James Atherton (early settler to Massachusetts)

James Atherton (c. 1624-1710) was an early settler and one of the founders of Lancaster, Massachusetts. He emigrated to the New England Colonies from the parish of Wigan, Lancashire, England in 1635.
Emigration.
The Massachusetts Bay Colony had been founded by the owners of the Massachusetts Bay Company, which included investors in the failed Dorchester Company which had established a short-lived settlement on Cape Ann in 1623. The colony began in 1628 and was the company's second attempt at colonization. It was successful, with about 20,000 people migrating to New England in the 1630s. Atherton was part of this first wave of Puritan migration to New England (1620–1640). Atherton was a child emigrant.
Biographers agree that he travelled from Lancashire to Bristol and then sailed on the James, in the company of the Reverend Richard Mather; a minister from his home town and Humphrey Atherton, an elder relative (but not a sibling). The latter would later become the mayor general of the Massachusetts Bay Colony troops.
On June 4, 1635, he set sail for the New World aboard the ship "James". However quotating another source, it sailed days earlier;
As the ship "James" approached New England, a hurricane struck and it was forced to ride it out just off the coast of modern-day Hampton, New Hampshire. According to the ship's log and the journal of Increase Mather, the following was recorded;
Atherton arrived in Boston on August 17, 1635, after weathering the Great Colonial Hurricane of 1635.
Arrival in Massachusetts Bay Colony.
He and his elder kinsman Humphrey Atherton, resided in Dorchester. He worked as a tanner and once he met the required age he went on to serve in the local militia within Captain John Whiting's Company.
Move to Lancaster.
Atherton having become of age in Dorchester, was one of the earliest settlers of Lancaster, Massachusetts, accompanying John Prescott, who had obtained rights to settle in an area then known as Nashaway Plantation.
Atherton's lot was situated on Neck Road. The precise time of early settlers arriving in Lancaster is not known. Initial lots of land had been allocated to Richard Linton, Lawrence Waters and John Ball, prior to the arrival c.1643 of Atherton and his peers; the Prescott's and the Sawyer's. Over the next seven years very little was done to advance the settlement of the Nashaway plantation.
Atherton went on to become one of the founders of Lancaster at the time of its incorporation. He is listed as an official planter as of January 1653.
Once more than nine families had settled, the planters petitioned the general court to be incorporated as a town, which was subsequently granted on May 18, 1653. The settlement was named Lancaster. It was likely chosen because of the ancestral connection Atherton shared with his neighbors, the Prescott's and Houghton's.
The first town meeting on record was held in the summer of 1654, once the petition was granted. At the next meeting it was voted not to take into the town above thirty-five families, and the names of the following 22 townsmen that approved this, were:
Edward Breek, Mr. Joseph Rowlandson (minister), John Prescott, William Kerley, Ralph Houghton, Thomas Sawyer, John Whitcomb, John Whitcomb, jr., Richard Linton, John Johnson, John Moore, William Lewis, John Lewis, Thomas James, Edmund Parker, James Atherton, Henry Kerley, Richard Smith, William Kerley, jr., John Smith, Lawrence Waters and John White
In 1659 the town of Lancaster revoked the order limiting the settlers to 35, which followed a rapid increase in the population.
Lancaster Raid.
It is unknown when Atherton left Lancaster for Milton, which at the time was part of Dorchester. Lancaster was still an isolated village on February 10, 1676, when a force of 1,500 Wampanoag, Nipmuc, and Narragansett Indians carried out a dawn attack, in what would become known as the Lancaster raid.
Fortified garrison houses were set on fire, including the home of Rev. Joseph Rowlandson and 30 people killed. Most houses were destroyed and Mary Rowlandson and some of her children were taken hostage. This resulted in the abandonment of the settlement by most of the inhabitants who left by way of carts sent by the General Court during March 1676.
Personal.
He married Hannah Hudson (1628-1713) in Lancaster c.1653. They had eight children: James, Hannah, Joshua, Hannah (2nd), Mary, Elizabeth, Deborah and Joseph.
His youngest son Joseph, served in Sir William Phips’ unsuccessful expedition against the French in Quebec. In 1690 he was a member of Captain John Withington's Company of Dorchester, along with his neighbor, Benjamin Willard, as part of a 2000 strong militia. After a victory in the Battle of Port Royal during May 1690, they departed Boston in August for Quebec. Joseph died during, or in the aftermath of Battle of Quebec.
According to some sources he chose to convey his lands in Lancaster to his eldest son, James (a weaver) in 1698.
However, in 1704, both he and his two surviving sons, James and Joshua were ordered to strengthen their garrisons in Lancaster.
Ancestry.
He was related to Major General Humphrey Atherton, who up until his death in 1661 was the most powerful military leader in the colony. It was Humphrey's father who owned land in the parish of Wigan. Humphrey sat on the General Court of the Massachusetts Bay Colony and was instrumental in getting the settlement of Lancaster incorporated as a town in 1652.
Atherton Bridge, Massachusetts.
The sign commemorating Atherton Bridge states:
Death.
Atherton died in Sherborn, Massachusetts on August 6, 1710, at the home of his only surviving daughter Deborah, wife of Captain Samuel Bullard.
He is buried at the Old South Cemetery in Sherborn, Massachusetts. Probate occurred a few months after. His wife died 3 years later.
References.


Oldham coupler


Wimal Weerawansa

Weerasangilige Wimal Weerawansha (born 7 March 1970) is a Sri Lankan politician, Member of Parliament and leader of the National Freedom Front (NFF). He is the Minister of Industries since 2020. He was the Minister of Small & Medium Business and Enterprise Development, Industries and Supply chain Management from 2019 to 2020, the Minister of Housing and Social Welfare in 2018 and the Minister of Construction and Housing from 2010 to 2015.
Early life and family.
Weerawansha was born 7 March 1970. He is the son of Weerasangilige Podineris, a dancing teacher and professional musician, and Wadachcharige Salie. Weerawansha has one brother (Sarath Weerawansha) and three sisters (Weerasangilige Sumanawathie, Chandani Weerawansha and Nilani Weerawansha). Weerawansha was educated at Tissa Central College in Kalutara where he played for the school cricket team. Weerawansha passed eight GCE O levels and started studying GCE A level but was expelled for not attending classes.
Weerawansha is married to Ranasinghe Mudiyanselage Shirsha Udayanthi (Sashi). They have a son (Wibhuthi Wishwajith Weerawansha) and a daughter (Wimasha Wishwadari).
Career.
Weerawansha joined the Janatha Vimukthi Peramuna (JVP) during its second insurrection and wrote articles in "Lakdiva" and "Hiru", pro-JVP periodicals. He was known by various aliases including Wimalasiri Gamlath and Wanshanatha. He was president of the Peoples' Movement for Freedom (Nidahasa Udesa Janatha Viyaparaya), propaganda secretary and politburo member of the JVP. In his early political years Weerawansha was only influenced by socialism and disliked nationalism as much as capitalism. He even accused the ultra-nationalist National Movement Against Terrorism (NMAT) of organising a coup d'état. However, as time went by, Weerawansha's and the JVP's attention moved away from Marxism and towards Sinhalese nationalism.
Weerawansha was one of the Sri Lanka Progressive Front (a JVP front) candidates in Colombo District at the 1994 parliamentary election but the SLPF failed to win any seats in the district. He contested the 1997 local government election as a JVP candidate and was elected to Colombo Municipal Council. He contested the 1999 provincial council election as one of the JVP's candidates in Colombo District, and as the JVP's chief minister candidate, but failed to get elected. The JVP nevertheless appointed Weerawansha to the Western Provincial Council. Weerawansha contested the 2000 parliamentary election as one of the JVP's candidates in Colombo District. He was elected and entered Parliament. He was re-elected at the 2001 parliamentary election.
Weerawansha played key roles in the JVP's opposition to President Chandrika Kumaratunga's devolution plans and the Norwegian facilitated peace talk with the militant Liberation Tigers of Tamil Eelam. On 20 January 2004 the Sri Lanka Freedom Party (SLFP) and the JVP formed the United People's Freedom Alliance (UPFA). Weerawansha was one of the UPFA's candidates in Colombo District at the 2004 parliamentary election and was re-elected. In June 2005 the JVP left the UPFA government. Weerawansha was general-secretary of the Patriotic National Movement (PNM).
Weerawansha fell out with the leadership of the JVP and was suspended from the party in March 2008, accused of corruption, espionage and extra-marital affairs. In May 2008 several dissident JVP MPs led by Weerawansha formed the National Freedom Front (NFF) (Jathika Nidahas Peramuna). The NFF joined the UPFA government in December 2008. Weerawansha was re-elected at the 2010 parliamentary election. He was appointed Minister of Construction, Engineering Services, Housing and Common Amenities after the election. He lost his ministerial position following the January 2015 presidential election. He was re-elected at the August 2015 parliamentary election. Weerawansha was appointed as the Minister of Small & Medium Business and Enterprise Development, Industries and Supply chain Management in November 2019 following the 2019 presidential election.
Weerawansha is the current Minister of Industries.
Controversies.
Weerawansha has been involved in numerous controversies during his career. In 2006 he was accused of sexually harassing a 24-year-old female employee of the state-owned Lake House. On 8 July 2010 Weerawansha began a hunger strike outside the United Nations office in Colombo to protest against the appointment of the Panel of Experts on Accountability in Sri Lanka by the Secretary-General of the United Nations Ban Ki-moon. Despite promising to "fast-unto-death" Weerawansha's hunger strike only lasted until 10 July 2010 and was seen as a publicity stunt. In March 2012 Weerawansha called for Sri Lankans to boycott American products such as Coca-Cola, Pepsi, KFC, McDonald's, Google and Gmail as a protest against the US government sponsoring a resolution on Sri Lanka at the United Nations Human Rights Council.
Following the change in government in January 2015 the police started investigating Weerawansha's wife Shashi over allegations that she faked official documents to obtain a diplomatic passport. A panel investigating the activities of the housing ministry during Weerawansha's ministry uncovered financial irregularities and rampant nepotism. Weerawansha was investigated by the Financial Crimes Investigation Division (FCID) over how several of his relatives obtained government constructed houses at well below market prices. Weerawansha was arrested at Bandaranaike International Airport on 23 October 2015 due to discrepancies in his passport. After being questioned by the Criminal Investigation Department, he was produced before Negombo Magistrate's Court and released on bail. Weerawana was arrested by the Police Financial Crimes Financial Crimes Investigations Division (FCID) on accusations of misusing government vehicles on 10 January 2017. Weerawansha's bail applications were rejected several times. While he was in custody, Weerawansha started a hunger strike claiming of political revenge by the government. The hunger strike was called off after eight days on requests made by Theras of the Malwathu and Asgiri chapters and fellow politicians. Weerawansha was released on bail on 7 April 2017.
Weerawansha has been accused of spreading communalism.
Weerawansha asked the public to launch a Black Flag protest to oppose the Indian Prime Minister Narendra Modi during his visit to Sri Lanka in 2017 May.
In October 2017, Weerawansha stated that the parliament should be bombed if a new constitution was  approved by a parliament vote. The Parliament Speaker urged to inquire into Weerawansha's statement. Piyasiri Wijenayake, an NFF member criticized Weerawansha and claimed that the thoughts expressed were Weerawansha's personal views.


