T. M. Turner

Thomas Memory Turner (July 17, 1847 – September 2, 1917) was an American composer, band leader, and music professor. He was known to his friends as "Mem".
He was once assistant director of the Stonewall Brigade Band of Staunton, Virginia, the United States's oldest continuous community band sponsored by local government and funded, in part, by tax monies. His father A. J. Turner was director. Memory trained several cornet bands, and spent several years directing the band at the Western Lunatic Asylum.
Early years in Staunton.
Thomas Memory Turner was born on July 17, 1847 in Middletown, Virginia to A. J. Turner and Kate Aby, and moved to Staunton with them in the mid to late 1850s.
Civil War.
Turner served in the Confederacy for much of the American Civil War. His father A. J. was a band leader in the Stonewall Brigade Band in the Stonewall Brigade. Thomas Memory was a musician alongside his father in the 5th Virginia Infantry from April 1 to August 22, 1862, playing the cornet. He was later in the 14th Virginia Cavalry band, enlisting at Brandy Station on August 1, 1863. He was taken prisoner and paroled on April 30, 1865 in Winchester, at the age of 17.
Stonewall Brigade Band.
The Stonewall Brigade Band was reorganized in 1869 with Turner as assistant leader and his father as leader.
First marriage.
Turner married Kate Grimes of Maryland, daughter of Dr. Gassaway Sellman Grimes, on February 28, 1872 in Warren County, Virginia. They were married by a reverend Mr. Converse. A daughter, Susan Dorsey Turner, was born there in 1874. Turner instructed the Charlestown Cornet Band in 1874 and 1875.
Lewisburg.
Turner lived in Lewisburg, West Virginia from 1876 until November 1879. A son, Charles Augustus Turner, was born there. Turner directed the Lewisburg Concert Band. His sister Cora would sing for them. He also was a jeweler and watchmaker.
Return to Staunton.
Turner returns to Staunton in November 1879, and lived on 12 Madison Street. He continued to play in the Stonewall Brigade Band. He directed the "Stonewall Octette", a group of singers attached to the band.
At a rally for Hancock and English just before the election of 1880, Turner composed "Hancock's Grand March". After the assassination of President Garfield, Turner also composed a dirge, "Garfield's Funeral March".
Watchmaker.
Turner ran a jewelry store in Olivier's Bookstore on 102 E. Beverley Street (also known as Main Street) now a part of the historic district. Turner fixed watches and jewelry as well as offered his services tuning instruments.
Return to Lewisburg.
Turner again instructs a band in Lewisburg in 1884, and is living there by 1889, living at Alderson and Hinton in between. His wife Kate dies in Alderson on October 14, 1888. His son Claude died in Lewisburg, on September 5, 1889, at the age of just 14, falling headforemost into a vat of boiling water at the Greenbrier Cannery. Both Kate and Claude are buried at the Old Stone Church.
Second Return to Staunton.
After the death of his wife and son, Turner again returned to Staunton, and lived at 213 W. Beverley St.
Western Lunatic Asylum.
He became director of the Blackford Cornet Band of the Western Lunatic Asylum, a ten or eleven piece band composed of the male attendants. He was paid $6 a week and an extra $3 if he tuned the pianos.
One account reads "The music of the Hospital Band sets aside solitude and relieves the monotony of asylum life, and has a wonderful effects in quieting the noisy and disturbed patients, besides being a source of great pleasure and enjoyment to the more quiet class, and is greatly enjoyed by visitors to the institution."
Second marriage.
On February 15, 1893, he married Virginia Ann "Nannie" Wyatt at Harrisonburg, Virginia, at the residence of Hubert or Herbert Coffman. They were married by C. R. Cruikshank. She died March 9, 1894 in Staunton.
Maryland.
From 1896 to 1897 Turner was in Baltimore and Gaithersburg. In Gaithersburg, he taught a band, and attended a reunion of the Central Brass Band, which he had instructed.
Norfolk.
Turner settled in Norfolk late in life, where he taught music. He died there September 2, 1917.


Charles Metcalf Allen

Charles Metcalf Allen (1871 in Walpole, Massachusetts – 1950 in Holden, Massachusetts) was a hydraulic engineer known particularly for his inventions and development of the Allen Salt-Velocity Method for measuring water discharge in situations where other methods or instruments could not be easily used. In 1936, Allen received the ASME Warner Medal, and in 1949, he received the John Fritz Medal. From 1906 to 1945, Charles Metcalf Allen served as professor of hydraulic engineering at Worcester Polytechnic Institute. During that period he also performed research at the Alden Hydraulic Laboratory


Schmidt coupling

A Schmidt coupling is a type of coupling designed to accommodate large radial displacement between two shafts. Consisting of an arrangement of links and discs—three discs rotating in unison, interconnected in series by three or more links between each pair of disks—a Schmidt coupling can adapt to very wide variations in radial displacement while running under load. Couplings can be made to allow radial displacement greater than twice the radius of the disks.
History.
In 1960, NASA commissioned Richard Schmidt of Madison, Alabama, to develop a propulsion system for rockets in zero-gravity environments. One of the solutions suggested was a system of rotating discs with mass points positioned along their circumferences. To power these discs, Schmidt used rotating slider cranks similar to those used to transfer power to the wheels of a steam locomotive.
Similar disc-and-link arrangement had been known to German engineers for some time, but engineers could not make the theory work in practice because they erroneously assumed the center disc would require its own bearing. Schmidt found that the center disc could in fact assume its own center of rotation.
Schmidt further refined the design, creating a coupling system that guarantees a completely true angle of rotation at all times. Additionally, Schmidt’s design eliminates the generation of net external forces, as its pushing and pulling forces alternate and overlap in a sinusoidal pattern.
In May 1963, Schmidt applied for a patent for his “coupling for precise angular transmission of rotational motion” at the Munich, Germany, patent office. The company SCHMIDT-KUPPLUNG GmbH was established in 1965 by Richard Schmidt and Walter Haarmann to sell the soon-to-be-patented Schmidt coupling. The patent for the Schmidt coupling, as it came to be known, was granted in February 1967. Schmidt couplings entered the United States coupling market place in 1984 when Zero-Max, Inc. acquired Schmidt Couplings, Inc. SCHMIDT-KUPPLUNG GmbH has entered the Indian market through their channel partner M/s. RSV Industries Private Limited located in Mumbai,India.
Operation.
In operation, all three discs of a Schmidt coupling rotate with equal velocity. The bearing-mounted connections of links to discs are spaced 120° apart on same-diameter pitch circles. The distance between the shafts can be varied steplessly between the minimum value and a maximum of twice the length of the links. While the coupling is undulating, there is no phase shift between shafts.
The constant-velocity relationship between input and output shafts joined by a Schmidt coupling is unaffected by changes in radial displacement. This relationship is similarly unaffected by initial radial reaction forces which could otherwise imbalance the system.
Schmidt couplings maintain constant velocity between the input and output shafts while the shafts undergo radial shifts in their relative positions.
If a Schmidt coupling is operating at high speed the shafts must never become close to co-linear, when co-linear the lateral position of the middle disk is no longer fixed and it is free to oscillate around the shafts, causing extreme vibration in some situations.
Schmidt coupling types.
Schmidt couplings have been refined to come in several coupling designs, including the following:


