders to support the deck were installed throughout 1930, and the last girder was installed in late December 1930. In March 1931, the Port Authority announced that the

title: "George Washington Bridge" content: Hudson River Bridge was set to open later that year, rather than in 1932 as originally planned. At that time, the Port Authority had opened bids for paving the road surface. Later that month, the agency published a report, which stated that the bridge's early opening date was attributable to how quickly and efficiently the various materials had been transported. In June 1931, forty bankers became the first people to cross the bridge. Work was progressing quickly on the bridge approaches in New Jersey, and the New York City government was considering building another bridge between Manhattan and the Bronx

title: "George Washington Bridge" content: to the bridge's western end, opened in July 1932. The 178th-179th Street Tunnels, which connected Amsterdam Avenue on the eastern side of Manhattan to the bridge's eastern end on the west side of Manhattan, were supposed to be completed in fall 1932. The tunnels, as well as direct approaches to Riverside Drive and the Hudson River Parkway, were not completed until 1938-1939. A ramp eastward from the bridge and southward to the Harlem River Drive was also completed around this time. On the New Jersey side, state highways were also being modernized to handle bridge traffic. The bridge's westbound entrance

title: "George Washington Bridge" content: June 1957, and the Port Authority allocated funds to the improvement that July. The $183 million project included the construction of the lower deck; the George Washington Bridge Expressway, a 12-lane expressway connecting to the Alexander Hamilton Bridge and the Cross Bronx Expressway (present-day I-95 and US 9); the George Washington Bridge Bus Station above the expressway; and a series of new ramps to and from the Henry Hudson Parkway. On the New Jersey side, two depressed toll plazas, one in each direction, were to be constructed for lower level traffic. Highway connections were also being built on the New

title: "George Washington Bridge" content: Landmark by the American Society of Civil Engineers on October 24, 1981, the 50th anniversary of the bridge's dedication ceremony. The 50th anniversary was also marked with a parade of automobiles. At that point, 1.8 billion vehicles had used the bridge throughout its lifetime. In 1990, the Port Authority announced a minor rehabilitation for the George Washington Bridge. As part of the project, the supporting structural steel for the upper deck would be replaced, and some ramps would be rebuilt. The ramps on the New York side, connecting with Riverside Drive and the Henry Hudson Parkway, were to be reconstructed

title: "George Washington Bridge" content: to the lower level; however, a ramp to link the Interstate Parkway to the lower level was proposed in 2000. The marginal roads and local streets above the highways are known as GWB Plaza. The bridge's toll plaza, which collects tolls from eastbound traffic only, is located on the New Jersey side. On the New York side, the 12-lane Trans-Manhattan Expressway heads east across the narrow neck of Upper Manhattan, from the bridge to the Harlem River. It provides access from both decks to 178th and 179th Streets, which cross Manhattan horizontally; the Henry Hudson Parkway and Riverside Drive, on

title: "George Washington Bridge" content: the Hudson River's eastern bank along the west side of Manhattan; and to Amsterdam Avenue and the Harlem River Drive, on the Harlem River's western bank on the east side. The expressway connects directly with the Alexander Hamilton Bridge, which spans the Harlem River as part of the Cross-Bronx Expressway (I-95), providing access to the Major Deegan Expressway (I-87). Heading towards New Jersey, local access to the bridge is available from 179th Street. There are also ramps connecting the bridge to the George Washington Bridge Bus Terminal, a commuter bus terminal with direct access to the New York City Subway

title: "George Washington Bridge" content: at the 175th Street station on the IND Eighth Avenue Line (served by the ). Originally, the approach to the George Washington Bridge from the New York side to the George Washington Bridge consisted of a roundabout encircling a fountain, which was designed by Cass Gilbert. This plan was scrapped after it was deemed to be infeasible, due to the congestion that the weaving movements would create. The final plans called for meandering roadways from Riverside Drive and Henry Hudson Parkway, which run along the eastern bank of the Hudson River at the bottom of the cliff in Washington Heights.

title: "George Washington Bridge" content: The Henry Hudson Parkway actually passes under the New York side's anchorage using an underpass designed by Gilbert. The connection to the 178th–179th Street Tunnels, which connected to the southbound Harlem River Drive, opened in 1939. The tunnels were replaced by the Trans-Manhattan Expressway, which opened in 1962. The tunnels and expressway were built to minimize disruption to the Washington Heights neighborhood, which had already been developed at the time. Further south along the Hudson River, the Lincoln Tunnel (NJ 495) and Holland Tunnel (Interstate 78/NJ 139) also enter Manhattan. Both tunnels are operated by the Port Authority, which collects

title: "George Washington Bridge" content: tolls from drivers crossing the Hudson River eastbound toward New York City. The Verrazzano-Narrows Bridge (I-278), connecting the New York City boroughs of Staten Island and Brooklyn, is the southernmost alternate route. It connects to the Bayonne Bridge, Goethals Bridge, and Outerbridge Crossing between Staten Island and New Jersey. All four bridges to Staten Island collect tolls for drivers driving into the island. Further north within the New York metropolitan area, the Tappan Zee Bridge (Interstates 87/287 and New York State Thruway) avoids the city proper. Thruway traffic sometimes uses the George Washington Bridge as a detour, since there are

title: "George Washington Bridge" content: no road crossings of the Hudson River between the George Washington and the Tappan Zee Bridges. The Tappan Zee Bridge also charges tolls for eastbound drivers. Eastbound vehicles must pay a toll to cross the bridge; as with all Hudson River crossings along the North River, westbound vehicles cross for free. As of December 6, 2015, the cash tolls going from New Jersey to New York are $15 for both cars and motorcycles. E-ZPass users are charged $10.50 for cars and $9.50 for motorcycles during off-peak hours, and $12.50 for cars and $11.50 for motorcycles during peak hours. Trucks are

title: "George Washington Bridge" content: doubled. The tolls of eleven other New York–New Jersey and Hudson River crossings along a stretch, from the Outerbridge Crossing in the south to the Rip Van Winkle Bridge in the north, were also changed to eastbound-only at that time. E-ZPass was accepted for toll payment on the George Washington Bridge starting in July 1997. Soon afterward, the Port Authority proposed removing the tollbooths for the E-ZPass lanes on the lower level and Palisades Parkway toll plazas, replacing them with electronic toll collection gantries to allow motorists to maintain highway speeds. Pedestrians and cyclists may cross free of charge on

title: "George Washington Bridge" content: surface from end to end. The entrance in Manhattan is at 178th Street, just west of Cabrini Boulevard which also has access to the Hudson River Greenway north of the bridge. The sidewalk is accessible on the New Jersey side from Hudson Terrace, where a gate open in daytime and evening allows pedestrians and bikes to pass. Also on Hudson Terrace, less than one hundred yards north of the bike/ped entrance, walkers will find the start of the Long Path hiking trail, which leads after a short walk to some extensive views of the bridge and continues north toward Albany.

title: "George Washington Bridge" content: Hudson River, reenacts how Sullenberger overflew the George Washington Bridge by a few hundred feet. The bridge was also shown in "The Godfather" (1972), and "Cop Land" (1997), among other films. The bridge has been featured in music. In the opening singalong for the children's TV series "Sesame Street", Ernie often sang the words "George Washington Bridge" to the tune of "Sobre las Olas" ("The Loveliest Night of the Year"). William Schuman's 1950 work for concert band is called "George Washington Bridge." Other media have also featured the George Washington Bridge. In the first issue of the comic "Atomic War!"

title: "George Washington Bridge" content: been featured in films. In the 1948 crime film noir "Force of Evil", Leo Morse (Thomas Gomez) is buried under the bridge by the mob of gangsters who is employing his brother, Joe Morse (John Garfield). Explanatory notes Notes George Washington Bridge The George Washington Bridge is a double-decked suspension bridge spanning the Hudson River in the Washington Heights neighborhood of Manhattan in New York City with the borough of Fort Lee in New Jersey. , the George Washington Bridge carried over 103 million vehicles per year, making it the world's busiest motor vehicle bridge. It is owned by the

Answer: Hudson River

Answer: Hudson River

Answer: Hudson


Question: What is the height of this mountain in terms of metre above sea level?