Dalrymple ESCRI battery

The Dalrymple ESCRI battery (Energy Storage for Commercial Renewable Integration) is a 30 MW / 8 MW·h grid-connected battery array near Stansbury on Yorke Peninsula in South Australia. Its role is to provide improved reliability and stability to the electricity network on Yorke Peninsula and South Australia.
The battery is installed adjacent to the Dalrymple substation, seven kilometres southwest of Stansbury. Dalrymple substation is at the end of a 275 kV power line into the peninsula. It feeds 33 kV lines to various towns across the lower end of the peninsula and receives electricity generated by the Wattle Point Wind Farm.
The facility is able to store excess generation from Wattle Point Wind Farm as well as a colocated solar farm and is expected to provide a similar service to the Hornsdale Power Reserve in the Mid North of the state.
The battery was constructed by Consolidated Power Projects with ABB and Samsung components. It was part-funded by a grant from the Commonwealth Government through the Australian Renewable Energy Agency (ARENA). It was commissioned in June and July 2018. It provides Frequency Control Ancillary Service (FCAS) to the grid, and also enables the possibility for Yorke Peninsula to operate independently of the wider grid in the event of a system failure. In 2020, its FCAS earned $575,000 per MW installed or $2 million/MWh.
By 2021, the battery had been financially successful enough that ElectraNet returned the $12 million grant funding to ARENA. The installation also provided a model for how to manage the process for registration, licensing and connection. It provides the world's largest autonomous regional microgrid. If the single transmission line to southern Yorke Peninsula is isolated, the ESCRI battery and the Wattle Point Wind Farm create a 100 per cent renewable energy grid.


Spiral groove bearing

Spiral groove bearings (also known as "Rifle bearings") are self-acting (journal and thrust), or hydrodynamic bearings used to reduce friction and wear without the use of pressurized lubricants. They have this ability due to special patterns of grooves. Spiral groove bearings are self-acting because their own rotation builds up the pressure needed to separate the bearing surfaces. For this reason, they are also contactless bearings.
Operation.
Spiral groove thrust bearings produce the required pressure to keep the bearing surfaces lubricated and separated purely by the pumping effect of the grooves, whereas journal, conical and spherical forms also get extra pressure generation by the hydrodynamic bearing wedge action. When the parts of the bearings are rotated with respect to each other the grooves push the lubricant through the bearing between the surfaces causing an overall rise in the pressure.
The motion of the surfaces will then cause the fluid to flow over the grooves and a pressure ripple, perpendicular to the direction of the motion, is formed. Between the surface of the bearings and the fluid, a net pressure rise occurs because this flow is limited by a plain bearing section or another set of grooves producing a pressure rise that acts to counter the pressure rise created by the first set of grooves (herringbone pattern). At a sufficient speed, the internal pressures create enough force to support the applied load and the bearing surfaces are completely separated. It is the pressure acting perpendicular to the direction of motion that supports the bearing load.
Most gases or liquids can be used as the lubricant, including refrigerants, liquid metals, oil, grease, water or air.
This explanation neglects the effects of inertia, compressibility of the lubricant and other factors.
Fabrication.
The dimensions of the grooves are tailored to the intended operating conditions of the bearing. If the indentations on the grooved surface are too deep, then there will be significant leakage of the lubricant. If the depth is reduced, the pump effect will stop. The speed of the rotation of the bearing surfaces and the accuracy of the dimensions must also be taken into account. Designers and manufactures calculate the optimal dimensions for greatest efficiency.
The grooves are made by the following methods:
Etching.
Etching is easiest way to make spiral groove bearings. The surface of the metal is coated with an etchant-resistant lacquer, then the intended locations of the grooves are removed by hand.
The factors that affect the properties of the grooves in this method are:
Despite the simplicity of this method, there is a significant disadvantage: the groove depth is non-uniform and is therefore fairly inaccurate.
Selective etching.
This method differs from regular etching as two layers are placed on the surface to be grooved, but only the upper layer is exposed to the etchant, leaving the lower surfaces protected.
Mechanical grooving.
This method is used when more accurate and more uniform grooves are required. The grooves are cut by an electrical diameter cutter, The disc surface is rotated, and the cutter it is steered by a guider ring, so that the spirals have the required logarithmic shape.
One disadvantage of this method is that more specialized equipment is required to accurately cut smaller grooves. (approximately 6 cm and less).
Soldering.
Soldering is used when other fabrication methods are unavailable or inapplicable to the given situation; e.g., the bearing is too large for an etching bath. A foil on which the grooves have been etched is obtained, and is soldered onto the flat bearing surface.
The factors that are considered in this method are:
Laser machining.
Modern lasers have made the production of precise grooves easier and more affordable, but not all lasers nor laser companies have the required technology. A good supplier will produce precise constant depth grooves in ceramic or metal parts to within fractions of a micrometer, including proper logarithmic grooves for thrust bearings.
Types.
These are main types of spiral groove bearings.
Journal.
Cylindrical form journal bearings with a herringbone pattern of spiral grooves gives a bearing with excellent load capacity, resistance to cavitation and excellent stability.
The symmetric herringbone pattern has zero flow which reduces the possibility of entraining dirt into the bearing, but spiral groove journal bearings are also found with a single pattern that produces a through flow of lubricant. This feature has been used to produce a known volume of flow for constant-flow diesel-pump metering systems.
Flat thrust.
Flat thrust bearings, the most common spiral groove bearings, are so named because one consists of a flat surface that opposes the grooved surface.
Variations in this type of bearing come from the nature of the spiral surface and the type of fluid flow. The following is a list of the different types of flat thrust bearings:
Spherical thrust.
A spherical (or more usually a hemispherical) thrust bearing consists of a sphere that rotates concentrically in a spherical cup with groove patterns.
The image shows the grease lubricated spiral groove hemispherical bearing invented by Ron Woolley of the Gas Bearing Advisory Service at Southampton University in collaboration with British Gas.
Conical thrust.
In these bearings, a cone is cut out of the end of a cylindrical shaft. On the surface of the cone next to the cylindrical part, the grooves are made.
History and applications.
Spiral groove bearings were invented in the UK and one of the first published papers was that by Whipple from which they were originally referred to as Whipple grooves
During the 1960s and 1970s there was an explosion in analytic methods for their design and numerous applications were tried. Much of the history can be seen throughout the publications of the International Gas Bearing Symposium
Spiral groove bearings were used most successfully in inertial gyroscopes for planes and ships.
In this application, the spiral groove bearings were made of boron carbide ceramic and the grooves were manufactured by ION beam. The bearings were very successful, with MTBF values over 100,000 hours and stop-start capability of 1,000,000 times.
Due to the multiple technical advantages, thrust bearings continue to be used in gyroscopes such as in the Hubble Telescope.
Many other applications have arisen over the last 20 years in compressors and turbines taking advantage of the oil-free, long life, low friction and clean green characteristics.
One major application area is that of the dry gas seal where a spiral groove thrust bearing acts to lift the seal faces apart creating a narrow seal gap that prevents contact and wear. These are very successful and have been applied to many industrial compressors.
Another notable use of spiral groove bearings is in cryogenic expanders. They are used here to support the high speed rotation of turbines, and to minimize power losses due to inefficiency. Cryogenic expanders extract energy from the streams of gases that enter it, causing a rapid decrease in temperature, and the energy extracted is used to rotate the turbines.
Advantages.
The following lists the advantages of using spiral groove bearings as opposed to other self-acting bearings.
Design.
There are some spreadsheet design methods on the market for incompressible lubricants (oil, water), but for compressible gas lubricants one has to resort to numerical methods and specialist design companies. Generally the analysis of spiral groove bearings requires a numerical method solving the Reynolds Equation although there are some optimum parameters published.
Modern CFD methods are not suitable for general design work as the number of elements around the bearing and across the clearance makes the analyses too slow. The critical design aspect for all bearings using compressible gas lubricants is stability whereas for in-compressible fluids load and power loss become equally important.