Sapper Corps


Beatriz Corredor

Beatriz Corredor Sierra (b. Madrid, 1 July 1968) is a Spanish lawyer and politician serving as Member of the Congress of Deputies and chair of the Committee on Justice since 2019. Outside of her parliamentary duties, she chairs the Pablo Iglesias Foundation, a non-profit organization named after the PSOE founder Pablo Iglesias Posse.
From April 14, 2008 to October 20, 2010 she served as Minister of Housing.


Edward Betts

Edward Ladd Betts (5 June 1815 – 21 January 1872) was an English civil engineering contractor who was mainly involved in the building of railways.
Early life.
Edward Betts was born at Buckland, near Dover, son of William Betts (1790–1867), a successful contractor's agent and railway contractor.
He was apprenticed to a builder at Lincoln. However, becoming more interested in engineering, he then worked as agent for Hugh McIntosh building the Black Rock lighthouse at Beaumaris, Anglesey.
Railway contractor.
Edward Betts's first railway undertaking was to supervise the building of the Dutton Viaduct on the Grand Junction Railway for Hugh McIntosh under George Stephenson as engineer. After the death of McIntosh in 1840, William Betts & Sons—the family firm now named for Edward and his father—gained contracts on the South Eastern Railway for stretches that included the Marsden-Ashford line, Maidstone Branch, and the Saltwood tunnel. They also obtained large contracts on behalf of David McIntosh for the Midlands County Railway, whereby the Betts family relocated to Leicester, and for the Manchester-Birmingham Railway. After that, Betts continued to gain contracts, especially in the Chester area.
Upon his father's retirement at Bevois Mount, Southampton in 1845, Betts assumed full responsibility for the Betts company business.
Separately, the partnership between the major civil engineering contractors Samuel Morton Peto and Thomas Grissell was dissolved in 1846, and so Betts worked with Peto on parts of the Great Northern Railway.
Peto and Betts.
In 1848, Peto and Betts established a formal partnership and together they were to work on a large number of railway contracts.
Frequently, they also working in partnership with Thomas Brassey as Peto, Brassey and Betts. Possibly the greatest enterprise of this trio was the building of the Grand Trunk Railway in Canada. Betts undertook the actual management of the venture which included the Victoria bridge across the Saint Lawrence River at Montreal.
The Grand Crimean Central Railway.
Peto, Betts and Brassey built at great speed the Grand Crimean Central Railway which enabled supplies, particularly heavy ammunition, to be transported from Balaclava to the British troops engaged in the siege of Sevastopol in the Crimean War. Betts in particular was responsible for obtaining the enormous amount of supplies and equipment, the fleet of ships to convey them from England to the Black Sea and the navvies and skilled workers needed to carry out the work, also in a very short period of time.
Domestic and civil.
In 1843, Betts married Ann Peto (19 September 1820 – 23 January 1908), the sister of Samuel Morton Peto. Both are interred in the family vault in the churchyard of St Peter and St Paul's Parish Church, Aylesford. Their children were:
Around 1850 Betts bought a 'palatial residence', Preston Hall near Aylesford in Kent, and had it rebuilt in a Jacobean style, where he employed a staff of 18. Also in the 1850s, he acquired a London home at 29 Tavistock Square where he employed a further 8 servants and by 1860 he had moved to Great George Street, Westminster. In 1858, already a magistrate and a Deputy Lieutenant, he became High Sheriff of Kent. In the general election of 1865, he contested the Maidstone seat as a Conservative but was unsuccessful.
Later work.
Betts and Peto had always been amenable to major speculation; for example, once they had built the London, Tilbury and Southend Railway, they leased it as operators for twenty-one years from the opening in 1854, a speculation said in 1863 to be losing £24,000 a year (equivalent to £ in ).
In the 1860s, Betts and Peto agreed to build a line between London Bridge and Victoria for the London, Chatham and Dover Railway and to be paid entirely in the company's shares and debentures. To raise the funding for the construction they became involved in complicated finance-raising schemes, and with their overseas operations hindered by war, they overstretched themselves. Consequently, Betts and Peto were probably the most prominent casualties of the collapse of the bank Overend, Gurney and Company and the ensuing banking crisis when railway stocks were particularly badly affected and the London, Chatham and Dover Railway became insolvent and therefore the shares they had been paid in became worthless. They were unable to pay their creditors and became insolvent in the following year.
Only minor works were to follow for Betts; small alterations to the Metropolitan Railway and an abortive attempt to improve the navigation of the River Danube.
Later life.
After his bankruptcy, Betts was forced to sell Preston Hall (to his friend, Thomas Brassey) and moved to The Holmwood, Bickley Park, near Bromley, Kent "... where he could still maintain a carriage." For the sake of his health he was sent by his doctors to Egypt in 1871 but he died the following year in Aswan. His estate was valued at less than £16,000.