Instruction: Obtain documents that correspond to the inquiry alongside the provided image:

title: "Dents du Midi" content: Dents du Midi The Dents du Midi (French: "teeth of midday") are a multi-summited mountain situated in the Chablais Alps in the Swiss canton of Valais. They are composed of seven distinct summits and reach a height of 3257 metres (10,686 feet). Highest mountain between Lake Geneva and the Mont Blanc Massif, they dominate the Val-d'Illiez and the Rhône Valley, from Martigny down to the lake. Together with the slightly lower Tour Sallière, they form a cirque around the Lac de Salanfe, an artificial reservoir. Geologically it makes up a part of the massif Haut-Giffre. The ""Dents"", or "Teeth" are,

Answer: 3257


Question: What equipment or engine is used by this vehicle to provide power?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "Space Shuttle" content: missions from 1981 to 2011, launched from the Kennedy Space Center (KSC) in Florida. Operational missions launched numerous satellites, interplanetary probes, and the Hubble Space Telescope (HST); conducted science experiments in orbit; and participated in construction and servicing of the International Space Station. The Shuttle fleet's total mission time was 1322 days, 19 hours, 21 minutes and 23 seconds. Shuttle components included the Orbiter Vehicle (OV) with three clustered Rocketdyne RS-25 main engines, a pair of recoverable solid rocket boosters (SRBs), and the expendable external tank (ET) containing liquid hydrogen and liquid oxygen. The Space Shuttle was launched vertically, like

title: "Space Shuttle" content: a conventional rocket, with the two SRBs operating in parallel with the OV's three main engines, which were fueled from the ET. The SRBs were jettisoned before the vehicle reached orbit, and the ET was jettisoned just before orbit insertion, which used the orbiter's two Orbital Maneuvering System (OMS) engines. At the conclusion of the mission, the orbiter fired its OMS to de-orbit and re-enter the atmosphere. The orbiter then glided as a spaceplane to a runway landing, usually to the Shuttle Landing Facility at Kennedy Space Center, Florida or Rogers Dry Lake in Edwards Air Force Base, California. After

title: "Space Shuttle" content: first-stage flight. About two minutes after liftoff, frangible nuts were fired, releasing the SRBs, which then parachuted into the ocean, to be retrieved by NASA recovery ships for refurbishment and reuse. The orbiter and ET continued to ascend on an increasingly horizontal flight path under power from its main engines. Upon reaching 17,500 mph (7.8 km/s), necessary for low Earth orbit, the main engines were shut down. The ET, attached by two frangible nuts was then jettisoned to burn up in the atmosphere. After jettisoning the external tank, the orbital maneuvering system (OMS) engines were used to adjust the orbit.

title: "Space Shuttle" content: unique among spacecraft. This feature made possible the deployment of large satellites such as the Hubble Space Telescope and also the capture and return of large payloads back to Earth. When the orbiter's space mission was complete, it fired its OMS thrusters to drop out of orbit and re-enter the lower atmosphere. During descent, the orbiter passed through different layers of the atmosphere and decelerated from hypersonic speed primarily by aerobraking. In the lower atmosphere and landing phase, it was more like a glider but with reaction control system (RCS) thrusters and fly-by-wire-controlled hydraulically actuated flight surfaces controlling its descent.

title: "Space Shuttle" content: presented a wide variety of designs, including earlier U.S. Air Force designs such as the X-20 Dyna-Soar. In 1968, NASA officially began work on what was then known as the Integrated Launch and Re-entry Vehicle (ILRV). At the same time, NASA held a separate Space Shuttle Main Engine (SSME) competition. NASA offices in Houston and Huntsville jointly issued a Request for Proposal (RFP) for ILRV studies to design a spacecraft that could deliver a payload to orbit but also re-enter the atmosphere and fly back to Earth. For example, one of the responses was for a two-stage design, featuring a

title: "Space Shuttle" content: by the orbiter's robotic remote manipulator arm (under astronaut control), EVA astronauts, or under the payloads' own power (as for satellites attached to a rocket "upper stage" for deployment.) Three Space Shuttle Main Engines (SSMEs) were mounted on the orbiter's aft fuselage in a triangular pattern. The engine nozzles could gimbal 10.5 degrees up and down, and 8.5 degrees from side to side during ascent to change the direction of their thrust to steer the Shuttle. The orbiter structure was made primarily from aluminum alloy, although the engine structure was made primarily from titanium alloy. The operational orbiters built were

title: "Space Shuttle" content: were replaced with external docking systems to allow for a greater amount of cargo to be stored on the Shuttle's mid-deck during station resupply missions. The Space Shuttle Main Engines (SSMEs) had several improvements to enhance reliability and power. This explains phrases such as "Main engines throttling up to 104 percent." This did not mean the engines were being run over a safe limit. The 100 percent figure was the original specified power level. During the lengthy development program, Rocketdyne determined the engine was capable of safe reliable operation at 104 percent of the originally specified thrust. NASA could have

title: "Space Shuttle" content: rescaled the output number, saying in essence 104 percent is now 100 percent. To clarify this would have required revising much previous documentation and software, so the 104 percent number was retained. SSME upgrades were denoted as "block numbers", such as block I, block II, and block IIA. The upgrades improved engine reliability, maintainability and performance. The 109% thrust level was finally reached in flight hardware with the Block II engines in 2001. The normal maximum throttle was 104 percent, with 106 percent or 109 percent used for mission aborts. For the first two missions, STS-1 and STS-2, the external

title: "Space Shuttle" content: turbopumps also began charging the combustion chambers with liquid hydrogen and liquid oxygen at this time. The computers reciprocated this action by allowing the redundant computer systems to begin the firing phase. The three main engines (SSMEs) started at "T"-6.6 seconds. The main engines ignited sequentially via the Shuttle's general purpose computers (GPCs) at 120 millisecond intervals. All three SSMEs were required to reach 90% rated thrust within three seconds, otherwise the onboard computers would initiate an RSLS abort. If all three engines indicated nominal performance by "T"-3 seconds, they were commanded to gimbal to liftoff configuration and the command

title: "Space Shuttle" content: would be issued to arm the SRBs for ignition at "T"-0. Between "T"-6.6 seconds and "T"-3 seconds, while the SSMEs were firing but the SRBs were still bolted to the pad, the offset thrust caused the entire launch stack (boosters, tank and orbiter) to pitch down measured at the tip of the external tank. The three second delay after confirmation of SSME operation was to allow the stack to return to nearly vertical. At "T"-0 seconds, the 8 frangible nuts holding the SRBs to the pad were detonated, the SSMEs were commanded to 100% throttle, and the SRBs were ignited.

title: "Space Shuttle" content: the International Space Station is , roughly equivalent to Mach 23 at sea level. As the International Space Station orbits at an inclination of 51.6 degrees, missions going there must set orbital inclination to the same value in order to rendezvous with the station. Around 30 seconds into ascent, the SSMEs were throttled down—usually to 72%, though this varied—to reduce the maximum aerodynamic forces acting on the Shuttle at a point called Max Q. Additionally, the propellant grain design of the SRBs caused their thrust to drop by about 30% by 50 seconds into ascent. Once the Orbiter's guidance verified

title: "Space Shuttle" content: vehicle acceleration to 3 "g" (29.4 m/s² or 96.5 ft/s², equivalent to accelerating from zero to in a second). The Shuttle would maintain this acceleration for the next minute, and main engine cut-off (MECO) occurred at about eight and a half minutes after launch. The main engines were shut down before complete depletion of propellant, as running dry would have destroyed the engines. The oxygen supply was terminated before the hydrogen supply, as the SSMEs reacted unfavorably to other shutdown modes. (Liquid oxygen has a tendency to react violently, and supports combustion when it encounters hot engine metal.) A few

title: "Space Shuttle" content: seconds after MECO, the external tank was released by firing pyrotechnic fasteners. At this point the Shuttle and external tank were on a slightly suborbital trajectory, coasting up towards apogee. Once at apogee, about half an hour after MECO, the Shuttle's Orbital Maneuvering System (OMS) engines were fired to raise its perigee and achieve orbit, while the external tank fell back into the atmosphere and burned up over the Indian Ocean or the Pacific Ocean depending on launch profile. The sealing action of the tank plumbing and lack of pressure relief systems on the external tank helped it break up

title: "Space Shuttle" content: minutes, which reduced the Shuttle's velocity by about . The resultant slowing of the Shuttle lowered its orbital perigee down into the upper atmosphere. The Shuttle then flipped over, by pushing its nose down (which was actually "up" relative to the Earth, because it was flying upside down). This OMS firing was done roughly halfway around the globe from the landing site. The vehicle started encountering more significant air density in the lower thermosphere at about , at around Mach 25, . The vehicle was controlled by a combination of RCS thrusters and control surfaces, to fly at a 40-degree

title: "Space Shuttle" content: mission is SPRA iteration 3.1 top risk contributors for STS-133: An internal NASA risk assessment study (conducted by the Shuttle Program Safety and Mission Assurance Office at Johnson Space Center) released in late 2010 or early 2011 concluded that the agency had seriously underestimated the level of risk involved in operating the Shuttle. The report assessed that there was a 1 in 9 chance of a catastrophic disaster during the first nine flights of the Shuttle but that safety improvements had later improved the risk ratio to 1 in 90. Below is a list of major events in the Space

Answer: Space Shuttle Solid Rocket Booster

Answer: Space Shuttle Orbital Maneuvering System

Answer: RS-25

Answer: SSSRB

Answer: RS-25

Answer: Space Shuttle Orbital Maneuvering System

Answer: SSME

Answer: OMS

Answer: Aerojet Rocketdyne RS-25

Answer: OMS/RCS

Answer: Space Shuttle Solid Rocket Booster

Answer: Space Shuttle Main Engine


Question: Who is the distributor of this building?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "Wright Brothers National Memorial" content: wing of the Visitor Center is a life-size replica of the Wright brothers' 1903 Flyer, the first powered heavier-than-air aircraft in history to achieve controlled flight (the original being displayed at the National Air and Space Museum in Washington D.C.). A full-scale model of the Brothers' 1902 glider is also present, having been constructed under the direction of Orville Wright himself. Adorning the walls of the glider room are portraits and photographs of other flight pioneers throughout history. The visitor center's Modern design was a departure from the National Park Service's earlier, more traditional buildings, and was built as part

title: "Wright Brothers National Memorial" content: appearances by President George W. Bush, Neil Armstrong, Buzz Aldrin, and Chuck Yeager. The Centennial Pavilion was built for the celebration and housed exhibits showing the Outer Banks at the turn-of-the-century, the development of the 2003 replica, and NASA provided displays on aviation and flight. The Centennial Pavilion closed in 2014 and is slated to be demolished due to budget constraints. An interactive sculpture was donated by the State of North Carolina and dedicated during the celebration. The life sized sculpture, created by Stephen H. Smith, is a full-sized replica of 1903 flyer the moment the flight began and includes

Answer: Google Play

Answer: Google Play

Answer: Play Store

Answer: GPlay

Answer: Android Market

Answer: Play

Answer: Android App Store

Answer: GooglePlay

Answer: Google Play Store

Answer: Playstore


Question: which notable activity has been held at the building presented in the image?