Elias Allen

Elias Allen (c.1588 in Tonbridge – March 1653 in London) was an English maker of sundials and scientific instruments.
Allen was apprenticed to a London clockmaker in 1602, and after his master died established himself in a workshop beside St Clement Danes Church, the Strand. He made instruments for James I and Charles I, among others, and was associated with the mathematicians Edmund Gunter and William Oughtred. His apprentices included Ralph Greatorex. He served from 19 January 1637 until 29 July 1638 as Master of the London Clockmakers' Company. He died in March 1653, and was buried in St Clement Danes.
A letter from William Oughtred to Allen, dated 20 August 1638, was recently found in the Macclesfield Collection with a reverse print <ref name="http://pballew.blogspot.com/2015/08/on-this-day-in-math-august-20.html">a reverse print</ref> of the earliest known Oughtred sliderule. Oughtred writes, “I have here sent you directions (as you requested me being at Twickenham) about the making of the two rulers”. He also indicates he had never actually made the rule of his designs, “would gladly see one of [the two parts of the instrument] when it is finished: wch yet I never have done”.<ref name="http://pballew.blogspot.com/2015/08/on-this-day-in-math-august-20.html">a reverse print</ref>


John Armitt

Sir John Alexander Armitt, CBE, FREng, FICE (born 2 February 1946) is an English civil engineer, and current chairman of the UK's National Infrastructure Commission.
From 2007 Armitt was chairman of the Olympic Delivery Authority, the body which successfully built the venues, facilities and infrastructure for the 2012 Olympic Games. He was President of the Institution of Civil Engineers for 2015–16, having been a vice-president since 2012.
He is also chairman of the Council of the City and Guilds of London Institute and took office in October 2012. He was chairman of the Engineering and Physical Sciences Research Council from 2007 until 2012. He was appointed chairman of National Express on 1 February 2013.
Early life.
Armitt was born in February 1946 in North London. He is 6 ft 4 in tall. He attended Portsmouth Northern Grammar School. He graduated in civil engineering from the Portsmouth College of Technology in 1966 and took his first job with John Laing.
Career.
Armitt spent 27 years with John Laing, on various projects including the Sizewell B nuclear power station rising to become the chairman of Laing's International and Civil Engineering Divisions. In 1993 he was appointed chief executive of Union Railways, the company responsible for implementing the Channel Tunnel rail link. From 1997 to 2001 he was chief executive of Costain Group, which he converted from an annual loss of £62 million to a profit of £6.5 million. In 2001 he became chief executive of Railtrack, and from 2002 to 2007 its successor, Network Rail,
During his time at Network Rail he was believed by a survey sponsored by "The Sunday Times" to be the highest-paid public-sector employee in the UK. Armitt's salary and bonus of £878,000 – rising to more than £1m when pension contributions are included, overtaking Adam Crozier, chief executive of Royal Mail.
On 2 November 2012 the Government announced that Armitt would be a member of the Airports Commission. He is a non executive director of the Berkeley Group and was a Transport for London board member from 2012 to 2016 The 'Armitt Review', an independent review of long-term UK infrastructure planning, was published in September 2013, and is Labour Party policy. He was appointed to the National Infrastructure Commission in 2015, became Deputy Chairman in 2017 and was appointed Chairman in 2018.
Recognition.
He was appointed Commander of the Order of the British Empire (CBE) in the 1996 Birthday Honours for services to the rail industry. On 16 July 2007 Network Rail named New Measurement Train power car 43062 after him at London Euston. He is a Fellow of the Royal Academy of Engineering and of the Institution of Civil Engineers.
He was knighted in the 2012 New Years Honours List for services to engineering and construction as chair of the Olympic Delivery Authority. His knighthood was criticised by the family of a victim of the Grayrigg derailment, as Armitt had been serving as chief executive of Network Rail at the time of the 2007 accident. Network Rail were prosecuted for the incident on the same day that Armitt's knighthood was conferred.
External links.


John Wolfe Barry

Sir John Wolfe Barry (7 December 1836 – 22 January 1918), the youngest son of famous architect Sir Charles Barry, was an English civil engineer of the late 19th and early 20th century. His most famous project is Tower Bridge over the River Thames in London which was constructed between 1886 and 1894. After receiving a knighthood in 1897, he added "Wolfe" to his inherited name in 1898 to become Sir John Wolfe Barry.
Early career.
Wolfe Barry was educated at Glenalmond and King's College, London, where he was a pupil of civil engineer Sir John Hawkshaw, as was his business partner Henry Marc Brunel, son of the great Isambard Kingdom Brunel. Barry and Hawkshaw worked on railway bridge crossings across the Thames, among other projects. Brunel pursued his own business from 1871, but in 1878 went into partnership with Barry. Barry began his own practice in 1867, and carried out more work for the railways.
Tower Bridge.
However, it was Tower Bridge that made Wolfe Barry's name. In 1878, architect Horace Jones first proposed a bascule bridge. An Act of Parliament allowing the Corporation of the City of London to build it was passed in 1885. Jones was appointed architect, and developed an initial scheme for which he was knighted in 1886. Wolfe Barry, already well-established with experience of bridges across the Thames, was introduced as the engineer for the project and with Henry Marc Brunel redesigned the mechanisms resulting in a modified plan. Within a month of construction starting Sir Horace Jones died, leaving Wolfe Barry and Brunel to oversee and complete the works. The bridge was completed in 1894.
Other projects.
His other projects included:
In 1891, he entered into partnership with his nephew Lt. Col. Arthur John Barry and the partnership's projects included:
Industry standardisation.
Wolfe Barry was a recognised industry leader (he was elected President of the Institution of Civil Engineers in 1896, knighted in 1897, and served on several Royal Commissions).
He also played a prominent role in the development of industry standardisation, urging the ICE's Council to form a committee to focus on standards for iron and steel sections. Two members each from the ICE, the Institution of Mechanical Engineers, the Institution of Naval Architects and the Iron and Steel Institute first met on 26 April 1901. With the Institution of Electrical Engineers who joining the following year, these bodies were the founder institutions of what is today the British Standards Institution or BSI.
Late career.
He was elected a Fellow of the Royal Society (FRS) in 1895 and made a Knight Commander of the Order of the Bath (KCB) in 1897. He was elected President of the Institution of Civil Engineers (Pres.Inst.C.E.) in 1898, in which year he assumed his middle name of Wolfe as an additional surname. He was also a member of the Smeatonian Society of Civil Engineers.
He was chairman of Cable and Wireless from 1900 to 1917. In 1902 he joined the consulting firm of Robert White & Partners, which was renamed Wolfe Barry, Robert White & Partners (later, in 1946, renamed Sir Bruce White, Wolfe Barry and Partners).
Personal life.
He had married Rosalind Grace, the daughter of Rev Evan Edward Rowsell of Hambledon, Surrey. They had four sons and three daughters. In 1922 a memorial window designed by Sir John Ninian Comper was dedicated to his memory in the nave of Westminster Abbey.
He added the name Wolfe to his forename after receiving an inheritance from his godfather, the architect John Lewis Wolfe (1798–1881).
Wolfe Barry died in January 1918, and was buried in Brookwood Cemetery near Woking in Surrey.
External links.