Southern Base Engineer Group 2 (United States)

Southern Base Engineer Group 2 was formed in the European Theater of Operations United States Army on 1 August 1943.
Composition.
The units were as follows:


Calaveras station


Woolwich railway station

Woolwich is a Crossrail station under construction in Woolwich in London, England which is planned to open in 2021, and to have up to 12 trains per hour to Canary Wharf and Central London.
History.
Woolwich railway station is being built by Crossrail as part of the Crossrail (Elizabeth line) rail project. Crossrail is jointly sponsored by the Department for Transport (DfT) and Transport for London (TfL). The construction of a station at Woolwich was not proposed as part of the original Crossrail route. However, after talks between Greenwich London Borough Council and developer Berkeley Homes about the £162 million required for the station, the House of Commons Select Committee recognised its inclusion in March 2007.
Site.
The station is being built on the south-east portion of the Crossrail line that ends at Abbey Wood, and is the penultimate station on this branch. The Woolwich redevelopment site at Royal Arsenal is a modern waterside housing and retail development area adjacent to the station. It is spread across approximately of land and is being developed by Berkeley Homes. The site is being developed with the construction of approximately 2,517 new homes, in addition to the 1,248 homes already built. The area is also to include a new cultural quarter known as Woolwich Works, as well as infrastructural developments such as retail stores, restaurants and cafes, offices, hotels and a cinema.
Design.
The station box is long and below ground, and sits below a major housing development site. The station is built by Balfour Beatty after a design by Weston Williamson, Mott MacDonald and Arup Group (engineering). The station entrance in Dial Arch Square will feature a bronze-clad portal. Natural light will enter through the main entrance and ceiling into the ticket hall, whilst a connection to daylight is present below ground on the platforms. Set back from the main street and surrounded by a series of heritage listed buildings and a large retail unit, the station acts as a simple portal connecting all these elements together. The station entrance opens out on to Dial Arch Square, a green space, flanked by a series of Grade I and II listed buildings. In addition to enhancing the experience in and out of the station, the urban realm design also helps connect the station with the wider town centre. In addition to the station improvements, Crossrail has been working with the Royal Borough of Greenwich on proposals for improvements to the area around the station.
Construction.
In May 2021, Crossrail said that Woolwich station had recently entered the T-12 process, meaning that the station was considered to be 12 weeks away from handover to TfL. Reaching this milestone means that work is now focused on testing and commissioning systems, and the contractor can start demobilising staff across the site.
Services.
The opening of the new station will reduce the journey time from Woolwich to Canary Wharf, Bond Street and Heathrow stations to just eight minutes, 21 minutes and 47 minutes respectively. When the Elizabeth line begins operations, the new station located on the south-east section of the route will see up to 12 trains an hour during peak hours, connecting south-east London and the Royal Docks with Canary Wharf, central London and beyond. The closest existing station is Woolwich Arsenal. The station itself is separate and will not serve as a direct interchange with the DLR and local National Rail services which are located at nearby Woolwich Arsenal. However, all three services will be within a short walking distance of each other, in addition to the existing Thames Clipper service from Woolwich Arsenal Pier to central London.


Elias MRT station

Elias MRT station is a future underground Mass Rapid Transit station on the Cross Island line (CRL) located in Pasir Ris, Singapore.
This station will be part of a future extension between the Pasir Ris and Punggol stations on the Cross Island line. Elias MRT station will be situated at the junction of Pasir Ris Drive 10 and Pasir Ris Drive 3, around the military training area that will be cleared by 2022.
History.
On 10 March 2020, LTA announced that Elias station would be part of the proposed Cross Island line (CRL). The station will be constructed as part of Punggol extension, consisting of four stations between Pasir Ris and Punggol, and is expected to be completed in 2031. Construction is expected to start in 2022.


Richard Goldthorpe

Richard Goldthorpe (died 16 March 1560 in York) was an English haberdasher, investor, real estate developer and politician from Yorkshire.
He was elected Lord Mayor of York in 1556 and Member of Parliament for York in 1559.
He bought Clementhorpe Priory, together with other estates in the county. In 1560, after his death, his estate was valued at £2460, considerable wealth at the time. He was buried in York Minster.
He had married Anne, the daughter of John Norman, MP of York and the widow of Richard Thornton of York, with whom he had 2 sons and 7 daughters. His daughter Anne was married to Hugh Ingram and had a son Sir Arthur Ingram.


Halve Maen (Efteling)

Halve Maen (English: Half Moon) is a Pirate Ship ride at Efteling theme park in the Netherlands. Designed by Ton van de Ven and manufactured by Intamin, it opened its doors in 1982.
History and details.
The Pirate Ship is not actually themed as a “Pirate Ship”, but a copy of the VOC - merchant "Halve Maen" of the Dutch East India Co. VOC, the first limited company. The theming for the surroundings of the ride consists of a harbour in the Anton Pieck style.
It is the largest Pirate Ship in the world, according to the "Guinness Book of Records".
The Ride.
Ride Height: 20 meters
Highest Swing: 25 meters
Maximum Speed: 54 km/h
"g"-forces: 0 negative
Capacity: 85 visitors