Instruction: Extract documents linked to the question provided in conjunction with the image:

title: "Nezu Shrine" content: Nezu Shrine Established in 1705, it is one of the oldest places of worship in the city, and several of the buildings on the shrine grounds have been designated as Important Cultural Property. It was built in the Ishi-no-ma-zukuri style of Shinto architecture, following the Tōshō-gū shrine in Nikkō. It is famous for its Azalea Festival (Tsutsuji Matsuri) which is held on its grounds from early April until early May, and it has been described as "Tokyo’s most beautiful shrine" and as one the city's "most spectacular spring scenes". It is one of the . According to the legend, the

title: "Nezu Shrine" content: shrine precincts. The entrances are at a 5 minute walk from Nezu Station on the Chiyoda Line (9 minute from Sendagi Station in the same line) and at a 6 minute walk from Todaimae Station on the Namboku Line. Nezu Shrine Established in 1705, it is one of the oldest places of worship in the city, and several of the buildings on the shrine grounds have been designated as Important Cultural Property. It was built in the Ishi-no-ma-zukuri style of Shinto architecture, following the Tōshō-gū shrine in Nikkō. It is famous for its Azalea Festival (Tsutsuji Matsuri) which is held

Answer: Bunkyō Azalea Festival

Answer: Bunkyō Azalea Festival

Answer: Tsutsuji Matsuri

Answer: Azalea Festival

Answer: Bunkyō Tsutsuji Matsuri


Question: What is the closest upper taxonomy of this plant?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: Pomelo content: Pomelo The pomelo, Citrus maxima or Citrus grandis, is the largest citrus fruit from the Rutaceae family. It is a natural (non-hybrid) citrus fruit, similar in appearance to a large grapefruit, native to South and Southeast Asia. The pomelo is one of the original citrus species from which the rest of cultivated citrus hybridized. The popular fruit is used in many Chinese festive celebrations throughout Southeast Asia. After a Captain Shaddock of an East India Company ship introduced it to Barbados, the fruit was called "shaddock" in English. From there the name spread to Jamaica in 1696. It remains a

title: Pomelo content: common name for the fruit among English authors. The word "pomelo" (also spelled pomello, pummelo, pommelo, pumelo) has become the more common name, although "pomelo" has historically been used for grapefruit. (The 1973 printing of the American Heritage Dictionary, for example, gives grapefruit as the only meaning of "pomelo.") The etymology of the word "pomelo" is complex. In Tamil it is called "pampa limāsu", which means big citrus. The name was adopted by the Portuguese as "pomposos limões" and then by the Dutch as "pompelmoes". With some deviations, the name may be found in many European languages, such as German

title: Pomelo content: fruit is pale green to yellow when ripe, with sweet white (or, more rarely, pink or red) flesh, and a very thick albedo (rind pith). It is a large citrus fruit, in diameter, usually weighing . Leaf petioles are distinctly winged. The fruit tastes like a sweet, mild grapefruit (believed to be a hybrid of "Citrus maxima" and the orange), although the typical pomelo is much larger than the grapefruit, and also has a much thicker rind. The pomelo has none, or very little, of the common grapefruit's bitterness, but the enveloping membranous material around the segments is bitter, considered

title: Pomelo content: inedible, and thus is usually discarded. Sometimes, the peel is used to make marmalade, may be candied, or dipped in chocolate. In Brazil, the thick skin is often used for making a sweet conserve, while the spongy pith of the rind is discarded. In Sri Lanka, it is often eaten as a dessert, either raw or sprinkled with sugar. Occasionally, some Asian fat-heavy dishes feature sliced pre-soaked pith to absorb the sauce and fat for eating. In large parts of Southeast Asia, where "Citrus maxima" is native, it is a popular dessert, often eaten raw and sprinkled with, or dipped

title: Pomelo content: in, a salt mixture. It is eaten in salads and drinks as well. "Citrus maxima" is usually grafted onto other citrus rootstocks, but may be grown from seed. The fruit is said to have been introduced to Japan by a Cantonese captain in the An'ei era (1772–1781). There are two varieties: a sweet kind with white flesh and a sour kind with pinkish flesh, the latter more likely to be used as an altar decoration than eaten. Pomelos often are eaten in Asia during the mid-autumn festival or mooncake festival. It is one of the ingredients of "Forbidden Fruit", a

title: Pomelo content: pomelo is one of the original citrus species from which the rest of cultivated citrus hybridized, (others being citron, mandarin, and to a lesser extent, papedas and kumquat). In particular, the common orange and the grapefruit are presumed to be naturally occurring hybrids between the pomelo and the mandarin, with the pomelo providing the larger size and greater firmness. The pomelo is employed today in artificial breeding programs: Pomelo The pomelo, Citrus maxima or Citrus grandis, is the largest citrus fruit from the Rutaceae family. It is a natural (non-hybrid) citrus fruit, similar in appearance to a large grapefruit, native

Answer: Citrus

Answer: Citrus


Question: What is the height of this mountain in terms of metre above sea level?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "Dents du Midi" content: Dents du Midi The Dents du Midi (French: "teeth of midday") are a multi-summited mountain situated in the Chablais Alps in the Swiss canton of Valais. They are composed of seven distinct summits and reach a height of 3257 metres (10,686 feet). Highest mountain between Lake Geneva and the Mont Blanc Massif, they dominate the Val-d'Illiez and the Rhône Valley, from Martigny down to the lake. Together with the slightly lower Tour Sallière, they form a cirque around the Lac de Salanfe, an artificial reservoir. Geologically it makes up a part of the massif Haut-Giffre. The ""Dents"", or "Teeth" are,

Answer: 3257


Question: who/what operates this aircraft?

Instruction: Retrieve documents that provide an answer to the question alongside the image:

title: "Boeing 707" content: Boeing 707 The Boeing 707 is a mid-sized, long-range, narrow-body, four-engine jet airliner built by Boeing Commercial Airplanes from 1958 to 1979. Its name is commonly pronounced as "seven oh seven". Versions of the aircraft have a capacity from 140 to 219 passengers and a range of . Developed as Boeing's first jet airliner, the 707 is a swept-wing design with podded engines. Although it was not the first jetliner in service, the 707 was the first to be commercially successful. Dominating passenger air transport in the 1960s and remaining common through the 1970s, the 707 is generally credited with

title: "Boeing 707" content: ushering in the Jet Age. It established Boeing as one of the largest manufacturers of passenger aircraft, and led to the later series of airliners with "7x7" designations. The later 720, 727, 737, and 757 share elements of the 707's fuselage design. The 707 was developed from the Boeing 367-80, a prototype jet first flown in 1954. A larger fuselage cross-section and other modifications resulted in the initial-production 707-120, powered by Pratt & Whitney JT3C turbojet engines, which first flew on December 20, 1957. Pan American World Airways began regular 707 service on October 26, 1958. Later derivatives included the

title: "Boeing 707" content: reconnaissance aircraft and the C-137 Stratoliner VIP transports. Boeing produced and delivered 1,011 airliners including the smaller 720 series; over 800 military versions were also produced. As of July 2017, there were no active 707s in commercial airline service. During and after World War II, Boeing was known for its military aircraft. The company had produced innovative and important bombers, from the B-17 Flying Fortress and B-29 Superfortress, to the jet-powered B-47 Stratojet and B-52 Stratofortress. The company's civil aviation department lagged far behind Douglas and other competitors, the only noteworthy airliners being the Boeing 314 Clipper and 307 Stratoliner.