Church Hill Tunnel

Church Hill Tunnel is an old Chesapeake and Ohio Railway (C&O) tunnel, built in the early 1870s, which extends approximately 4,000 feet (1220 m) under the Church Hill district of Richmond, Virginia, United States. On October 2, 1925, the tunnel collapsed on a work train, killing four men and trapping a steam locomotive and ten flat cars. Rescue efforts only resulted in further collapse, and the tunnel was eventually sealed for safety reasons.
Portions of the tunnel have continued to wreak havoc above in the years since, and several houses and a wall of a church have been destroyed by sinkholes near 25th and Broad Streets. More recently, tennis courts and the wall of a house seem to have been victims farther east. Long the subject of community speculation and trespassing incidents at its eastern portal, the tunnel is owned by CSX Transportation.
The tunnel, which is still considered dangerous, was featured in a 1998 newspaper article by "Richmond Times-Dispatch" reporter Mark Holmberg and photographer P. Kevin Morley; who explored portions from the eastern portal with professional caving personnel and equipment.
History.
Purpose.
Church Hill Tunnel was completed in 1873 for the Chesapeake and Ohio Railway (C&O), which was seeking to extend its trackage (of the former Virginia Central Railroad) from a terminus in the Shockoe Valley section of downtown Richmond to connect with the new Peninsula Subdivision extending approximately 75 miles (120 km) southeast down the Virginia Peninsula to reach Collis P. Huntington's new coal pier in Newport News. The tracks to the new tunnel left the old Virginia Central line west of 17th street and curved southeasterly to enter the tunnel east of N. 18th Street and north of E. Marshall Street under Cedar Street, on the western slope of what is technically Union Hill. The east end of the tunnel appeared just north of Williamsburg Road near 31st Street, below Libby Terrace Park. The Peninsula line was completed and opened in late 1881, and the coal flowed eastward for export in massive quantities.
Construction problems.
The construction of the tunnel was problematic. Unlike the bedrock through which the C&O carved its western tunnels, Richmond's blue marl clay shrink-swell soil tended to change with rainfall and groundwater, causing cave-ins during the construction. Ten workers were reportedly killed. The tunnel has remained troublesome throughout its life due to ground water seepage and safety concerns, even after abandonment in 1925.
Safer alternative.
In the 1890s, the C&O acquired the Richmond and Allegheny Railroad (R&A) which had been built east from the Blue Ridge Mountains along the towpath of the James River and Kanawha Canal, proving an alternate "water level" route to Richmond following the north bank of the James River and avoiding a more circuitous route which crossed the North Mountain and Afton Mountain via the Blue Ridge Tunnel and reached Richmond via the former Virginia Central Railroad. However, the R&A terminated at Richmond's Byrd Street Station in the downtown area (7th St. and Canal St.), and did not have a track connection to the C&O which ended at Shockoe Bottom at Broad Street, some distance away. The Virginia State Capitol and its grounds were directly between the two terminals, so creativity for a less direct connection was needed.
To utilize the new "water level" line to ship coal to Newport News, and to avoid the troublesome tunnel as an added benefit, the C&O constructed a three-mile-long double track elevated viaduct along the riverfront extending between the area of Hollywood Cemetery east past downtown Richmond, the Shockoe Valley, and Church Hill to join the Peninsula Subdivision at what became Fulton Yard east of the tunnel. With a connection just south of the new Main Street Station, it was now possible for traffic to come off the old Virginia Central and enter the Peninsula Subdivision without using the Church Hill Tunnel.
Portions of the viaduct became known as the Rivanna Subdivision Trestle (west of Rivanna Junction) and Peninsula Subdivision Trestle (from the former Brown Street Yard through Main Street Station and Rivanna Junxction east to Fulton Yard). The viaduct is believed to be the longest in the United States and is still in use by CSX Transportation, the successor entity to the C&O, which also owns the abandoned tunnel. The viaduct is also the highest level of Richmond's famed Triple Crossing, with railroads at three levels, believed to be the only such place in the world, near where it crosses Richmond's flood wall.
Tunnel disuse, rehabilitation turns tragic.
After completion of the viaduct in 1901, the Church Hill Tunnel fell into disuse for over twenty years. Then in 1925, to add capacity, the railroad began efforts to restore it to usable condition. On October 2, while repairs were under way, a work train was trapped by a collapse of 150 feet of the tunnel near the western end (near the intersection of N 18st Street and E Marshall, below Jefferson Park). Approximately 200 workmen crawled under flat cars and then escaped out the eastern end of the tunnel, including the fireman Benjamin F. Mosby (who died hours later because of the burns caused by the ruptured boiler), but the engineer Thomas Joseph Mason was killed; initial reports claimed that, besides Mason, six black laborers were unaccounted for, although the missing number of men were scaled down to two, identified as day laborers Richard Lewis and “H. Smith.”
During the next week, the community anxiously watched rescue efforts, but each time progress was made, further cave-ins occurred; only the body of Mason was recovered, on October 10. At that point, only Lewis and Smith were still unaccounted for. Their bodies were never found. The following spring, the Virginia State Corporation Commission (SCC), which regulated the state's railroads, ordered the western end of the tunnel sealed for safety reasons. Left inside was the work train, complete with a 4-4-0 steam locomotive (C&O switch engine no. 231) and ten flat cars.
Later years.
Over the years, portions of the tunnel have collapsed. Several houses and a wall of a church near 25th and Broad Streets were destroyed by one of the largest cave-ins to date. The line of the tunnel can clearly be traced by dips in some of the north-south streets crossing its path.
The western end is covered with a concrete plug, but for years, the eastern end was used as part of a turning wye for a connection with the Southern Railway's line to West Point and could be entered by venturesome trespassers. Based upon a 1998 exploratory expedition by "Richmond Times-Dispatch" reporter Mark Holmberg, who explored portions from the eastern end with professional caving personnel and equipment, it is believed that most of the western portion of the tunnel which has not caved in is filled with water. The western entrance can still be seen at the south-east end of an alley off of 18th Street, just north of Marshall. A Virginia historical marker was placed at the site in 2012. The eastern end is hidden in a small, dense jungle just north of the intersection of E. Franklin Street and N. 31st Street. This end of the tunnel is still open for some distance, but its floor and the area outside are swampy.
Recovery discussions.
In June 2006, the Virginia Historical Society and other parties announced that they were investigating the possibility of recovering the train and bodies; the Society planned to keep the train for preservation. The History Channel expressed interest in participating in the project. However, when a hole was drilled through the tunnel's seal and a camera was placed inside, the tunnel was discovered to be filled with silt and water, meaning that an excavation of the tunnel would likely cause it to further collapse and cause several homes on Church Hill to be engulfed by massive sinkholes. The project was put on hold.
Urban legend.
The Church Hill Tunnel also has a connection to the urban legend of the Richmond Vampire.


Motola

Motola is a 45-year-old female Asian elephant in Thailand who stepped on a landmine in 1999, while working at a logging camp near the Burmese border. The mine mangled her left front foot and leg, and her foot was amputated shortly after. The accident highlighted the dangers of mines that remain from various insurgencies.
Motola walked on three legs for a number of years until she was fitted with a prosthetic foot. She received medical care at the Friends of the Asian Elephant Foundation hospital.


Kishoge railway station

Kishoge railway station is a railway station that is planned to serve the Kishoge (sometimes "Kishogue") housing development in the south of Dublin.
It is located on the South Western Commuter route from Dublin Heuston as part of the Kildare Route Project. It was the last of a series of new and upgraded stations to be built on the route to improve commuter services from the south-west of Dublin.
Construction of the station is largely complete, but had not yet opened as of late 2019.