Strain wave gearing

Strain wave gearing (also known as harmonic gearing) is a type of mechanical gear system that uses a flexible spline with external teeth, which is deformed by a rotating elliptical plug to engage with the internal gear teeth of an outer spline.
Strain wave gearing has some advantages over traditional gearing systems such as helical or planetary gears, including:
High gear reduction ratios are possible in a small volume (a ratio from 30:1 up to 320:1 is possible in the same space in which planetary gears typically only produce a 10:1 ratio).
Disadvantages include a tendency for 'wind-up' (a torsional spring rate) in the low torque region.
Strain wave gearing is commonly used in robotics and aerospace. It can provide gear reduction but may also be used to increase rotational speed, or for differential gearing.
History.
The basic concept of strain wave gearing (SWG) was introduced by C.W. Musser in a 1957 patent while he was an advisor at United Shoe Machinery Corp (USM). It was first used successfully in 1960 by USM Co. and later by Hasegawa Gear Works under license of USM. Later, Hasegawa Gear Work became Harmonic Drive Systems located in Japan and USM Co. Harmonic Drive division became Harmonic Drive Technologies.
Mechanics.
The strain wave gearing uses the elasticity of metal. The mechanism has three basic components: a wave generator (2 / green), a flex spline (3 / red), and a circular spline (4 / blue). More complex versions have a fourth component normally used to shorten the overall length or to increase the gear reduction within a smaller diameter, but still follow the same basic principles.
The wave generator is made of two separate parts: an elliptical disk called a "wave generator plug" and an outer ball bearing. The elliptical plug is inserted into the bearing, forcing the bearing to conform to the elliptical shape but still allowing rotation of the plug within the outer bearing.
The flex spline is shaped like a shallow cup. The sides of the spline are very thin, but the bottom is relatively rigid. This results in significant flexibility of the walls at the open end due to the thin wall, and in the closed side being rigid enough to be tightly secured (to a shaft, for example). Teeth are positioned radially around the outside of the flex spline. The flex spline fits tightly over the wave generator, so that when the wave generator plug is rotated, the flex spline deforms to the shape of a rotating ellipse and does not slip over the outer elliptical ring of the ball bearing. The ball bearing lets the flex spline rotate independently to the wave generator's shaft.
The circular spline is a rigid circular ring with teeth on its inside. The flex spline and wave generator are placed inside the circular spline, meshing the teeth of the flex spline and the circular spline. Because the flex spline is deformed into an elliptical shape, its teeth only actually mesh with the teeth of the circular spline in two regions on opposite sides of the flex spline (located on the major axis of the ellipse).
Assume that the wave generator is the input rotation. As the wave generator plug rotates, the flex spline teeth which are meshed with those of the circular spline slowly change position. The major axis of the flex spline's ellipse rotates with wave generator, so the points where the teeth mesh revolve around the center point at the same rate as the wave generator's shaft. The key to the design of the strain wave gear is that there are fewer teeth (often for example two fewer) on the flex spline than there are on the circular spline. This means that for every full rotation of the wave generator, the flex spline would be required to rotate a slight amount (two teeth in this example) backward relative to the circular spline. Thus the rotation action of the wave generator results in a much slower rotation of the flex spline "in the opposite direction".
For a strain wave gearing mechanism, the gearing reduction ratio can be calculated from the number of teeth on each gear, in a similar manner to a cycloidal drive:
For example, if there are 202 teeth on the circular spline and 200 on the flex spline, the reduction ratio is (200 − 202)/200 = −0.01
Thus the flex spline spins at 1/100 the speed of the wave generator plug and in the opposite direction. Different reduction ratios are set by changing the number of teeth. This can either be achieved by changing the mechanism's diameter or by changing the size of the individual teeth and thereby preserving its size and weight. The range of possible gear ratios is limited by tooth size limits for a given configuration.
Examples of use.
The electrically-driven wheels of the Apollo Lunar Rover included strain wave gears. Also, the winches used on Skylab to deploy the solar panels were powered using strain wave gears.


Giuseppe Donati

Giuseppe Donati (2 December 1836 – 14 February 1925) was the inventor of the classical ocarina, a ceramic wind instrument based on the principle of a Helmholtz resonator.
Donati was born in Budrio. Legend has it that he created his first "little goose" ("ocarina" in Italian dialect) in 1853, aged 17, whilst still working as a brickmaker. His first ocarina-making workshop was in his hometown of Budrio. When he moved to larger premises in Bologna in 1878, a fellow musician of the Gruppo Ocarinistico, Cesare Vicinelli, continued the Budrio workshop. Donati died, aged 88, in Milan.