title: "Boeing 707" content: During 1949–1950, Boeing embarked on studies for a new jet transport, realizing that any design must be aimed at both the military and civilian markets. At the time, aerial refueling was becoming a standard technique for military aircraft, with over 800 KC-97 Stratofreighters on order. With the advent of the Jet Age, a new tanker was required to meet the USAF's fleet of jet-powered bombers; this was where Boeing's new design would potentially win military orders. Boeing studied numerous wing and engine layouts for its new transport/tanker, some of which were based on the B-47 and C-97, before settling on

title: "Boeing 707" content: 367−80. The "Dash 80" took less than two years from project launch in 1952 to rollout on May 14, 1954, then first flew on July 15, 1954. It was powered by the Pratt & Whitney JT3C turbojet engine, which was the civilian version of the J57 used on many military aircraft of the day, including the F-100 Super Sabre fighter and the B-52 bomber. The prototype was a proof-of-concept aircraft for both military and civilian use. The United States Air Force was the first customer, using it as the basis for the KC-135 Stratotanker aerial refueling platform. Whether the passenger

title: "Boeing 707" content: 707 would be profitable was far from certain. At the time, Boeing was making nearly all of its money from military contracts: Its last passenger transport, the Boeing 377 Stratocruiser, had netted the company a $15 million loss before it was purchased by the Air Force as the KC-97 Stratofreighter. In a demonstration flight over Lake Washington outside Seattle, on August 7, 1955, test pilot Tex Johnston performed a barrel roll in the 367-80 prototype. The 132-inch (3.35 m) wide fuselage of the Dash 80 was large enough for four-abreast (two-plus-two) seating like the Stratocruiser. Answering customers' demands and under

title: "Boeing 707" content: Douglas competition, Boeing soon realized this would not provide a viable payload, so it widened the fuselage to to allow five-abreast seating and use of the KC-135's tooling. Douglas Aircraft had launched its DC-8 with a fuselage width of . The airlines liked the extra space and six-abreast seating, so Boeing increased the 707's width again to compete, this time to . The first flight of the first-production 707-120 took place on December 20, 1957, and FAA certification followed on September 18, 1958. Both test pilots Joseph John "Tym" Tymczyszyn and James R. Gannett were awarded the first Iven C.

title: "Boeing 707" content: Kincheloe Award for the test flights that led to certification. A number of changes were incorporated into the production models from the prototype. A Krueger flap was installed along the leading edge between the inner and outer engines on early 707-120 and −320 models. The initial standard model was the 707-120 with JT3C turbojet engines. Qantas ordered a shorter-bodied version called the 707-138, which was a −120 with six fuselage frames removed, three in front of the wings, and three aft. The frames in the 707 were each 20 in (500 mm) apart, so this resulted in a net shortening

title: "Boeing 707" content: tail fin on all 707 variants, as well as add a ventral fin, which was retrofitted on earlier −120 and −220 aircraft. These modifications also aided in the mitigation of Dutch roll by providing more stability in yaw. Though initially fitted with turbojet engines, the dominant engine for the Boeing 707 family was the Pratt & Whitney JT3D, a turbofan variant of the JT3C with lower fuel consumption and higher thrust. JT3D-engined 707s and 720s were denoted with a "B" suffix. While many 707-120Bs and -720Bs were conversions of existing JT3C-powered machines, 707-320Bs were available only as newly built aircraft,

title: "Boeing 707" content: as they had a stronger structure to support a maximum takeoff weight increased by , along with modifications to the wing. The 707-320B series enabled nonstop westbound flights from Europe to the US West Coast and from the US to Japan. The final 707 variant was the 707-320C, (C for "Convertible"), which had a large fuselage door for cargo. It had a revised wing with three-sectioned leading-edge flaps, improving takeoff and landing performance and allowing the ventral fin to be removed (although the taller fin was retained). The 707-320Bs built after 1963 used the same wing as the −320C and

title: "Boeing 707" content: were known as 707-320B Advanced aircraft. Production of the passenger 707 ended in 1978. In total, 1,010 707s were built for civilian use, though many of these found their way to military service. The 707 production line remained open for purpose-built military variants until 1991, with the last new-build 707 airframes built as E-3 and E-6 aircraft. Traces of the 707 are still found in the 737, which uses a modified version of the 707's fuselage, as well as the same external nose and cockpit configurations as those of the 707. These were also used on the previous 727, while

title: "Boeing 707" content: the 757 also used the 707 fuselage cross-section. The 707's wings are swept back at 35°, and like all swept-wing aircraft, display an undesirable "Dutch roll" flying characteristic that manifests itself as an alternating yawing and rolling motion. Boeing already had considerable experience with this on the B-47 and B-52, and had developed the yaw damper system on the B-47 that would be applied to later swept-wing configurations like the 707. However, many novice 707 pilots had no experience with this phenomenon, as they were transitioning from straight-wing propeller-driven aircraft such as the Douglas DC-7 and Lockheed Constellation. On one

title: "Boeing 707" content: customer-acceptance flight, where the yaw damper was turned off to familiarize the new pilots with flying techniques, a trainee pilot's actions violently exacerbated the Dutch roll motion and caused three of the four engines to be torn from the wings. The plane, a brand new 707-227, "N7071", destined for Braniff, crash-landed on a river bed north of Seattle at Arlington, Washington, killing four of the eight occupants. In his autobiography, test pilot Johnston describes a Dutch roll incident he experienced as a passenger on an early commercial 707 flight. As the aircraft's movements did not cease and most of the

title: "Boeing 707" content: typically had this configuration, although American Airlines had turbocompressors on engines 2 and 3 only. Early 707 models often had turbocompressor fairings on all four engines, but with only two or three compressors installed. The JT3D-3B engines are readily identifiable by the large gray secondary air inlet doors in the nose cowl. These doors are fully open (sucked in at the rear) during takeoff to provide additional air. When the engines are throttled back to cruise, the doors are shut. The 707 was the first commercial jet aircraft to be fitted with clamshell-type thrust reversers on each of the four

title: "Boeing 707" content: engines. Pratt & Whitney, in a joint venture with Seven Q Seven (SQS) and Omega Air, has selected the JT8D-219 as a re-engine powerplant for Boeing 707-based aircraft, calling their modified configuration a 707RE. Northrop Grumman has selected the −219 to re-engine the United States Air Force's fleet of 19 E-8 Joint STARS aircraft, which will allow the J-STARS more time on station due to the engine's greater fuel efficiency. NATO also plans to re-engine their fleet of E-3 Sentry AWACS aircraft. The −219 is publicized as being half the cost of the competing 707 re-engine powerplant, the CFM International

title: "Boeing 707" content: CFM56, and is 40 dB quieter than JT3D engines that are being replaced. The first commercial orders for the 707 came on October 13, 1955, when Pan Am committed to 20 707s and 25 Douglas DC-8s, dramatically increasing their passenger capacity (in available revenue passenger seat-miles per hour/per day) over its existing fleet of propeller aircraft. The competition between the 707 and Douglas DC-8 was fierce. Pan American ordered these planes, when and as they did, so that they would be the operators of the "first-off" production line for each aircraft type. Until their initial batch of the aircraft had

title: "Boeing 707" content: been delivered to them and put into operation, Pan American would have the distinction of being not only the "Launch Customer" for both transcontinental American jets, but the exclusive operator of American intercontinental jet transports for at least a year. The only rival in intercontinental jet aircraft production at the time was the British de Havilland Comet. However, this was never real competition for the American market as the Comet series had been the subject of fatal accidents (due to design flaws) early in its introduction, withdrawn from service, virtually redesigned from scratch, and reintroduced as version -4. It was

title: "Boeing 707" content: also smaller and slower than the 707. Several major airlines committed only to the (second place in the production race) Douglas DC-8. Douglas Aircraft was the more established and preferred (by airlines and their passengers) maker of passenger aircraft at the time. Douglas had correctly decided to await the validation of a larger and more fuel efficient engine (JT4A from Pratt & Whitney), and to design a larger and longer range aircraft around this engine. To stay competitive, Boeing made a late and costly decision to redesign and enlarge the 707's wing to help increase range and payload. The new

title: "Boeing 707" content: version was numbered 707-320. Pan Am was the first airline to operate the 707; the carrier inaugurated 707 service with a christening at National Airport on October 17, 1958, attended by President Eisenhower, followed by a transatlantic flight for VIPs (personal guests of founder Juan Trippe) from Baltimore's Friendship International Airport to Paris. The aircraft's first commercial flight was from Idlewild Airport, New York, to Le Bourget, Paris, on October 26, 1958, with a fuel stop in Gander, Newfoundland. In December, National Airlines operated the first U.S. domestic jet airline flights between New York/Idlewild and Miami, using 707s leased from

title: "Boeing 707" content: Pan Am; American Airlines was the first domestic airline to fly its own jets, on January 25, 1959. TWA started domestic 707-131 flights in March and Continental Airlines started 707-124 flights in June; airlines that had ordered only the DC-8, such as United, Delta, and Eastern, were left without jets until September and lost market share on transcontinental flights. Qantas was the first non-US airline to use the 707s, starting in 1959. The 707 quickly became the most popular jetliner of its time. Its popularity led to rapid developments in airport terminals, runways, airline catering, baggage handling, reservations systems, and