Heath Cobblers

The Cobblers on the Heath (or "Heath Cobblers" in Douglas Robinson's 1993 translation; ) is a play by Aleksis Kivi. The play was originally written in 1864. It is divided into five acts: the first act takes place in the room of Topias, the master cobbler, the second in the spacious house of Karri, the owner, and the third takes us to Hämeenlinna and the Halfway House Inn (’Puolmatkan krouvi’). The fourth act takes place in a forest, while the fifth and final act is played out outside Topias's room.
As many as three film adaptations have also been made on the basis of the "Heath Cobblers", "The Village Shoemakers" in 1923, and other adaptations in 1938 and 1957.
Synopsis.
Act One.
The story begins with Topias the master cobbler and his irritable wife Martta, who, in their greed, want to marry off their underage and slightly dim son, Esko. They’re in a hurry, since an old will states that the inheritance will be given to the first to marry. It seems that their orphaned neighbour Jaana, whose father Niko ran off to sea, and who has been raised in Topias's house, might beat them to it, as she has fallen in love with Kristo, a young blacksmith, and the beneficiary of the will.
The inheritance will be given to the person who marries first. Martta cannot stand Kristo and she is very demanding towards Jaana, and out of avarice tries to prevent the marriage between the young couple. To Martta's delight, the talks between Topias and the householder Karri in the Halfway House Inn result in Esko being sent to propose to Karri's lovely daughter, Kreeta.
The village cantor Sepeteus comes to sign the document authorising Esko's marriage licence, and even though he knows the background to the matter and states his view, he eventually signs it. The unlettered Esko also wants to make his mark on the document, which of course leads to a conflict. Mikko Vilkastus, who is more conniving than Esko, goes with him to speak on the simpleton's behalf. As a subplot Esko's alcoholic brother Iivari is sent in turn to the town of Hämeenlinna to buy various things for the celebration of Esko and Kreeta's arrival.
Act Two.
In the parlour at Karri's house meanwhile the wedding is in full swing, with Kreeta as the bride, but the groom turns out to be Jaakko the clog maker. Karri is astonished: as far as he was concerned, the marriage arrangements between Esko and Kreeta were just a joke. Father Topias and Karri's hazy deal at the inn has meant a wasted journey, which ends with Esko being provoked into a fight with the fiddler Teemu. As a consequence, Esko has to flee the scene with the mischievous Mikko Vilkastus, who was the one to egg him on.
Act Three.
In the third act we find ourselves in Hämeenlinna, where Esko's brother Iivari is roaming the streets, miserable and hung over. As he is prone to drink, he has, together with his uncle Sakeri, spent the money raised for the wedding on booze. Iivari is racking his brains to find a way out of the financial pickle and to avoid the wrath of Martta and the other villagers. Sakeri, who was very helpful with emptying the bottles of liquor, comes up with a scheme – they will tell everyone that they have been robbed. They decide to run with the story and start heading towards Topias the (master) cobbler's house, obviously with the intention of spending their very last pennies at the Halfway House Inn.
After they have left, Jaana's father, the sailor Niko, bumps into the justice of the peace, Eerikki, on the street. The old friends start chatting about Niko's adventures abroad and his brief gaol sentence in Turku Castle, as well as about Eerikki's good fortune in becoming a justice of the peace. Niko asks about his daughter's whereabouts, seeing as her mother is now dead. Eerikki tells him about Jaana's rather harsh fate in being Martta and Topias’ foster child, and how Martta will not let Jaana marry Kristo, but is instead trying her utmost to marry off Esko. Niko decides there and then to head off to help his long-lost daughter. Eerikki goes his own way.
[The text of the play indicates an interval]
The curtain closes and the scene switches to the Halfway House Inn, where Niko has already arrived, as well as Iivari and Sakeri. The pair are discussing their reckless use of money and planning how to get out of the fix. Niko overhears their conversation and recognises the men. Yet he does not go to talk to them, since the innkeeper at that moment goes over to the pair to talk to them about a highwayman who has been seen wandering around the area and who has a huge bounty on his head. The innkeeper describes the thief, and the men fantasise about the relief that the reward would provide. Niko overhears this plan and decides to trick the men and, on top of that, get a free ride home. He asks the innkeeper to play along and together they disguise Niko as the missing highwayman. Iivari and Sakeri, who have since fallen out because of the lost money, fall for the ruse and capture Niko as he enters the inn. After agreeing on how to split the reward, they finally make their way towards home - giving incognito Niko his free ride.
Act Four.
At the beginning of the fourth act, Mikko and Esko, who had fled after the fight with the fiddler, are trudging home along a forest path. They’ve been taking their time, visiting one inn after another, and have by now squandered all their money. This is mostly Mikko's fault, since Esko doesn’t drink. They’re quarrelling about how to deal with the situation: Esko wants to tell the truth about their trip, but Mikko would rather not face the consequences. Esko stops to gather some medicinal fir moss from the forest, because he thinks it will make amends for their unsuccessful trip. After Esko leaves, Mikko is joined by Kristo, Jaana's sweetheart, who is on his way to crash Esko's wedding. Mikko tells Kristo about the misfortunes they’ve had during their trip to the wedding, and they conclude that Kristo and Jaana might still be able to marry and get the inheritance. Kristo goes ahead to the cobbler's house to trick the family into believing that the wedding party is on its way.
When Esko returns from gathering medicinal plants, Mikko forces him to drink alcohol for the first time in his life. Mikko's plan is to get Esko drunk, goad him into an argument, and then flee the scene, thus avoiding Martta's wrath. After the fight Mikko darts off, and Esko meets Antres the tailor, who was sent to meet up with the wedding guests. As they are speaking, the alcohol starts to go to Esko's head, and he loses control, running around erratically. Esko becomes argumentative, and in his anger grabs Antres, accidentally causing him to faint. Esko thinks he has killed Antres. Meanwhile, Iivari, Sakeri and Niko, who is disguised as the thief, arrive on the scene. For a moment, everyone is horrified by Esko's ‘murderous act’, but then Antres regains consciousness. Antres and Esko are reconciled. The men share stories about their unsuccessful journeys and agree that it will all be worth it once they get home, hand over the thief and get their reward. They head off towards the cobbler's house, followed by two uninvited guests who want to crash Esko's wedding. On the way, they find Mikko, who had earlier run away and who has now badly injured his leg. Despite Mikko's protestations, they start dragging him towards the cobbler's house, since it is known that cantor Sepeteus, who also has first aid skills, is there.
Act Five.
As the curtain opens on the fifth act, Topias and cantor Sepeteus are drinking and singing while waiting for the wedding party to arrive. Martta is not at all pleased with the situation, nor is she happy that her sons are nowhere to be seen. Villagers begin to arrive, clamouring after their own purchases Iivari was supposed to bring. Kristo arrives, falsely claiming that the wedding guests are on their way. Unexpectedly, a mixed crowd of people pull up in a cart: Iivari, Sakeri, Esko, Antres and Niko, who everyone still believes is the thief.
The men relate sanitised versions of their journeys- to propose to Kreeta and to go Hämeenlinna to buy things for the wedding- and they proudly present the “thief” who, they assume, will make amends for their wrongdoings. Jaana arrives and Niko immediately cries out, revealing his true identity as her father, and all hopes the men have of receiving the reward are lost. Chaos ensues, almost leading to a fight, but in the end Niko and Jaana embrace and she forgives her father. Niko's old friend Eerikki, the justice of the peace, arrives. Niko explains how he tricked his way there, asks about Kristo, and confirms that his daughter Jaana wants to marry him. Niko gives his blessing to the union, putting an end to the dreams of Martta, Topias and Esko ever getting their hands on the inheritance.
Mikko, who had injured his leg, is carried in. He is chastised, and Sepeteus says that Mikko is getting what he deserves and will have to limp for the rest of his life. Then the parents and other villagers lambast Esko, Iivari and their entourage. Karri has brought an action against Esko for his reckless behaviour at Kreeta and Jaakko's wedding, so everyone finds out what Esko did. Topias demands that Esko return the marriage licence, on which Esko had made his mark, which of course further upsets the master cobbler and his family.