Stepper motor

A stepper motor, also known as step motor or stepping motor, is a brushless DC electric motor that divides a full rotation into a number of equal steps. The motor's position can then be commanded to move and hold at one of these steps without any position sensor for feedback (an open-loop controller), as long as the motor is carefully sized to the application in respect to torque and speed.
Switched reluctance motors are very large stepping motors with a reduced pole count, and generally are closed-loop commutated.
Mechanism.
Brushed DC motors rotate continuously when DC voltage is applied to their terminals. The stepper motor is known for its property of converting a train of input pulses (typically square waves) into a precisely defined increment in the shaft’s rotational position. Each pulse rotates the shaft through a fixed angle.
Stepper motors effectively have multiple "toothed" electromagnets arranged as a stator around a central rotor, a gear-shaped piece of iron. The electromagnets are energized by an external driver circuit or a micro controller. To make the motor shaft turn, first, one electromagnet is given power, which magnetically attracts the gear's teeth. When the gear's teeth are aligned to the first electromagnet, they are slightly offset from the next electromagnet. This means that when the next electromagnet is turned on and the first is turned off, the gear rotates slightly to align with the next one. From there the process is repeated. Each of those rotations is called a "step", with an integer number of steps making a full rotation. In that way, the motor can be turned by a precise angle.
The circular arrangement of electromagnets is divided into groups, each group called a phase, and there is an equal number of electromagnets per group. The number of groups is chosen by the designer of the stepper motor. The electromagnets of each group are interleaved with the electromagnets of other groups to form a uniform pattern of arrangement. For example, if the stepper motor has two groups identified as A or B, and ten electromagnets in total, then the grouping pattern would be ABABABABAB.
Electromagnets within the same group are all energized together. Because of this, stepper motors with more phases typically have more wires (or leads) to control the motor.
Types.
There are three main types of stepper motors:
Permanent magnet motors use a permanent magnet (PM) in the rotor and operate on the attraction or repulsion between the rotor PM and the stator electromagnets.
Pulses move the rotor in discrete steps, CW or CCW. If left powered at a final step a strong detent remains at that shaft location. This detent has a predictable spring rate and specified torque limit; slippage occurs if the limit is exceeded. If current is removed a lesser detent still remains, therefore holding shaft position against spring or other torque influences. Stepping can then be resumed while reliably being synchronized with control electronics.
Variable reluctance (VR) motors have a plain iron rotor and operate based on the principle that minimum reluctance occurs with minimum gap, hence the rotor points are attracted toward the stator magnet poles. Whereas hybrid synchronous are a combination of the permanent magnet and variable reluctance types, to maximize power in a small size.
VR motors do not have power off detents.
Two-phase stepper motors.
There are two basic winding arrangements for the electromagnetic coils in a two phase stepper motor: bipolar and unipolar.
Unipolar motors.
A unipolar stepper motor has one winding with center tap per phase. Each section of windings is switched on for each direction of magnetic field. Since in this arrangement a magnetic pole can be reversed without switching the polarity of the common wire, the commutation circuit can be simply a single switching transistor for each half winding. Typically, given a phase, the center tap of each winding is made common: giving three leads per phase and six leads for a typical two phase motor. Often, these two phase commons are internally joined, so the motor has only five leads.
A microcontroller or stepper motor controller can be used to activate the drive transistors in the right order, and this ease of operation makes unipolar motors popular with hobbyists; they are probably the cheapest way to get precise angular movements.
For the experimenter, the windings can be identified by touching the terminal wires together in PM motors. If the terminals of a coil are connected, the shaft becomes harder to turn. One way to distinguish the center tap (common wire) from a coil-end wire is by measuring the resistance. Resistance between common wire and coil-end wire is always half of the resistance between coil-end wires. This is because there is twice the length of coil between the ends and only half from center (common wire) to the end. A quick way to determine if the stepper motor is working is to short circuit every two pairs and try turning the shaft. Whenever a higher than normal resistance is felt, it indicates that the circuit to the particular winding is closed and that the phase is working.
Bipolar motors.
Bipolar motors have a single winding per phase. The current in a winding needs to be reversed in order to reverse a magnetic pole, so the driving circuit must be more complicated, typically with an H-bridge arrangement (however there are several off-the-shelf driver chips available to make this a simple affair). There are two leads per phase, none is common.
A typical driving pattern for a two coil bipolar stepper motor would be: A+ B+ A− B−. I.e. drive coil A with positive current, then remove current from coil A; then drive coil B with positive current, then remove current from coil B; then drive coil A with negative current (flipping polarity by switching the wires e.g. with an H bridge), then remove current from coil A; then drive coil B with negative current (again flipping polarity same as coil A); the cycle is complete and begins anew.
Static friction effects using an H-bridge have been observed with certain drive topologies.
Dithering the stepper signal at a higher frequency than the motor can respond to will reduce this "static friction" effect.
Because windings are better utilized, they are more powerful than a unipolar motor of the same weight. This is due to the physical space occupied by the windings. A unipolar motor has twice the amount of wire in the same space, but only half used at any point in time, hence is 50% efficient (or approximately 70% of the torque output available). Though a bipolar stepper motor is more complicated to drive, the abundance of driver chips means this is much less difficult to achieve.
An 8-lead stepper is like a unipolar stepper, but the leads are not joined to common internally to the motor. This kind of motor can be wired in several configurations:
Higher-phase count stepper motors.
Multi-phase stepper motors with many phases tend to have much lower levels of vibration. While they are more expensive, they do have a higher power density and with the appropriate drive electronics are often better suited to the application.
Driver circuits.
Stepper motor performance is strongly dependent on the driver circuit. Torque curves may be extended to greater speeds if the stator poles can be reversed more quickly, the limiting factor being a combination of the winding inductance. To overcome the inductance and switch the windings quickly, one must increase the drive voltage. This leads further to the necessity of limiting the current that these high voltages may otherwise induce.
An additional limitation, often comparable to the effects of inductance, is the back-EMF of the motor. As the motor's rotor turns, a sinusoidal voltage is generated proportional to the speed (step rate). This AC voltage is subtracted from the voltage waveform available to induce a change in the current.
L/R driver circuits.
L/R driver circuits are also referred to as constant voltage drives because a constant positive or negative voltage is applied to each winding to set the step positions. However, it is winding current, not voltage that applies torque to the stepper motor shaft. The current I in each winding is related to the applied voltage V by the winding inductance L and the winding resistance R. The resistance R determines the maximum current according to Ohm's law I=V/R. The inductance L determines the maximum rate of change of the current in the winding according to the formula for an inductor dI/dt = V/L. The resulting current for a voltage pulse is a quickly increasing current as a function of inductance. This reaches the V/R value and holds for the remainder of the pulse. Thus when controlled by a constant voltage drive, the maximum speed of a stepper motor is limited by its inductance since at some speed, the voltage U will be changing faster than the current I can keep up. In simple terms the rate of change of current is L / R (e.g. a 10 mH inductance with 2 ohms resistance will take 5 ms to reach approx 2/3 of maximum torque or around 24 ms to reach 99% of max torque). To obtain high torque at high speeds requires a large drive voltage with a low resistance and low inductance.
With an L/R drive it is possible to control a low voltage resistive motor with a higher voltage drive simply by adding an external resistor in series with each winding. This will waste power in the resistors, and generate heat. It is therefore considered a low performing option, albeit simple and cheap.
Modern voltage-mode drivers overcome some of these limitations by approximating a sinusoidal voltage waveform to the motor phases. The amplitude of the voltage waveform is set up to increase with step rate. If properly tuned, this compensates the effects of inductance and back-EMF, allowing decent performance relative to current-mode drivers, but at the expense of design effort (tuning procedures) that are simpler for current-mode drivers.
Chopper drive circuits.