title: "Boeing 707" content: other air transport infrastructure. The advent of the 707 also led to the upgrading of air traffic control systems to prevent interference with military jet operations. As the 1960s drew to a close, the exponential growth in air travel led to the 707 being a victim of its own success. The 707 was now too small to handle the increased numbers of passengers on the routes for which it was designed. Stretching the fuselage was not a viable option because the installation of larger, more powerful engines would need a larger undercarriage, which was not feasible given the design's limited

title: "Boeing 707" content: ground clearance at takeoff. Boeing's answer to the problem was the first wide-body airliner—the Boeing 747. The 707's first-generation engine technology was also rapidly becoming obsolete in the areas of noise and fuel economy, especially after the 1973 oil crisis. In 1982, during the Falklands War, the Argentine Air Force extensively used 707s for long-range maritime patrol, with some of them being intercepted and shepherded away by Royal Navy Sea Harriers, it also led to the conversion of British Nimrods to carry Sidewinder air-to-air missiles after a casual encounter. Trans World Airlines flew the last scheduled 707 flight for passengers

title: "Boeing 707" content: by a US carrier on October 30, 1983, although 707s remained in scheduled service by airlines from other nations for much longer. Middle East Airlines of Lebanon flew 707s and 720s in front-line passenger service until the end of the 1990s. Since LADE of Argentina took its 707-320Bs from regular service in 2007, Saha Airlines of Iran was the last airline to keep 707s in scheduled passenger service until April 2013. Operations of the 707 were threatened by the enactment of international noise regulations in 1985. Shannon Engineering of Seattle developed a hush kit with funding from Tracor, Inc, of

title: "Boeing 707" content: Austin, Texas. By the late 1980s, 172 Boeing 707s had been equipped with the Quiet 707 package. Boeing acknowledged that more 707s were in service than before the hush kit was available. Most remaining 707s are in freighter form, or as business jets. Although certified as Series 100s, 200s, 300s, etc., the different 707 variants are more commonly known as Series 120s, 220s, 320s, and so on, where the "20" part of the designation is Boeing's "customer number" for its development aircraft. The 707-020 was the original designation for what ultimately became the Boeing 720. Launch customer United Air Lines

title: "Boeing 707" content: was a Douglas DC-8 customer and preferred not to be seen as buying the competing 707, hence the 720 designation. American Airlines always referred to its 720s as 707s. The 707-120 was the first production 707 variant, with a longer, wider fuselage, and greater wingspan than the Dash 80. The cabin had a full set of rectangular windows and could seat up to 189 passengers. It was designed for transcontinental routes, and often required a refueling stop when flying across the North Atlantic. It had four Pratt & Whitney JT3C-6 turbojets, civilian versions of the military J57, initially producing 13,000

title: "Boeing 707" content: lb (57.8 kN) with water injection. Maximum takeoff weight was 247,000 lb and first flight was on December 20, 1957. Major orders were the launch order for 20 707-121 aircraft by Pan Am and an American Airlines order for 30 707-123 aircraft. The first revenue flight was on October 26, 1958; 56 were built, plus seven short-bodied −138s; the last −120 was delivered to Western in May 1960. The 707-138 was a −120 with a fuselage 10 ft shorter than the others, with 5 ft (three frames) removed ahead and behind the wing, giving increased range. Maximum takeoff weight was

title: "Boeing 707" content: and 41 for TWA, plus six short-bodied −138Bs for Qantas. American had its 23 surviving −123s converted to 123Bs, but TWA did not convert its 15 -131s. The only other conversions were Pan American's five surviving −121s and one surviving −139, the three aircraft delivered to the USAF as −153s and the seven short-bodied Qantas −138s. The first flight of the −120B was on June 22, 1960, and American carried the first passengers in March 1961; the last delivery was to American in April 1969. Maximum weight was 258,000 lb (117,025 kg) for both the long- and short-bodied versions. The

title: "Boeing 707" content: kN) JT4A-11s). The interior allowed up to 189 passengers, the same as the -120 and -220 series, but improved two-class capacity due to an 80-in fuselage stretch ahead of the wing (from to ), with extensions to the fin and horizontal stabilizer extending the aircraft's length further. The longer wing carried more fuel, increasing range by and allowing the aircraft to operate as true transoceanic aircraft. The wing modifications included outboard and inboard inserts, as well as a kink in the trailing edge to add area inboard. Takeoff weight was increased to initially and to with the higher-rated JT4As and

title: "Boeing 707" content: center section tanks. Its first flight was on January 11, 1958; 69 turbojet 707-320s were delivered through January 1963, the first passengers being carried (by Pan Am) in August 1959. The 707-420 was identical to the −320, but fitted with Rolls-Royce Conway 508 (RCo.12) turbofans (or by-pass turbojets as Rolls-Royce called them) of 18,000 lb (79 kN) thrust each. The first announced customer was Lufthansa. BOAC's controversial order was announced six months later, but the British carrier got the first service-ready aircraft off the production line. The British Air Registration Board refused to give the aircraft a certificate of airworthiness,

title: "Boeing 707" content: citing insufficient lateral control, excessive rudder forces, and the ability to over-rotate on takeoff, stalling the wing on the ground (a fault of the de Havilland Comet 1). Boeing responded by adding 40 inches to the vertical stabilizer, applying full instead of partial rudder boost, and fitting an underfin to prevent over-rotation. These modifications except to the fin under the tail became standard on all 707 variants and were retrofitted to all earlier 707s. The 37 -420s were delivered to BOAC, Lufthansa, Air-India, El Al, and Varig through November 1963; Lufthansa was the first to carry passengers, in March 1960.

title: "Boeing 707" content: The 707-320B had the application of the JT3D turbofan to the Intercontinental, but with aerodynamic refinements. The wing was modified from the −320 by adding a second inboard kink, a dog-toothed leading edge, and curved low-drag wingtips instead of the earlier blunt ones. These wingtips increased overall wingspan by 3.0 ft. Takeoff gross weight was increased to . The 175 707-320B aircraft were all new-build; no original −320 models were converted to fan engines in civilian use. First service was June 1962, with Pan Am. The 707-320B Advanced is an improved version of the −320B, adding the three-section leading-edge flaps

title: "Boeing 707" content: already seen on the −320C. These reduced takeoff and landing speeds and altered the lift distribution of the wing, allowing the ventral fin found on earlier 707s to be deleted. From 1965, -320Bs had the uprated −320C undercarriage allowing the same MTOW. These were often identified as 707-320BA-H. The 707-320C has a convertible passenger–freight configuration, which became the most widely produced variant of the 707. The 707-320C added a strengthened floor and a new cargo door to the −320B model. The wing was fitted with three-section leading-edge flaps which allowed the deletion of the underfin. Three hundred and thirty-five of

title: "Boeing 707" content: these variants were built, including a small number with JT3D-7 engines (19,000 lb or 84.6 kN takeoff thrust) and a takeoff gross weight of . Ironically, most −320Cs were delivered as passenger aircraft, airlines hoping that the cargo door would increase second-hand values. The addition of two additional emergency exits, one on either side aft of the wing raised the maximum passenger capacity to a theoretical 219. Only a few aircraft were delivered as pure freighters. One of the final orders was by the Iranian Government for 14 707-3J9C aircraft capable of VIP transportation, communication, and in-flight refuelling tasks. The

title: "Boeing 707" content: 707-700 was a test aircraft used to study the feasibility of using CFM International CFM56 engines on a 707 airframe and possibly retrofitting existing aircraft with the engine. After testing in 1979, "N707QT", the last commercial 707 airframe, was restored to 707-320C configuration and delivered to the Moroccan Air Force as a tanker aircraft via a "civilian" order. Boeing abandoned the retrofit program, since it felt it would be a threat to the Boeing 757 program. The information gathered from testing led to the eventual retrofitting of CFM56 engines to the USAF C-135/KC-135R models, and some military versions of the

title: "Boeing 707" content: longer than the 707-320B and would have carried 209 passengers in mixed-class configuration and 260 passengers in all-economy configuration. The 506 model would have had a fuselage longer than the 707-320B and would have carried 225 passengers in mixed class configuration and 279 passengers in all economy configuration. Like the 707-620, the 707-820 was also set to compete with the stretched DC-8s. The design was being pitched to American, TWA, BOAC, and Pan Am at the time of its proposal in early 1965. The 707-820 would have cost US$10,000,000. Like the 707-620, the 707-820 would have required a massive structural

title: "Boeing 707" content: redesign to the wing and gear structures. The 707-820 was also cancelled in 1966 in favor of the 747. The militaries of the US and other countries have used the civilian 707 aircraft in a variety of roles, and under different designations. (The 707 and U.S. Air Force's KC-135 were developed in parallel from the Boeing 367–80 prototype.) The Boeing E-3 Sentry is a US military airborne warning and control system (AWACS) aircraft based on the Boeing 707 that provides all-weather surveillance, command, control, and communications. The VC-137C variant of the Stratoliner was a special-purpose design meant to serve as