Sepeteus declares that the righteous have been granted happiness and the wrongdoers punished. He congratulates Jaana, who is thankful for getting back her father and her beloved on the same day. She also whole-heartedly thanks Topias and Martta for taking care of her in spite of everything. This softens even Martta's stony heart towards the girl. All the hate and anger begins to subside and everyone begins to make peace. Jaana whispers a secret that Niko then says out loud: Jaana wishes to give half of her inheritance to the family of Topias and Martta, so they can take care of the damage their sons have caused. This creates such joy that no one can be angry any longer. Martta is touched by Jaana's kindness. Iivari regrets his many drinking sprees and announces that he's going to sea. Esko announces that women are not for him and decides never to get married. Martta welcomes all to the wedding table she had prepared for Esko and Kreeta: they can celebrate the engagement of Jaana and Kristo with this delicious food. Everyone goes inside while Antres plays ‘The March of the Pori Regiment’ on his reed whistle.


Pharmacy stop

Pharmacy is a surface light rail transit (LRT) stop under construction on Line 5 Eglinton, a new line that is part of the Toronto subway system in Ontario, Canada. It will be located in the Golden Mile neighbourhood at the intersection of Eglinton Avenue East and Pharmacy Avenue. It is scheduled to open in 2022.
The stop is located in the middle of Eglinton Avenue on the east side of its intersection with Pharmacy Avenue and has parallel side platforms which will be accessed from the pedestrian crossing on the east side of the signalized street intersection. Between this stop and the Hakimi Lebovic stop to the east, there are two separate crossovers, one trailing point and the other facing point.
History.
In March 2020, Pharmacy became the first stop on the surface section of the line to receive a passenger waiting shelter. The shelter was pre-fabricated and hoisted into position onto the LRT boarding platform.
Surface connections.
The following routes would serve this station according to the report presented at the board meeting on February 25, 2016:


ITF Enhancing Human Security

ITF Enhancing Human Security is a humanitarian, non-profit organization founded by the Republic of Slovenia., which specializes in land mine clearance and post-conflict reconstruction. It was established on 12 March 1998 with the purpose of helping Bosnia and Herzegovina in its post-conflict rehabilitation, specifically with mine clearance and assistance to mine victims.
The organization focuses on humanitarian de-mining, conventional weapons destruction, policy development, and other forms of post-conflict assistance.
History.
ITF was established under the formal name ‘International Trust Fund for Demining and Mine Victims Assistance’ on 12 March 1998. Slovenia allocated 1.3 million US dollars to ITF to begin the processes of de-mining Bosnia and Herzegovina. In December 1998, ITF received a donation from the U.S. Congress in the sum of 28 million U.S. dollars, allowing operational activities in Bosnia and Herzegovina to commence.
In 2002, ITF spread its operations beyond the South East European region.
In 2011, the name of the organization was changed to ITF Enhancing Human Security in order to better describe the organization’s mission.
To date, ITF programs and projects have covered seven regions around the world:
-      Southeast Europe: Albania, Bosnia and Herzegovina, Bulgaria, Croatia, Kosovo, Macedonia, Montenegro, Serbia;
-      Eastern Europe: Belarus, Ukraine;
-      Central Asia: Afghanistan, Kyrgyz Republic, Regional Activities;
-      Middle East: Egypt, Gaza Strip, Iraq, Jordan, Lebanon, Syria, West Bank;
-      South Caucasus: Armenia, Azerbaijan, Georgia;
-      Africa: Cabo Verde, Libya, Economic Community of West African States (ECOWAS);
-      Other Countries: Colombia, Cyprus, Lithuania.
Intervention Areas.
Risk Education.
Activities include workshops and lectures that aim to educate the participants and their families on the risks of land mines and other explosive remnants of war (ERW).
Victim Assistance.
ITF focuses on the health and psychosocial well-being of mine/ERW victims through medical rehabilitation and/or socio-economic reintegration. Victim assistance reduces the immediate and long-term medical and psychological effects of their trauma and reintegrates the victims by helping them become active members of the society.
Capacity Building.
ITF develops national capacities at two levels: community and state. Capacity building focuses around individuals, groups, organizations, institutions and societies. This increases the ability of local authorities to manage and implement their capabilities, while taking ownership of the problem and possible solutions. At the state level, there is promotion of appropriate national laws and standards, improvement of systems of governance, arrangement of equipment and infrastructure, coordination and adequate project management and capacity of national authorities to prepare resources.
Physical Security and Stockpile Management (PSSM).
ITF defines physical security and stockpile management (PSSM) as the safe storage of weapons and ammunition. Accountable and secure access, paired with professional training on the most modern approaches and appropriate procedures, can result in the effective management of stockpiles.
Destruction of Surplus Weapons and Ammunition.
Surplus of weapons and ammunition, if inappropriately stored or obsolete, can present a constant and direct threat to human security. They can also deteriorate to a state where they present an environmental danger. In order to prevent accidental explosions at storage houses caused by obsolete or inappropriately stored weapons and munitions, it is key to destroy or alter weapons and ammunition into an inert state, disabling their further use. ITF works with local governments in this process.
Advocacy.
ITF advocates mine awareness and other human security issues through community outreach, meetings, trainings and workshops. These methods raise awareness about the impact of mines/ERW, the dangers of surplus and deteriorating stockpiles of munitions, and advocate the rights of people with disabilities. On April 4, International Day for Mine Awareness and Assistance, ITF runs a campaign in Slovenia called Lend Your Leg, where participants roll up their pant leg in solidarity with those who have lost a limb to land mines
Organizational Structure.
The headquarters of ITF is located in Ljubljana, Slovenia. It is responsible for the coordination of all activities and the financial management of donations. Main tasks of the ITF Headquarters include the management and awarding of contracts, project management, reporting and evaluation, implementation of different workshops, conferences and meetings. These tasks are combined with the monitoring and evaluation operations in the field that are conducted by the staff.
ITF also carries out its operations from the Representative Office in Bosnia and Herzegovina and Implementation Office in Croatia. Temporary Implementation Offices are also established in Libya, Afghanistan, Ukraine and Colombia.
Overview of Mine Action.
The use of land mines has drawn international attention and condemnation due to their ability to remain primed years after their implantation and that majority hurt civilians rather than combatants. As a result, the Ottawa Treaty was introduced in 1997, which prohibited the use of indiscriminate weapons in wartime. Similar treaties have also been agreed upon by the international community such as The Convention on Cluster Munitions (CCM) which went into effect in 2010. CCM stipulates that countries who ratify it must never 1) use cluster munitions 2) develop produce or otherwise acquire munitions or 3) encourage and assist a third party to violate the two former conditions.
Non-governmental organizations also became involved with the 1992 International Campaign to Ban Landmines (ICBL). The campaign aimed to rid the world of landmines and also promote survivors’ rights and ability to re-acclimate into society. ICBL has many prominent partners who represent and advocate for land mine victims such as Norwegian People's Aid (NPA), Halo Trust, the Mine Advisory Group and the Geneva International Centre for Humanitarian Demining (GICHD).
In order to demine an area, strict regulations must be observed in accordance with the International Mine Action Standards (IMAS). IMAS is maintained and developed by the United Nations Mine Action Service (UNMAS) which provides guidelines, requirements, and updated methods of removal for mine action operations.
Funding.
Funding of ITF is solely provided by the donor community, which then devotes its funds to the recovery and development of post-conflict affected countries. Since 1998, at least 430 donors have donated funds to ITF. The main source of donations are public donors, who represent around 95 percent of all donations. They include the European Union, United Nations Development Programme, United Nations Mine Action Service, OPEC Fund for International Development and other national authorities. The government of the United States of America is ITF’s biggest donor and has contributed over 216 million dollars to its projects and programs. In specific cases, and if donors agree, ITF can provide a Funds Matching Mechanism, where funds of different donors are joined and used together for the same purpose. ITF also receives funds from private donors such as non-governmental and humanitarian organizations, businesses, and individuals.
In addition to providing funds, donors also engage in the sessions of the ITF Board of Advisors as its members. Donors can also identify countries of interest and where they would like the funds allocated.