Chopper drive circuits are referred to as controlled current drives because they generate a controlled current in each winding rather than applying a constant voltage. Chopper drive circuits are most often used with two-winding bipolar motors, the two windings being driven independently to provide a specific motor torque CW or CCW. On each winding, a "supply" voltage is applied to the winding as a square wave voltage; example 8 kHz.. The winding inductance smooths the current which reaches a level according to the square wave duty cycle. Most often bipolar supply (+ and - ) voltages are supplied to the controller relative to the winding return. So 50% duty cycle results in zero current. 0% results in full V/R current in one direction. 100% results in full current in the opposite direction. This current level is monitored by the controller by measuring the voltage across a small sense resistor in series with the winding. This requires additional electronics to sense winding currents, and control the switching, but it allows stepper motors to be driven with higher torque at higher speeds than L/R drives. It also allows the controller to output predetermined current levels rather than fixed. Integrated electronics for this purpose are widely available.
Phase current waveforms.
A stepper motor is a polyphase AC synchronous motor (see Theory below), and it is ideally driven by sinusoidal current. A full-step waveform is a gross approximation of a sinusoid, and is the reason why the motor exhibits so much vibration. Various drive techniques have been developed to better approximate a sinusoidal drive waveform: these are half stepping and microstepping.
Wave drive (one phase on).
In this drive method only a single phase is activated at a time. It has the same number of steps as the full-step drive, but the motor will have significantly less torque than rated. It is rarely used. The animated figure shown above is a wave drive motor. In the animation, rotor has 25 teeth and it takes 4 steps to rotate by one tooth position. So there will be 25×4 = 100 steps per full rotation and each step will be 360/100 = 3.6 degrees.
Full-step drive (two phases on).
This is the usual method for full-step driving the motor. Two phases are always on so the motor will provide its maximum rated torque. As soon as one phase is turned off, another one is turned on. Wave drive and single phase full step are both one and the same, with same number of steps but difference in torque.
Half-stepping.
When half-stepping, the drive alternates between two phases on and a single phase on. This increases the angular resolution. The motor also has less torque (approx 70%) at the full-step position (where only a single phase is on). This may be mitigated by increasing the current in the active winding to compensate. The advantage of half stepping is that the drive electronics need not change to support it. In animated figure shown above, if we change it to half-stepping, then it will take 8 steps to rotate by 1 teeth position. So there will be 25×8 = 200 steps per full rotation and each step will be 360/200 = 1.8°. Its angle per step is half of the full step.
Microstepping.
What is commonly referred to as microstepping is often "sine–cosine microstepping" in which the winding current approximates a sinusoidal AC waveform. The common way to achieve Sine-cosine current is with chopper-drive circuits. Sine–cosine microstepping is the most common form, but other waveforms can be used. Regardless of the waveform used, as the microsteps become smaller, motor operation becomes more smooth, thereby greatly reducing resonance in any parts the motor may be connected to, as well as the motor itself. Resolution will be limited by the mechanical stiction, backlash, and other sources of error between the motor and the end device. Gear reducers may be used to increase resolution of positioning.
Step size reduction is an important step motor feature and a fundamental reason for their use in positioning.
Example: many modern hybrid step motors are rated such that the travel of every full step (example 1.8 degrees per full step or 200 full steps per revolution) will be within 3% or 5% of the travel of every other full step, as long as the motor is operated within its specified operating ranges. Several manufacturers show that their motors can easily maintain the 3% or 5% equality of step travel size as step size is reduced from full stepping down to 1/10 stepping. Then, as the microstepping divisor number grows, step size repeatability degrades. At large step size reductions it is possible to issue many microstep commands before any motion occurs at all and then the motion can be a "jump" to a new position. Some stepper controller ICs use increased current to minimise such missed steps, especially when the peak current pulses in one phase would otherwise be very brief.
Theory.
A step motor can be viewed as a synchronous AC motor with the number of poles (on both rotor and stator) increased, taking care that they have no common denominator. Additionally, soft magnetic material with many teeth on the rotor and stator cheaply multiplies the number of poles (reluctance motor). Modern steppers are of hybrid design, having both permanent magnets and soft iron cores.
To achieve full rated torque, the coils in a stepper motor must reach their full rated current during each step. Winding inductance and counter-EMF generated by a moving rotor tend to resist changes in drive current, so that as the motor speeds up, less and less time is spent at full current—thus reducing motor torque. As speeds further increase, the current will not reach the rated value, and eventually the motor will cease to produce torque.
Pull-in torque.
This is the measure of the torque produced by a stepper motor when it is operated without an acceleration state. At low speeds the stepper motor can synchronize itself with an applied step frequency, and this pull-in torque must overcome friction and inertia. It is important to make sure that the load on the motor is frictional rather than inertial as the friction reduces any unwanted oscillations.
The pull-in curve defines an area called the start/stop region. Into this region, the motor can be started/stopped instantaneously with a load applied and without loss of synchronism.
Pull-out torque.
The stepper motor pull-out torque is measured by accelerating the motor to the desired speed and then increasing the torque loading until the motor stalls or misses steps. This measurement is taken across a wide range of speeds and the results are used to generate the stepper motor's dynamic performance curve. As noted below this curve is affected by drive voltage, drive current and current switching techniques. A designer may include a safety factor between the rated torque and the estimated full load torque required for the application.
Detent torque.
Synchronous electric motors using permanent magnets have a resonant position holding torque (called detent torque or cogging, and sometimes included in the specifications) when not driven electrically. Soft iron reluctance cores do not exhibit this behavior.
Ringing and resonance.
When the motor moves a single step it overshoots the final resting point and oscillates round this point as it comes to rest. This undesirable ringing is experienced as motor rotor vibration and is more pronounced in unloaded motors. An unloaded or under loaded motor may, and often will, stall if the vibration experienced is enough to cause loss of synchronisation.
Stepper motors have a natural frequency of operation. When the excitation frequency matches this resonance the ringing is more pronounced, steps may be missed, and stalling is more likely. Motor resonance frequency can be calculated from the formula:
The magnitude of the undesirable ringing is dependent on the back emf resulting from rotor velocity. The resultant current promotes damping, so the drive circuit characteristics are important. The rotor ringing can be described in terms of damping factor.
Ratings and specifications.
Stepper motors' nameplates typically give only the winding current and occasionally the voltage and winding resistance. The rated voltage will produce the rated winding current at DC: but this is mostly a meaningless rating, as all modern drivers are current limiting and the drive voltages greatly exceed the motor rated voltage.
Datasheets from the manufacturer often indicate Inductance. Back-EMF is equally relevant, but seldom listed (it is straightforward to measure with an oscilloscope). These figures can be helpful for more in-depth electronics design, when deviating from standard supply voltages, adapting third party driver electronics, or gaining insight when choosing between motor models with otherwise similar size, voltage, and torque specifications.
A stepper's low-speed torque will vary directly with current. How quickly the torque falls off at faster speeds depends on the winding inductance and the drive circuitry it is attached to, especially the driving voltage.
Steppers should be sized according to published torque curve, which is specified by the manufacturer at particular drive voltages or using their own drive circuitry. Dips in the torque curve suggest possible resonances, whose impact on the application should be understood by designers.
Step motors adapted to harsh environments are often referred to as IP65 rated.
The US National Electrical Manufacturers Association (NEMA) standardises various aspects of stepper motors. They are typically referred with NEMA DD, where DD is the diameter of the faceplate in inches multiplied by 10 (e.g., NEMA 17 has a diameter of 1.7 inches). There are further specifiers to describe stepper motors, and such details may be found in the ICS 16-2001 standard (section 4.3.1.1). There are also useful summaries and further information on the Reprap site.
Applications.
Computer controlled stepper motors are a type of motion-control positioning system. They are typically digitally controlled as part of an open loop system for use in holding or positioning applications.
In the field of lasers and optics they are frequently used in precision positioning equipment such as linear actuators, linear stages, rotation stages, goniometers, and mirror mounts. Other uses are in packaging machinery, and positioning of valve pilot stages for fluid control systems.
Commercially, stepper motors are used in floppy disk drives, flatbed scanners, computer printers, plotters, slot machines, image scanners, compact disc drives, intelligent lighting, camera lenses, CNC machines, and 3D printers.
Stepper motor system.
A stepper motor system consists of three basic elements, often combined with some type of user interface (host computer, PLC or dumb terminal):
Advantages