title: "Boeing 707" content: Air Force One, the secure transport for the President of the United States. These models were in operational use from 1962 to 1990. The two aircraft remain on display: SAM 26000 is at the National Museum of the United States Air Force near Dayton, Ohio and SAM 27000 is at the Ronald Reagan Presidential Library in Simi Valley, California. The Canadian Forces also operated the Boeing 707 with the designation CC-137 Husky (707-347C) from 1971 to 1997. Boeing 717 was the company designation for C-135 Stratolifter and KC-135 Stratotanker derivatives of the 367-80. The designation was later reused in renaming

title: "Boeing 707" content: the McDonnell Douglas MD-95 to Boeing 717 after the company was merged with Boeing. Boeing's customer codes used to identify specific options and livery specified by customers was started with the 707, and has been maintained through all Boeing's models. In essence the same system as used on the earlier Boeing 377, the code consisted of two digits affixed to the model number to identify the specific aircraft version. For example, Pan American World Airways was assigned code "21". Thus, a 707-320B sold to Pan Am had the model number 707-321B. The number remained constant as further aircraft were purchased;

title: "Boeing 707" content: thus, when Pan American purchased the 747-100, it had the model number 747-121. In the 1980s, the USAF acquired around 250 used 707s to provide replacement turbofan engines for the KC-135E Stratotanker program. The 707 is no longer operated by major airlines. American actor John Travolta owned an ex-Qantas 707-138B, with the registration "N707JT." In May 2017, he donated the plane to the Historical Aircraft Restoration Society near Wollongong, Australia. The plane will be flown to Illawarra Regional Airport, where HARS is based, once repairs to ensure safe flying condition have been completed. Boeing As of September 2015, the 707

title: "Boeing 707" content: has been in a total of 246 major aviation occurrences and, 172 hull-loss occurrences with 3,022 fatalities. Boeing 707 The Boeing 707 is a mid-sized, long-range, narrow-body, four-engine jet airliner built by Boeing Commercial Airplanes from 1958 to 1979. Its name is commonly pronounced as "seven oh seven". Versions of the aircraft have a capacity from 140 to 219 passengers and a range of . Developed as Boeing's first jet airliner, the 707 is a swept-wing design with podded engines. Although it was not the first jetliner in service, the 707 was the first to be commercially successful. Dominating passenger

Answer: Lufthansa

Answer: Trans World Airlines

Answer: Sabena

Answer: Continental Airlines

Answer: American Airlines

Answer: Air France

Answer: British Airways

Answer: Pan Am

Answer: BAW

Answer: AAL

Answer: Compagnie Nationale Air France

Answer: Société Air France

Answer: TWA

Answer: British Airways plc

Answer: Societe Air France SA

Answer: Trans World Airlines, Inc.

Answer: Lufthansa German Airlines

Answer: Lufthansa

Answer: AF

Answer: SABENA

Answer: PAA

Answer: Pan American World

Answer: AA

Answer: Pan Am

Answer: American Airlines

Answer: Pan American World Airways Inc.

Answer: Air Charter International

Answer: Pan American World Airways

Answer: AMR Corporation

Answer: Atlas-Gruppe

Answer: Trans World Airlines, TWA

Answer: Societe Air France

Answer: American Airways

Answer: Deutsche Lufthansa Aktiengesellschaft

Answer: DLH

Answer: Societé Anonyme Belge d'Exploitation de la Navigation Aérienne

Answer: Deutsche Lufthansa AG

Answer: Société Air France, S.A.

Answer: Pan-Am

Answer: Airfrance

Answer: Sabena

Answer: American Air Lines

Answer: BA

Answer: LH

Answer: PanAm

Answer: AIRFRANCE

Answer: British Airways

Answer: Belgian Corporation for Air Navigation Services

Answer: Continental Airlines

Answer: Air France

Answer: Société Aerienne Francaise d'Affretement

Answer: Trans World Airlines

Answer: Deutsche Lufthansa

Answer: Cie Nationale Air France

Answer: American Airlines, Inc.

Answer: Pan American Airways

Answer: TWA Trans World Airlines


Question: what has this river crossed over?

Instruction: Using the provided image, obtain documents that address the subsequent question:

title: "Landwasser Viaduct" content: Landwasser Viaduct The Landwasser Viaduct () is a single-track six-arched curved limestone railway viaduct. It spans the Landwasser between Schmitten and Filisur, in the canton of Graubünden, Switzerland. Designed by Alexander Acatos, it was built between 1901 and 1902 by Müller & Zeerleder for the Rhaetian Railway, which still owns and uses it today. A signature structure of the World Heritage-listed Albula Railway, it is high, long, and one of its ramps exits straight into the Landwasser Tunnel. The Landwasser Viaduct has six arch spans in width, resting on five high pillars. The railway line near the viaduct has a

title: "Landwasser Viaduct" content: slope of 2 percent, and in plan a circular arc with a radius of . The southeastern abutment of the viaduct is located on a high cliff, and at that point, the tracks lead directly into the long Landwasser Tunnel. The viaduct's masonry is approximately in volume and is jointed with dolomitic limestone. The dark limestone-built viaduct forms part of the Albula Railway section between Tiefencastel and Filisur, and is at the mark from Thusis. To passengers on trains approaching the viaduct from Tiefencastel and Alvaneu on the Albula Railway, the viaduct becomes visible from quite some distance away. The

title: "Landwasser Viaduct" content: first major feature to be reached on that approach is the Schmittentobel Viaduct, which itself is of considerable size. Then, while crossing the curved Landwasser Viaduct, passengers can observe the front of the train heading into the Landwasser Tunnel. On the other side of the tunnel, the separate line from Davos Platz forms a junction with the Albula Railway just as both lines arrive in Filisur. Shortly before reaching that junction point, passengers on the Davos–Filisur line can experience a view of the viaduct from the northeast. The viaduct briefly appears as a bridge which was destroyed by Rasputin's minions

title: "Landwasser Viaduct" content: in the 1997 animated film "Anastasia". The portrayal was of a taller, 4-storey viaduct very similar to a Roman aqueduct but set in Poland. It also appears within the first couple of minutes of the film “A Cure for Wellness.” Landwasser Viaduct The Landwasser Viaduct () is a single-track six-arched curved limestone railway viaduct. It spans the Landwasser between Schmitten and Filisur, in the canton of Graubünden, Switzerland. Designed by Alexander Acatos, it was built between 1901 and 1902 by Müller & Zeerleder for the Rhaetian Railway, which still owns and uses it today. A signature structure of the World

Answer: Landwasser

Answer: Landwasser


Question: What is the parent peak of this mountain?

Instruction: With the provided image, gather documents that offer a solution to the question:

title: "Dents du Midi" content: Dents du Midi The Dents du Midi (French: "teeth of midday") are a multi-summited mountain situated in the Chablais Alps in the Swiss canton of Valais. They are composed of seven distinct summits and reach a height of 3257 metres (10,686 feet). Highest mountain between Lake Geneva and the Mont Blanc Massif, they dominate the Val-d'Illiez and the Rhône Valley, from Martigny down to the lake. Together with the slightly lower Tour Sallière, they form a cirque around the Lac de Salanfe, an artificial reservoir. Geologically it makes up a part of the massif Haut-Giffre. The ""Dents"", or "Teeth" are,

Answer: Mont Blanc

Answer: Il Bianco

Answer: Mt. Blanc

Answer: La Dame blanche

Answer: Mont Blanc

Answer: Monte Bianco

Answer: Mt Blanc


Question: What is the highest observed lifespan of this animal?

Instruction: Retrieve documents that provide an answer to the question alongside the image:

title: Groundhog content: thrive. In the wild, groundhogs can live up to six years with two or three being average. In captivity, groundhogs reportedly live up to 14 years. Humans, dogs, coyotes, and foxes are about the only predators that can kill adult groundhogs although young may also be taken by owls and hawks. The red fox is the major predator of "Marmota monax". Occasionally woodchucks may suffer from parasitism and a woodchuck may die from infestation or from bacteria transmitted by vectors. In areas of intensive agriculture and dairying regions of the state of Wisconsin, particularly the southern parts, the woodchuck by

Answer: 14


Question: What is the location of this garden?