Grand Central Art Galleries

The Grand Central Art Galleries were the exhibition and administrative space of the nonprofit Painters and Sculptors Gallery Association, an artists' cooperative established in 1922 by Walter Leighton Clark together with John Singer Sargent, Edmund Greacen, and others. Artists closely associated with the Grand Central Art Galleries included Hovsep Pushman, George de Forest Brush, and especially Sargent, whose posthumous show took place there in 1928.
The Galleries were active from 1923 until 1994. For 29 years they were located on the sixth floor of Grand Central Terminal. At their 1923 opening, the Galleries covered and offered nine exhibition areas and a reception room, described as "the largest sales gallery of art in the world." In 1958 the Galleries moved to the second floor of the Biltmore Hotel, where they had six exhibition rooms and an office. They remained at the Biltmore for 23 years, until it was converted into an office building. The Galleries then moved to 24 West 57th Street, where they remained until they ceased activity.
In addition to their main offices, the Grand Central Art Galleries directed a number of other enterprises. They launched the Grand Central School of Art in 1923, opened a branch gallery at Fifth Avenue and 51st Street in 1933, and in 1947 established Grand Central Moderns to show non-figurative works. The Grand Central Art Galleries were also responsible for the creation, design, and construction of the United States Pavilion at the Venice Biennale.
Origins.
The Painters and Sculptors Gallery Association was established in 1922 by Walter Leighton Clark together with John Singer Sargent, Edmund Greacen, and others. As stated in the Galleries' 1934 catalog, their goal was to "give a broader field to American art; to exhibit in a larger way to a more numerous audience, not in New York alone but throughout the country, thus displaying to the world the inherent value which our art undoubtedly possesses."
The founders envisioned a nonprofit, cooperative organization, but one firmly supported by the best business principles Greacen, an artist, is credited with having suggested the Galleries' financial structure: Artists who wished to join were required to give a work of art each year for three years as an initiation fee, after which they became life members. Non-artists (referred to as "lay members") agreed to give a sum of money (initially $600, the equivalent of $7,500 in 2008) to purchase one of the donated works, but available only after the first year. As Clark wrote: "The beauty of this plan of operation is that it accomplishes results in a practical way and is free from the sting of charity because the artists are actually underwriting their own organization." Initial interest was strong, with many artists and lay members joining the new organization. "We had upward of one hundred names on each of the above lists," Clark wrote.
The original board of trustees consisted of Walter Sherman Gifford; the Galleries' architect, William Adams Delano; Robert W. DeForest, president of the Metropolitan Museum of Art; Frank Logan, vice-president of the Art Institute of Chicago; Irving T. Bush, president of the Bush Terminal Company; and artist and businessman Walter Leighton Clark. The association's charter and bylaws were written by Gifford and John G. Agar, president of the National Arts Club. Clark was elected president, DeForest vice-president, and Gifford became secretary and treasurer. Erwin S. Barrie, manager of the art collection of Carson Pirie Scott, was hired as director.
The board sought a location in Manhattan that was central and easily accessible. Through the support of Alfred Holland Smith, president of the New York Central Railroad, the top of the Grand Central Terminal was made available. The official street address was 15 Vanderbilt Avenue. The Painters and Sculptors Gallery Association signed a 10-year lease, and together with the railroad company, invested more than $100,000 in preparations. The Galleries extended over most of the terminal's sixth floor, , and offered eight main exhibition rooms, a foyer gallery, and a reception area. A total of 20 display rooms were to be created for what was intended to be "the largest sales gallery of art in the world." The architect was Delano, best known for designing Yale Divinity School's Sterling Quadrangle.
The Grand Central Art Galleries officially opened on March 23, 1923. The event featured paintings by Sargent, Charles W. Hawthorne, Cecilia Beaux, Wayman Adams, and Ernest Ipsen. Sculptors included Daniel Chester French, Herbert Adams, Robert Aitken, Gutzon Borglum, and Frederic MacMonnies, who showed a fountain, "The Boy and the Fish." The gala event attracted 5,000 people and received a positive review from "The New York Times":
"The initial exhibition, seen for its own sake, is a beauty. Every artist seems to have realized that it is an occasion for putting his best work forward, and his best work could not be more favorably shown to the public. Even the galleries of the newest museums are not quite so favorable."
In keeping with the founders' conception of the Galleries as a commercial as well as artistic organization, the majority of the works on display were for sale. Prices ranged from $100 to $10,000, the most expensive one being by Hawthorne; Sargent's contribution was valued at $5,000. By 1934 Clark estimated that sales were $500,000 to $600,000 a year. Total sales up to that year were approximately $4,000,000. Two-thirds of proceeds on commercial sales were distributed to artists.
Members' Art Drawings.
The Grand Central Art Galleries were founded on the idea of a respectful and mutually beneficial relationship between artists and those interested in art. Artist members donated one work a year for three years as their initiation fee; lay members gave a yearly sum in return for a work of art after the first year's membership. Works donated by the artists were distributed to the lay members at an annual drawing. A yearly catalog indicated the works to be distributed at a drawing and reception at the gallery.
As described in the 1934 catalog, the procedure was as follows:
"[The drawing] will be accomplished by placing the name of each lay member on a slip of paper in a sealed jar which will be shaken thoroughly. Then before the entire audience the seal will be broken and a child will draw the names, one at a time, and they will be read aloud and entered on a list. The name first drawn will have first choice of all the contributed works of art. The second name drawn will have a free choice after number one has made his selection and the third name will then have the privilege of making his choice from all the works that remain, and so on until the last name."
Available works were played on display prior to the drawing, and lay members were requested to "make a list of thirty choices, arranging same in the order of his preference." This pre-selection would allow the awarded paintings to be announced the evening of the drawing. Because of the wide range of works being offered, the drawing — and in particular, an early selection — was important.
Grand Central School of Art.
A year after the Galleries opened the Painters and Sculptors Gallery Association established the Grand Central School of Art, which occupied on the seventh floor of the east wing of the Grand Central Terminal. The school was directed by John Singer Sargent and Daniel Chester French; its first year teachers included painters Edmund Greacen, Wayman Adams, Jonas Lie, George Elmer Browne, Nicolai Fechin, and Sigurd Skou; sculptor Chester Beach; illustrator Dean Cornwell; costume designer Helen Dryden; George Pearse Ennis, who worked in stained glass and watercolors;
and muralist Ezra Winter.
The school enrolled more than 400 students its first year; this soon grew to 900, making it one of the largest art programs in New York City. In 1925 Edmund Greacen engaged Arshile Gorky as an instructor, one of the school's most prominent teachers; he remained with the school until 1931. It was in operation for almost 20 years, including a summer program in Maine, closing in 1944.
Exhibitions and Events.
Throughout its history the Grand Central Art Galleries regularly held exhibitions large and small. Whether events were free or admission was charged, they helped to publicize the Galleries as well as advance the cause of the arts they championed.
What a week it has been at the Grand Central Galleries, with thirty-three "radicals" from the Downtown Gallery occupying "an entire city block," and Grand Central attachés going about, as it were, brightly on tiptoe, tacitly exclaiming, "We feel actually devilish to be doing a thing like this!" and Mr. Clark, the president, all smiles, observing quite openly: "Why it's a success, it's a success!" and Holger Cahill delivering an eleventh hour informal lecture to salespeople on "how to sell modern art," and nearly a dozen pictures sold on the opening day along, and important American collectors on hand who had probably never until that moment stepped foot in the premises, and for Monday's reception the gallery's best china brought out, and tea poured in such quantities as are seldom exigent, and heaped plates of the most special kinds of cake, and everybody trying, generally in vain, to catch sight of the art over a Caliban sea of shoulders.
"Things are at last beginning to be done in a really big way here," Jewell wrote later in the review of "33 Moderns," which was scheduled to run for three weeks at the Galleries.
The Galleries also organized traveling shows in "all major American cities" to promote and sell the work of its artist-members. While this practice declined in the late 1940s as the United States railroad system was progressively dismantled and shipping costs increased, it continued until at least the 1980s. During the steamship era the Galleries also placed works in transatlantic liners and ships passing through the Panama Canal. "As someone has remarked, these are exhibitions which people attend without meaning to," Clark wrote in 1934. Among other locations, a permanent display of work was maintained in the Boca Raton Hotel.
United States Pavilion in Venice.
Having worked tirelessly to promote American art at home the 1920s, in 1930 Walter Leighton Clark and the Grand Central Art Galleries spearheaded the creation of the U.S. Pavilion at the Venice Biennale. Up until then there was no place at the Biennale dedicated to American art, and Clark felt that it was crucial to establishing the credentials of the nation's artists abroad. The pavilion's architects were William Adams Delano, who also designed the Grand Central Art Galleries, and Chester Holmes Aldrich. The purchase of the land, design, and construction was paid for by the Galleries and personally supervised by Clark. As he wrote in the 1934 catalog:
"Pursuing our purpose of putting American art prominently before the world, the directors a few years ago appropriated the sum of $25,000 for the erection of an exhibition building in Venice on the grounds of the International Biennial. Messrs. Delano and Aldrich generously donated the plans for this building which is constructed of Istrian marble and pink brick and more than holds its own with the twenty-five other buildings in the Park owned by the various European governments."
The pavilion, owned and operated by the Galleries, opened on May 4, 1930. Approximately 90 paintings and 12 sculptures were selected by Clark to be shown for the opening exhibition. Artists featured included Max Boehm, Hector Caser, Lillian Westcott Hale, Edward Hopper, Abraham Poole, Julius Rolshoven, Joseph Pollett, Eugene Savage, Elmer Shofeld, Ofelia Keelan, and African-American artist Henry Tanner. U.S. Ambassador John W. Garrett opened the show together with the Duke of Bergamo.
The Grand Central Galleries did not participate in the Biennale in 1936 in a protest to the rise of fascism in Italy. In 1948, after the war's end, the Galleries' sent 79 paintings to Venice. It ran the pavilion until the 1950s, inviting organizations such as the Museum of Modern Art and Whitney Museum of American Art to present exhibitions.
The Galleries had built the pavilion with the hope that, like the other buildings at the Venice Biennale, it would eventually be run by nation whose art it showed. Support from the U.S. government was not forthcoming, however, and in 1954 the Galleries sold the pavilion to the Museum of Modern Art. Throughout the 1950s and 1960s shows were organized by the Modern, the Art Institute of Chicago, and the Baltimore Museum of Art. The Modern withdrew from the Biennale in 1964, and the United States Information Agency ran the Pavilion until 1983, when it was sold to the Guggenheim Museum courtesy of funds provided by the Peggy Guggenheim Collection. In 2009 the Guggenheim sold the Pavilion to the Philadelphia Museum of Art.
Expansion.
In 1933 the Grand Central Art Galleries opened a second location at Fifth Avenue and on 51st Street in the former building of the Union Club of the City of New York. The expansion was made possible by Jeremiah Milbank, owner of the property at the time. As Clark wrote:
"These beautiful new Galleries with their many windows on Fifth Avenue and on 51st Street, have presented during the past eight months an ever-changing panorama of American Art which has been viewed by over one hundred thousand people daily. Quite a number of paintings and bronzes have been purchased by new clients."
The former Union Club building was used for six years, until 1939, when Galleries' "uptown division" moved to the second floor of the Gotham Hotel on 5th Avenue. Eighty artists' works were shown at the new location's December 9 opening, including those by Eugene Higgins, Wayman Adams, John Johansen, Albert Sterner, Sidney Dickenson, Carl Rungius, Randall Davey, John Follinsbee, Robert Brackman, Robert Philipp, and Leopold Seyffert.
To show modern art, in 1947 the Grand Central Art Galleries established Grand Central Moderns. Founded by Erwin S. Barrie, it was directed from 1951 through 1965 by Colette Roberts. After the gallery "wandered about for several years" it settled at 130 East 56th Street in 1950. Artists represented by Grand Central Moderns included Byron Browne, Lamar Dodd, Jennett Lam, and Louise Nevelson. Grand Central Moderns closed in 1967.
Transition.
While they were founded during the 1920s boom, the Grand Central Art Galleries were structured so that they could withstand economic downturns. Three funding streams were envisioned: members fees, which in the early years provided the majority of income; sales commissions; and proceeds from ticket sales. Income remaining after expenses safeguarded in a conservatively managed "sinking fund" (reserve) that the founders established. This strategy served the gallery well, but five years into the Depression, the Galleries' management felt the need for extraordinary measures:
"Although the lay membership subscription fee has been $600 annually during the ten years of the existence of the Galleries, it was deemed necessary by the management to reduce this subscription to $350 for 1933 and 1934, and we urgently invite those interested in American art and American artists to become members for this year on this new basis."
Prosperity returned to the Galleries as the Depression's effects lessened: By 1936 their lay membership had returned to 115, more than twice as they'd had in any year since 1929. Time brought new challenges, however: Walter Leighton Clark had died in 1935, and Greacen followed in 1949. With the decline of railway traffic after World War II, the New York Central Railroad sought to maximize the value of the land on which Grand Central Terminal sat. In 1954 developer William Zeckendorf proposed replacing the terminal with an 80-story tower designed by I.M. Pei. While this plan came to nothing, in 1958 the company signed an agreement with developer Erwin S. Wolfson to demolish the colonnaded six-story building at the terminal's north end and build the 59-story Pan Am Building in its place. The decision pushed the Grand Central Art Galleries out of the terminal from which they had taken their name.
Erwin S. Barrie, who had served as director of the since the Galleries' 1922 founding, supervised their relocation in 1958 to the nearby Biltmore Hotel, at 40 Vanderbilt Avenue. The new location, on the hotel's second floor, offered six exhibition rooms, a reserve storage room, and an office. In 1977, after 19 years at the Biltmore, an auction was held of 500 lots of unclaimed artwork donated by members through the years. The works were given a two-day preview and then sold to benefit the artist-membership program. The Galleries remained at the Biltmore for 23 years, until the structure was gutted and converted into an office building. The final show was "Anita Loos and Friends." Describing the end of the Biltmore and the Grand Central Art Galleries' final show there, John Russell of "The New York Times" wrote:
"Hardly since Samson tore down the great temple at Gaza has a building disappeared as rapidly as the Biltmore Hotel. But people have shown a rare persistence this last day or two in pushing their way upstairs at the entrance on Vanderbilt Avenue to where the Grand Central Galleries has been holding its own."
Barrie retired in 1975, having led the Galleries for more than 50 years, and Gerry Thomas took over temporarily as manager. In 1976 James D. Cox became director, only the second in the Galleries' history. Cox led their second relocation, this time to 24 West 57th Street. There the Galleries had the entire second floor, , extending from 57th to 56th Streets. The entrance on 57th featured an escalator, while that on 56th was at street level. There Cox worked to adjust the Galleries' approach to fit the times, holding shows such as "La Femme: The Influence of Whistler and Japanese Print Masters on American Art, 1880-1917."
The end.
James D. Cox left the Grand Central Art Galleries in December 1989. After his departure they were managed by John Evans, a longtime salesman, until they closed in 1994.
The Galleries' archives as well as those of Edmund Greacen are at the Smithsonian Archives of American Art. The archives of the Grand Central Moderns are at Syracuse University and the Smithsonian. The archives of the firm of William Adams Delano and Chester Holmes Aldrich are held by the Drawings and Archives Department in the Avery Architectural and Fine Arts Library at Columbia University; the university's Avery Architectural and Fine Arts Library also has a significant collection of Chester Holmes Aldrich's correspondence.
During their operation the Grand Central Art Galleries were often incorrectly referred to by "The New York Times" and other publications as the "Grand Central Galleries," "Grand Central Gallery," and "Grand Central Art Gallery." Archive searches in the "Times" will reveal many news items, events, and exhibitions listed under those names. Please note that the "Grand Central Gallery" in Palm Beach, Florida, and the "Grand Central Art Center" in Fullerton, California, have no relationship to the Grand Central Art Galleries, past or present.