Radial shaft seal

Radial shaft seals, also known as lip seals, are used to seal rotary elements, such as a shaft or rotating bore. Common examples include strut seals, hydraulic pump seals, axle seals, power steering seals, and valve stem seals. Early radial shaft seals utilized rawhide as the sealing element, and many elastomeric seal companies today once were tanneries. The advent of modern elastomers replaced rawhide, industry also added a garter spring which helps the sealing lip compensate for lip wear and elastomer material changes.
The seal construction will consist of a sprung main sealing lip which has a point contact with the shaft. The point contact is formed by two angles, with the air side angle usually less than the oil side angle. Depending on the seal type these two angles are varied to create a pressure distribution at the seal contact point which has a steeper slope on the oil side of the seal. The shallower the slope on the oil side of the seal the wetter the seal will run. The spring is positioned such that axially the centerline of the spring is biased to the air side of the lip contact point.
In order to exclude contaminants numerous types of dust lips or exclusionary lips may be used. Common elastomers include FKM, ACM, NBR, HNBR, and AEM. In order to resist wear, the compounds' durometer (hardness) is typically 70 to 85 Shore A (between that of an automobile tire and a soft inline-skate wheel).
A different seal design for similar applications is a rotating face seal.
Simmerring.
A common used expression is "Simmerring". This product name and "Simmer-Ring" are trademarks of Freudenberg Sealing Technologies.
"Simmerring" is derived from the name of the developer, the Austrian engineer Walther Simmer who worked for Freudenberg . The first development 1929 in Kufstein Tirol Austria, consisted of leather and metal.
Standards.
Standards and other documents relating to radial shaft seals


Martin Skowroneck

(Franz Hermann) Martin Skowroneck (21 December 1926, in Berlin – 14 May 2014, in Bremen) was a German harpsichord builder, one of the pioneers of the modern movement of harpsichord construction on historical principles.
Life and career.
He completed his secondary education in 1947, then embarked on musical training at the Musikschule in Bremen, from which he received his diploma in 1950 as a teacher of flute and recorder. During his student years, he had begun to make his own recorders, as he was dissatisfied with existing instruments. He then began making recorders for other players.
In 1952, he was asked to restore a clavichord that had been badly damaged in the war; this led him to build his own clavichord, then instruments for other people. His first harpsichord dates from 1953.
Skowroneck had no formal training as a builder; he learned his craft instead by inspecting existing instruments. At first these were modern, ahistorical instruments, but he soon developed a strong interest in the instruments of the historical period, leading him to study (among others) the harpsichords kept in the musical instrument museum of Berlin. He also studied historical documents shedding light on how the old instruments were built. Skowroneck did his pioneering studies at much the same time that in America, the builders Frank Hubbard and William Dowd were doing comparable work, but he was unaware of their studies and his accomplishment was quite independent. Harpsichord scholar Edward Kottick describes Skowroneck's work as follows:
[His instruments] were built uncompromisingly in the mode of the antiques, with practically no concessions to modernity. His cases were made of plank wood, with classical case framing; he used wood, rather than brass or plastic for his upper and lower guides, and like the antiques, his jacks had no adjustment screws; his keyboards were light and of harpsichord proportions, and he rejected the use of pedals. Skowroneck, in other words, immersed himself in the building practices of the antiques and did his best to emulate them. He succeeded brilliantly.
Skowroneck soon achieved a strong reputation, notably in becoming the builder of the favorite instrument of the celebrated harpsichordist Gustav Leonhardt.
He worked alone and always produced instruments rather slowly. Eventually, the demand for his instruments far outstripped the rate at which he could produce them. The harpsichordist Ketil Haugsand describes thus how he obtained his own Skowroneck harpsichord:
In 1970 I visited ... Skowroneck and begged him to put me on his long waiting list, which he did. I waited 17 years – and it was worth every day I waited - and finally took delivery of the harpsichord in 1986.
Skowroneck's work was not without opposition, for Germany was the center of the then-dominant industry of factory-built ahistorical harpsichords. Schotte and Elste (n.d., sec. 5) observe,
in Germany it was specially difficult for the traditional type of instrument to gain a foothold. In no other country had the modern type of harpsichord become so firmly established. Every concert hall and radio station had acquired or had ready access to a modern instrument, invariably a large two-manual harpsichord with the ‘Bach’ disposition. Conservatory teaching was based on this standard concert model. Performers and public alike had grown used to it.
Skowroneck also argued for his approach to harpsichord building in print, for instance in Skowroneck (1974), cited below. According to Kottick, "His words fell on mostly deaf ears." However, Schott (n.d.) notes at least some degree of success for Skowroneck's approach in his native country: "it is partly due to [Skowroneck's] influence and those of like-minded German harpsichord makers as Klaus Ahrend and Rainer Schütze, that German harpsichordists have turned increasingly to reproductions of historical instruments for the performance of early keyboard music."
The elderly Skowroneck was able to continue building instruments to fairly near the end of his life (a report from July 2012 indicated that he was still building). He died May 14, 2014, in Bremen, his wife Susanne (1930–2016) two years later.
Instruments.
In spite of occasional claims to that effect, Skowroneck's instruments were re-interpretations according to historical building principles rather than scrupulously faithful reproductions of historical originals. Skowroneck described his philosophy like this: "More successful [than making a literal copy], and authentic in a higher meaning, would be a new instrument in which the maker expresses himself, fulfilling his task with all his knowledge, and supported by his judgment instead of given measurements."
Skowroneck built harpsichords, clavichords, spinets and virginals after English, Italian, early (Ruckers) and late Flemish (Dulcken), 17th- and 18th-century French, and German models. Some of the materials used are considered by some as archaic, such as boar's bristles and bird feathers. Starting in 1991 he built altogether three fortepianos, and he continued to build recorders as well as transverse flutes until late in life. Skowroneck also restored old instruments to playing condition.
Writings.
His article 'The Harpsichord of Nicholas Lefebvre 1755' the Story of a Forgery without Intent to Defraud," (2002, translated by his son, harpsichordist/scholar Tilman Skowroneck) documented an extraordinary project, begun in response to a challenge issued by Leonhardt over a bottle of wine, to produce a fake old harpsichord that would pass muster by experts. The article documents the many ingenious procedures that went into creating the most "authentic" modern harpsichord of all; Skowroneck even "restored" his own work. As the title indicates, the author of the project confessed his deed before any possibility of legal fraud could arise.
In 2003 he published his book "Cembalobau" ("Harpsichord Construction"; text bilingual in German and English), a compendium of the knowledge he gained during his many years as a builder.