Instruction: Retrieve documents that provide an answer to the question alongside the image:

title: "United States Botanic Garden" content: tract, which was swamp land, was located next to the Smithsonian Museum and a mere eighty feet from the steps of the Capitol. The land was situated between First and Third streets and Pennsylvania and Maryland avenues on the west side of the Capitol building. It was originally owned by David Burnes, the Scots farmer who owned much of the site of the city of Washington. He had been warned in 1796 that if he chose to plant crops "on the avenue and the Mall", it was at his own risk as something might be done "almost any time" to

title: "United States Botanic Garden" content: make a thoroughfare. It is probable that Thomas Jefferson was the first influential person who took an interest in cleaning up the brush that covered the land. By 1810, some rows of Lombardy poplars had been planted, however, the avenue itself "was too much of a morass" to be traversed on horseback. One of the greatest accomplishments of the institution was the creation of a botanic garden in 1821. "By the end of 1823 the swampy tract of land granted by Congress had been drained and leveled, an elliptical pond with an island at its center constructed, and four graveled

title: "United States Botanic Garden" content: Garden of the Columbian Institute" was prepared by William Elliot. The pamphlet mentioned more than 458 plants growing at that time. Sixteen years passed and by 1836, no further improvements had been made on the property. "The tract was a stagnant and malarial swamp and Congress was prevailed upon to make an appropriation of $5,000 for improvements." The funds were used to drain the site and erect a fountain. Financial woes continued to plague the Institute, and there was "never enough money from contributions for proper maintenance of the garden and plant collections." The facility ceased to operate in 1837

title: "United States Botanic Garden" content: who brought back a large collection of specimens, including seeds and cuttings. Because the garden was situated in a swamp, early attempts at cultivation were not successful, however, during 1842; a revival was made after the Wilkes Expedition brought many rare plants to Washington from the Fiji, Sandwich and Society Islands, New Zealand and South America. During this trip, Wilkes collected live and dried specimens of plants and was one of the first to use wardian cases to maintain live plants on long voyages. Members of the expedition returned with a massive collection of plants previously unknown in the United

title: "United States Botanic Garden" content: but not shut off by walls and fences. Locating the Botanic Garden in this area was one of those serious mistakes made in the early part of the century whereby the great plan for the Nation's Capital suffered damage that has continued to this day." Sherrill's report pointed out that the goal of Congress was to restore the Mall to its original status as a park connection between the legislative and executive departments. Congress had paid the Pennsylvania Railroad $1,500,000 to remove its tracks from the Mall. "The new National Museum Building, the Agriculture Department buildings, and the gallery for

title: "United States Botanic Garden" content: the north will be provided. Additionally, the public features of the "present" botanic garden be transferred from the west side of the Capitol to the north side to lands already owned by the Government. In 1933, the main building was moved to its present location on the National Mall, just to the southwest of the Capitol, bordered by Maryland Avenue on the north, First Street on the east, Independence Avenue on the south, and Third Street on the west. The facility includes a conservatory and of outside grounds. Directly across Independence Avenue is Bartholdi Park, an outdoor display area, and

title: "United States Botanic Garden" content: for the Bartholdi Fountain in the garden's center designed by Frédéric Bartholdi. One of the goals of this garden is to provide inspiration and ideas for home gardeners who visit it. It displays a variety of small structured and non-structured gardens, and infuses color, shape, and planting themes. One section of the garden is certified as a National Wildlife Federation Backyard Wildlife Habitat. The Park also houses the administrative building for the United States Botanic Garden. The Production Facility in southwest D.C. is used for growing and storing plants for propagation, for collection maintenance, or for display in upcoming annual

Answer: National Mall

Answer: Southwest

Answer: Southwest DC

Answer: The Island

Answer: SW

Answer: Murderers Row

Answer: S.W.

Answer: Southwest Quadrant

Answer: Downings Mall

Answer: The Malle

Answer: Southwest Washington, D.C.

Answer: Southwest Washington

Answer: Southwest Washington, DC

Answer: The Commons

Answer: National Mall

Answer: SW DC

Answer: The Mall

Answer: The National Mall

Answer: Southwest, Washington, D.C.

Answer: Southwest


Question: where is the highest point of this park?

Instruction: Utilizing the given image, obtain documents that respond to the following question:

title: "Mount Rainier National Park" content: Mount Rainier National Park Mount Rainier National Park is an American national park located in southeast Pierce County and northeast Lewis County in Washington state. The park was established on March 2, 1899 as the fifth national park in the United States, preserving including all of Mount Rainier, a stratovolcano. The mountain rises abruptly from the surrounding land with elevations in the park ranging from 1,600 feet to over 14,000 feet (490 - 4,300 m). The highest point in the Cascade Range, Mount Rainier is surrounded by valleys, waterfalls, subalpine meadows, and of old-growth forest. More than 25 glaciers descend

title: "Mount Rainier National Park" content: the flanks of the volcano, which is often shrouded in clouds that dump enormous amounts of rain and snow. Mount Rainier is circled by the Wonderland Trail and is covered by glaciers and snowfields totaling about . Carbon Glacier is the largest glacier by volume in the contiguous United States, while Emmons Glacier is the largest glacier by area. Mount Rainier is a popular peak for mountaineering with some 10,000 attempts per year with approximately 50% making it to the summit. Ninety-seven percent of the park is preserved as wilderness under the National Wilderness Preservation System, including Clearwater Wilderness and

title: "Mount Rainier National Park" content: Mount Rainier Wilderness, a designation it received in 1988. It is abutted by the Tatoosh Wilderness. The park was designated a National Historic Landmark on February 18, 1997 as a showcase for the National Park Service Rustic style architecture (or "parkitecture") of the 1920s and 1930s, exemplified by the Paradise Inn and a masterpiece of early NPS master planning. As an Historic Landmark district, the park was administratively listed on the National Register of Historic Places. The film "Track of the Cat" (1954) was filmed in and around Mount Rainer National Park. The earliest evidence of human activity in the

title: "Mount Rainier National Park" content: area which is now Mount Rainier National Park, a projectile point dated to circa 4,000-5,800 BP (before present) found along Bench Lake Trail (the first section of Snow Lake Trail). A more substantial archeological find was a rock shelter near Fryingpan Creek, east of Goat Island Mountain. Hunting artifacts were found in the shelter. The shelter would not have been used all year round. Cultural affinities suggest the site was used by Columbia Plateau Tribes from 1000 to 300 BP. In 1963 the National Park Service contracted the Washington State University to study Native American use of the Mount Rainier

title: "Mount Rainier National Park" content: area. Richard D. Daugherty lead an archeological study of the area and concluded that prehistoric humans used the area most heavily between 8000 and 4500 BP. Allan H. Smith interviewed elderly Native Americans and studied ethnographic literature. He found no evidence of permanent habitation in the park area. The park was used for hunting and gathering and for occasional spirit quests. Smith also came to tentative conclusions that the park was divided among five tribes along watershed boundaries; the Nisqually, Puyallup, Muckleshoot, Yakama, and Taidnapam (Upper Cowlitz). Subsequent studies cast doubt on Smith's theory that the tribes had agreed upon

title: "Mount Rainier National Park" content: boundaries before they entered into treaties with the United States in 1854-55. Mammals that inhabit this national park are especially the cougar, black bear, raccoon, coyote, bobcat, snowshoe hare, weasel, mole, beaver, red fox, porcupine, skunk, marmot, deer, marten, shrew, pika, elk, and mountain goat. The common birds of this park including raptors are the thrush, chickadee, kinglet, northern goshawk, willow flycatcher, spotted owl, steller's jay, Clark's nutcracker, bald eagle, ptarmigan, harlequin duck, grouse, peregrine falcon, gray jay, golden eagle, grosbeak and finch. On March 2, 1899, President William McKinley signed a bill passed by Congress authorizing the creation of

title: "Mount Rainier National Park" content: Mount Rainier National Park, the nation's fifth national park. It was the first national park created from a national forest. The Pacific Forest Reserve had been created in 1893 and included Mount Rainier. It was enlarged in 1897 and renamed Mount Rainier Forest Reserve. John Muir had visited Mount Rainier in 1888. Muir and nine others, including Edward Sturgis Ingraham, Charles Piper, and P. B. Van Trump, climbed to the summit in what became the fifth recorded ascent. The trip to Mount Rainier had played a role in reinvigorating Muir and convincing him to rededicate his life to the preservation

title: "Mount Rainier National Park" content: of nature as national parks. At the time national forests, called forest reserves at first, were being created throughout the American West, under the utilitarian "conservation-through-use" view of Gifford Pinchot. Muir came to be known as a "preservationist". He wanted nature preserved under the more protected status of national parks. But during the 1890s there was more public support for creating national forests than national parks. During that decade, Muir and his supporters were only able to protect one national forest as a national park. When the Pacific Forest Reserve was created in 1893, Muir quickly persuaded the newly formed

title: "Mount Rainier National Park" content: Sierra Club to support a movement to protect Rainier as a national park. Other groups soon joined, such as the National Geographic Society and scientific associations wanting Mount Rainier preserved as a place to study volcanism and glaciology. Commercial leaders in Tacoma and Seattle were also in support, as was the Northern Pacific Railway. The effort lasted over five years and involved six different attempts to push a bill through Congress. Congress eventually agreed, but only after acquiring assurances that none of the new park was suitable for farming or mining and that no federal appropriations would be necessary for

title: "Mount Rainier National Park" content: its management. Mount Rainier National Park closed because of extensive flooding as a result of the 6 November 2006 Pineapple Express rainstorm when of rain fell in a 36-hour period. Campsites and roads throughout the park were washed away. Power to Paradise and Longmire was disrupted. Sunshine Point Campground, shortly inside the Nisqually Entrance, was destroyed and has not reopened. On 5 May 2007, the park reopened to automobile traffic via State Route 706 at the Nisqually Entrance. The entire park was designated a National Historic Landmark District on February 18, 1997, in recognition of the consistently high standard of