British standard gauge


Council on Disaster Reduction

The Council on Disaster Reduction, or CDR, is one of the 12 technical councils and divisions of the American Society of Civil Engineers (ASCE).
Purpose.
The purpose of the ASCE Council on Disaster Reduction is to develop goals and guide actions for ASCE's role in hazard mitigation and disaster reduction by fostering collaboration among civil engineering and other disciplines through programs of technical assistance and technology transfer.
Leadership.
The current chair of the Council on Disaster Reduction is James P. Heaney of the University of Florida at Gainesville.
Technical Committees.
The Council on Disaster Reduction comprises four Technical Committees as follows:


Metamec

Metamec was a manufacturer of domestic clocks in the second half of the 20th century, and was based in Dereham, Norfolk, England. The name "Metamec" is derived from "metal-work and mechanics". The company started as an offshoot of the furniture manufacturers Jentique in about 1941, which made boxes for instruments and bombs during World War II.
Products.
The first Metamec model was a mains-powered mantle clock numbered "701" (approx. 1947). All clocks produced by Metamec were produced to a high standard, and the factory expanded with the purchase of new machines to allow them to create their own movements, rather than import the movements in from other clock companies. The factory increased in size during the 1960s and 70s, and employed approx 750 people, producing 350 models of clock, and producing 25,000 clocks per week. They became a manufacturer of the now iconic large 'Sunburst' chrome, teak and brass clocks. Metamec was the largest clock manufacturer in the UK at the time.
Decline.
The company declined in the late 1980s due to penetration by the German clock industry and imports from the Far East. Metamec went into receivership in December 1984 and was purchased in January 1985 by FKI of Halifax, West Yorkshire, who continued to use the name until 1993. The Metamec site in East Dereham was run by Ross Consumer Electronics (RCE) until the closure in 1994. Production was moved to the RCE site near Southampton.
Metamec today.
The name "Metamec" is still in use, and a clock manufacturer is producing clocks under the Metamec name in Derbyshire.


Samuel Smith (watchmaker)

Samuel Smith was the founder of Smiths Group, one of the United Kingdom's largest engineering businesses.
Career.
Trained as a craftsman, Samuel Smith opened his first shop in Newington Causeway, in London, in 1851. His business expanded rapidly, as he gained a reputation for offering a fast and friendly service. This enabled him to open a second shop in 1871. He had a son, also named Samuel, who developed the business to manufacture clocks and dials for automobiles. Samuel Smith Snr. died in 1875.


SS Binnendijk

SS "Binnendijk" was a Dutch steel cargo ship lost off Portland Bill in the English Channel in 1939. The ship has become locally known as 'The Benny' and its wreck remains a dive site.
History.
The ship was built by a sub-company of the ship building tycoon Bonn & Mees; Werf De Noord N. V., Ablasserdam of Rotterdam during 1921, as part of a large order from the Holland and America line known as Nederlandsche-Amerikaansche Stoomvaart. The "SS Binnendijk" was a type "B" class ship. With a gross tonnage of 6875, the ship was powered by 3 steam turbines with double reduction gearing (single screw) and had a shaft horsepower of 3000, giving the ship a max speed of 12.5 knots. The engine was built by Harland & Wolff Ltd., of Belfast & Glasgow. The ship was 121.9 metres in length, 16.5 metres in beam and 11.9 metres in draught. Shortly after finishing this order Bonn & Mees were forced into liquidation by trade union strikes. Holding a crew of 42, the captain was W.P.J. Morée.
During September 1939, the ship set sail from Boston in New York City and was bound for Rotterdam. Upon her arrival into the English Channel the Royal Navy requested the ship to dock in either Weymouth or the Isle of Portland (Portland Harbour) for an inspection due to suspicion of the ship carrying contraband. On 7 October 1939 the ship travelled to Portland, where captain Morée requested the ship drop her anchor off of the Shambles Sandbank as the sun was setting. By 10pm the ship struck a newly developed German magnetic mine, which had been laid by the German submarine "U-26" on 10 September 1939. This occurred around 2.5 miles south east of the Shambles light. The mine, which was one of the first types used in combat, caused the ship to become ablaze before sinking slowly. At the time of sinking "SS Binnendijk" was alight from stem to stern. The ship sank about 1 mile north of the Lightvessel at 2am the next day. The wreck was dispersed by explosives on 10 October.
As reported in the Liverpool Daily Post of 9 October 1939, there were no fatalities on the ship, and all 41 survivors landed in a lifeboat which stood by all night. Morée was revealed to have been on the bridge when the explosion put the engines and wireless out of action. He was quoted as to stating "The ship began to sink very slowly and when we fired rocket signals, they were answered... Later an examination vessel came alongside and making fast to our ship, took us off. There were 41 officers and crew, we had no passengers."
"Binnendijk" had a total of seven sister ships: "Bilderdijk", which was torpedoed by a submarine on 19 November 1940 sailing from Halifax to Liverpool, "Burgerdijk", "Blijdendijk", "Blommersdijk", "Breedijk", "Boschdijk" and "Beemsterdijk", the latter which hit a mine off Pembrokeshire in 1941 with 40 lives lost.
Wreck.
The wreck, which today remains completely broken, sank to her final resting place at a depth of 27 metres at Lulworth Banks, South of Beacon. The wreck today lies north-east/south-west, with various parts of her standing 7–8 metres of the coarse clean stone shingle and rock seabed. From inside the site, the hull is full of soft sand. Most of the wreck became broken after various salvage operations, although the wreck remains substantial and often diveable in comparison to most other wrecks that were blown out, due to her location in the relative lea of Portland and inside the shambles bank. However the wreck also rests close to the Portland Race and so strong currents can be found.
The stern remains completely intact, with doors left hanging open, and glass remaining in windows, whilst whole parts of the vessel can be seen intact. Part of the ship's cargo on its final journey was tyres and copper wire, which remain evident around the wreck. A possible aircraft tyre or gun carriage tyre remains attached to the side of the wreck - roughly a metre in diameter. Removing the layer of silt on diving visits has revealed the tread pattern is still sharp and clear. Within this part of the wreck, copper windings for a small electric motor with loose wiring can be found. Salvaging blasting has opened the ship up in various places. The stern and into the engine room remains largely intact.
As many of the ship's plates and ribs remain intact, lobster and conger eel can be found at the wreck, whilst large shoals of Bib and Pollack can also be found at the site. It also holds a large population of Tom Pot Blennies and both edible and spider crabs. Apart from being a popular diving site, local fishermen are also fond of the spot, and the wreck holds a collection of lost pots and fishing tackle.


Innovation Center station

Innovation Center (preliminary names Route 28, Herndon – Dulles East) is a planned Washington Metro station in Fairfax County, Virginia on the Silver Line. It will be located adjacent to the Virginia Center for Innovative Technology at the intersection of the SR 267 and SR 28 in McNair, near the Fairfax / Loudoun county line. Originally planned to begin operation in 2018, the station is now expected to open in the first quarter of 2022.
Station layout.
Planned facilities for this station include two pedestrian bridges across SR 267, leading to bus bays and kiss and ride lots at both entrances, as well as parking for 2,000 cars at the south entrance.


Bhakti Ziek

Bhakti Ziek (born Judith Anne Ziek; June 6, 1946) is an American artist known for narrative weavings incorporating contemporary jacquard technology. She has been active in the contemporary fiber field for over four decades as an artist, author, teacher and lecturer. Ziek currently resides in Randolph, Vermont.
Early career and education.
Ziek was born on June 6, 1946 in New York City, to Irving and Nona Ziek. She received a B.A. in psychology from SUNY at Stony Brook, then moved to Manhattan where she learned to weave at the Crafts Students League. In 1971 Ziek went to San Miguel de Allende, Mexico to study crafts, and in 1972 moved to Guatemala where she resided until 1976. She studied backstrap weaving with Mayan women and later co-authored the book "Weaving on a Backstrap Loom" with Nona Ziek. She obtained a B.F.A. from the University of Kansas in 1980. As an artist, she became known for wall pieces made with painted warps and hand-manipulated weft brocading. Her work was included in the prestigious traveling exhibition Frontiers in Fiber, curated by Mildred Constantine and Jack Lenor Larsen.
Education and teaching.
Ziek received her M.F.A. from the Fibers Department of Cranbrook Academy of Art in 1989, studying under Gerhardt Knodel. In 1990 she was hired as an Assistant Professor at Philadelphia College of Textiles & Science to run the woven design program. She helped establish the graduate program in textile design, received tenure, was promoted to Associate Professor, and received the President’s Award for Excellence in Teaching. She left in 2000
 and went to the University of Kansas (2000-2002).
 She was a visiting professor at Arizona State University (2007-2008), and has taught summer classes at the School of the Art Institute of Chicago.
Art career.
Ziek first became known for intricate weavings using painted warps and supplemental weft brocade and articles she wrote about these processes. Later she became part of the narrative/storytelling movement and her work was placed in collections at the Philadelphia Convention Center and The Museum of Arts and Design
Ziek received a Creation Grant from the Vermont Arts Council in 2012.


Erligou station

Erligou station () is a station under construction on Line 6 and Line 16 of the Beijing Subway. This station did not enter into operation along with Line 6 Phase I on December 30, 2012. Rather it will open when the construction of Line 16 is finished. The platform for Line 16 will be built above the Line 6 platform.
The station will be located at the intersection of the north-south with the east-west thoroughfare known as Chegongzhuang West Road () to the west of Sanlihe Road and Chegongzhuang Street () to the east.
Station Layout.
Both the line 6 and line 16 stations use underground side platforms.