title: "Mount Rainier National Park" content: design and preservation the park's National Park Service Rustic-style architecture. The park contains 42 locations designated on the National Register of Historic Places, including four National Historic Landmarks. Paradise () is the name of an area at approximately on the south slope of Mount Rainier in the national park. Paradise is the most popular destination for visitors to Mount Rainier National Park. 62% of the over 1.3 million people who visited the park in 2000 went to Paradise. Paradise, near the subalpine valley of the Paradise River, is the location of the historic Paradise Inn (built 1916), Paradise Guide House

title: "Mount Rainier National Park" content: (built 1920) and Henry M. Jackson Visitor Center (built 1966; demolished and replaced, 2008). The National Park Service says that "Paradise is the snowiest place on Earth where snowfall is measured regularly." of snow fell during the winter of 1971/72, setting a world record for that year. Subsequently, in the winter of 1998/99, Mount Baker Ski Area received . Paradise holds the Cascade Range record for most snow on the ground with on 10 March 1956. Under the Köppen climate classification, the park has a subarctic climate ("Dfc") with a drying trend in the summer. Longmire () is a visitor

title: "Mount Rainier National Park" content: center in Mount Rainier National Park, located east of the Nisqually Entrance. The area is named after James Longmire, an early settler in Puget Sound. The area is in the Nisqually River valley at an elevation of between The Ramparts Ridge and the Tatoosh Range. Longmire is surrounded by old-growth Douglas fir, western red cedar and western hemlock. Longmire is the location of Mount Rainier's National Park Inn, the Longmire Museum, and the 1928 National Park Service Administration Building, which is now a Wilderness Information Center. The National Park Inn is the only accommodation in the park open all year

title: "Mount Rainier National Park" content: round. Longmire is the second most popular destination for visitors to Mount Rainier National Park after Paradise. Of the more than 1.3 million people who visited the park in 2000, 38% visited Longmire. The Cougar Rock Campground is about north west of Longmire with 173 individual campsites and 5 group sites and open from late May through late September. Longmire is one of the starting points of the Wonderland Trail. Sunrise () is a lodge and visitor center located in the northeastern part of the park. At an elevation of , it is the highest point in the park that

title: "Mount Rainier National Park" content: is accessible by vehicle. There are miles of trails located all around Sunrise, such as Mount Fremont, Burroughs Mountain, and Sourdough Ridge. The lodge is reachable via a turnoff from SR 410 near the White River entrance. "Ohanapecosh" is a campground (with 188 individual sites and 2 group sites, open from late May through late September), visitor center (closed during the 2013 season), and ranger station located in the southeastern portion of the park, approximately from the park boundary off Highway 123. Located in a deep valley among old growth forest at an elevation below , it is the only

title: "Mount Rainier National Park" content: developed area of the park without a view of Mount Rainier. The Ohanapecosh Hot Springs, Grove of the Patriarchs, and Silver Falls are all located in the Ohanapecosh area. The "Carbon River Entrance Station" is located in the northwest corner of the park off Highway 165 and is the site of the only rainforest at Mount Rainier. There is a campground and a short trail through the rainforest, as well as a trail to the Carbon Glacier, one of the lowest glaciers in the contiguous United States. "Mowich Lake" is the largest and deepest lake in the park, located south

title: "Mount Rainier National Park" content: of Carbon at the south end of Highway 165. A campground, picnic area, and hiking trail are located near the lake. The two major roads into the northwest quadrant of the Park were severely damaged by the floods of 2006. The ranger station at the Carbon River entrance is staffed during the summer. No motor vehicles are permitted beyond that point. Mount Rainier National Park Mount Rainier National Park is an American national park located in southeast Pierce County and northeast Lewis County in Washington state. The park was established on March 2, 1899 as the fifth national park in

Answer: Mount Rainier

Answer: Rainier

Answer: Mt. Regnier

Answer: Tacoma

Answer: Mt. Rainier

Answer: Tahoma

Answer: Mount Rainier


Question: Which city or region does this mountain locate in?

Instruction: Extract documents linked to the question provided in conjunction with the image:

title: "Dents du Midi" content: Dents du Midi The Dents du Midi (French: "teeth of midday") are a multi-summited mountain situated in the Chablais Alps in the Swiss canton of Valais. They are composed of seven distinct summits and reach a height of 3257 metres (10,686 feet). Highest mountain between Lake Geneva and the Mont Blanc Massif, they dominate the Val-d'Illiez and the Rhône Valley, from Martigny down to the lake. Together with the slightly lower Tour Sallière, they form a cirque around the Lac de Salanfe, an artificial reservoir. Geologically it makes up a part of the massif Haut-Giffre. The ""Dents"", or "Teeth" are,

title: "Dents du Midi" content: eventually gave its name to the entire mountain. Each peak, or "tooth", has had several names over the centuries: Several ruptures in the massif have changed the form of the peaks so much that the names adapted themselves according to the geological evolution. "L’Éperon" (The Spur), for example, no longer has two summits, since a landslide in the Middle Ages significantly changed this peak. Dents du Midi The Dents du Midi (French: "teeth of midday") are a multi-summited mountain situated in the Chablais Alps in the Swiss canton of Valais. They are composed of seven distinct summits and reach a

Answer: canton of Valais

Answer: Valais

Answer: Canton of Wallis

Answer: canton of Valais

Answer: VS

Answer: Wallis


Question: Which city or region does this mountain locate in?

Instruction: Using the provided image, obtain documents that address the subsequent question:

title: Monserrate content: Monserrate Monserrate (after Catalan homonym mountain "Montserrat)" is a mountain that dominates the city center of Bogotá, the capital city of Colombia. It rises to above the sea level, where there is a church (built in the 17th century) with a shrine, devoted to "El Señor Caído" ("The Fallen Lord"). The hill, already considered sacred in pre-Columbian times when the area was inhabited by the indigenous Muisca, is a pilgrim destination, as well as a major tourist attraction. In addition to the church, the summit contains restaurants, cafeteria, souvenir shops and many smaller tourist facilities. Monserrate can be accessed by

title: Monserrate content: aerial tramway, a funicular or by climbing, the preferred way of pilgrims. The climbing route, however, had been indefinitely closed due to drought, and the associated wildfires and landslides. It was reopened in 2017. All downtown Bogotá, south Bogotá and some sections of the north of the city are visible facing west, making it a popular destination to watch the sunset over the city. Every year, Monserrate and its neighbour Guadalupe attract many tourists. The history of Monserrate goes back to the pre-Columbian era. Before the Spanish conquest, the Bogotá savanna was inhabited by the Muisca, who were organised in

title: Monserrate content: their loose Muisca Confederation. The indigenous people, who had a thorough understanding of astronomy, called Monserrate "quijicha caca"; "grandmother's foot". At the solstice of June, the Sun, represented in their religion by the solar god Sué, rises exactly from behind Monserrate, as seen from Bolívar Square. The Spanish conquistadors in the early colonial period replaced the Muisca temples by catholic buildings. The first primitive cathedral of Bogotá was constructed on the northeastern corner of Bolívar Square in 1539, a year after the foundation of the capital of the New Kingdom of Granada. In the 1620s, the "Cofradia de la Vera

title: Monserrate content: Cruz" ("Brotherhood of Vera Cruz") began using the Monserrate's hill top for religious celebrations. As time passed, many devoted residents of Bogotá began participating in the climb to the hill top. In 1650, four gentlemen met with the Archbishop as well as Juan de Borja, the head of the Tribunal of Santafe de Bogotá, in order to secure permission to build a small religious retreat on the top of Monserrate. The founders decided to establish the hermitage retreat in the name of Monserrat's Morena Virgin. Her sanctuary was located in Catalonia, near Barcelona, giving the mountain the name Monserrate. Some

title: Monserrate content: its neighbor Guadalupe Hill are icons of Bogota's cityscape. The hill is a touristic attraction with a funicular, cable car, or pilgrimage climbing trail access. Monserrate Monserrate (after Catalan homonym mountain "Montserrat)" is a mountain that dominates the city center of Bogotá, the capital city of Colombia. It rises to above the sea level, where there is a church (built in the 17th century) with a shrine, devoted to "El Señor Caído" ("The Fallen Lord"). The hill, already considered sacred in pre-Columbian times when the area was inhabited by the indigenous Muisca, is a pilgrim destination, as well as a

Answer: Bogotá

Answer: Bogotá

Answer: Santa Fe de Bogotá

Answer: Santafé de Bogotá

Answer: Bogota

Answer: Bogota, Colombia


Question: Which city or region does this street locate in?

Instruction: Using the given image, access documents that provide insights into the following question:

title: "Leadenhall Market" content: Leadenhall Market Leadenhall Market is a covered market in London, located on Gracechurch Street but with vehicular access also available via Whittington Avenue to the north and Lime Street to the south and east, and additional pedestrian access via a number of narrow passageways. It is one of the oldest markets in London, dating from the 14th century, and is located in the historic centre of the City of London financial district. The market dates from the 14th century and is said to derive its name from "Leather-hall", though it's disputable. It is typically open weekdays from 10 am until

Answer: City of London

Answer: Square Mile

Answer: City of London (unparished area)

Answer: City and County of the City of London

Answer: the City

Answer: City of London