Nihal De Silva

Nihal De Silva (19?? – 28 May 2006) was a Sri Lankan novelist. He won the Gratiaen Prize for his novel "The Road From Elephant Pass" which was later made into a film. He also published "The Far Spent Day" and "The Ginirella Conspiracy".
Early life.
De Silva was educated at St. Joseph's College, Colombo and attended the University of Ceylon (now University of Peradeniya, Kandy). Later he went into building his own water-purifying business supplying bottled mineral water. He lived in Colombo with his wife Shirlene and his two children, Shanik and Shamal.
De Silva was known for his interests in birds, evident in "The Road from Elephant Pass" and "The Ginirella Conspiracy".
Work.
He became famous at age 63 with the novel "The Road From Elephant Pass," published in 2003. The story revolves around a Tamil woman who had been a member of the Liberation Tigers of Tamil Eelam, and a Sinhalese man who is an army officer. Thought to be natural and initial enemies, the pair are able to overlook their political differences to overcome the hostilities between them and get safely to Colombo, protecting an explosive secret. This book sold over three thousand copies in its initial printing, making the publisher, Vijitha Yapa, reprint twice more.
This book was followed by "The Far Spent Day" based on political corruption. A young man, again of Sinhala origin, is pulled into the injustices of society but he attempts to fight back when all forces attempt to destroy him.
"The Ginirella Conspiracy", his third novel, is about the politicization in Sri Lankan universities.
Death.
On 28 May 2006, Nihal De Silva was killed by a land mine explosion at the Wilpattu National Park.


Jean-Jacques Millant

Jean-Jacques Millant (1928–1998) was an influential French bow maker/archetier (French word for maker of string family bows) of the Dominique Peccatte school.
His cousin, Bernard Millant (born 1929) produced bows similar in style. Millant, son of violin maker Roger Millant, was apprenticed in Mirecourt, Vosges, France by the Morizot Brothers from 1946–1948, then worked with his uncle, Roger and Max Millant in Paris until 1950, after which he opened his own shop in Paris.
In 1970, Millant was awarded the title Un de Meilleurs Ouvriers de France.
His bows, which are strongly influenced by François Peccatte and Dominique Peccatte, quickly enjoyed great esteem among the most highly demanding professionals.
Millant made excellent playing bows (following the Peccatte pattern).
"Millant bows function much as good facsimile Peccattes. The combination of choice of materials, weight, strength, and flexibility make them excellent playing tools, and bows by this maker are becoming increasingly desirable in the market today and are sought after by top professionals." - Stefan Hersh
"Jean-Jacques Millant is considered one of the most important bowmakers of the latter part of the 20th century". - Gennady Filimonov


HMS Hurworth (L28)

HMS "Hurworth" was a Second World War Type II Hunt-class escort destroyer of the British Royal Navy. She spent most of her career in the Mediterranean. She was lost to a mine in the Aegean Sea in 1943.
Construction.
"Hurworth" was ordered with 15 others of the same type on 20 December 1939 as part of the War Emergency Programme. The ship was laid down by Vickers-Armstrongs on the River Tyne at Wallsend on 10 April 1940 in a yard big enough for two ships to be built at the same time. Her 'partner' was . "Hurworth", as Admiralty Job No. J4207, was launched on 16 April 1941, and commissioned on 5 November. "Hurworth"s complement was found in Portsmouth; her skipper and 'Jimmy' (first lieutenant), were both experienced officers. The 'workup' period was intense, with both ship and crew being tested to the limit. She eventually left the Tyne for Scapa Flow, calling at Rosyth where she was commissioned; she arrived at the 'Flow' on the 8th.
Service history.
From Scotland to Suez.
"Hurworth"s first operation involved taking Crown Prince Olaf of Norway from Scapa Flow to Scrabster in northern mainland Scotland. She then escorted the troopship "Rangitata", with her fellow destroyer to Gibraltar, from the Clyde; arriving at the 'Rock' on 1 December 1941. "Rangitata" was shepherded to Freetown by "Hurworth" and two more destroyers, and . They were joined by another destroyer, on 18 December and arrived in the West African port in time for Christmas.
Having carried out more escort work between Freetown and Cape Town in South Africa, "Hurworth" then sailed independently to Suez, becoming part of the 5th Destroyer Flotilla in Alexandria on 6 February 1942.
The Mediterranean.
Convoy escort and invasion support.
"Hurworth" was kept busy throughout the year escorting merchant ships to Tobruk and Malta against stiff Axis aerial opposition. She also provided fire support at Mersa Matruh in August 1942. She then escorted the merchantmen - the 'empties', once they had discharged their cargoes, on the return journey to Alexandria. She was also involved with other Royal Navy ships and aircraft of the Royal Air Force in the action against a "Kriegsmarine" U-Boat, , on 30 October.
In November, "Hurworth", along with nine other ships, sailed as part of Operation Stoneage, escorting Convoy MW 13 to Malta. Somewhat surprisingly, the ships arrived at the beleaguered island without loss on 19 November. The return voyage to Alexandria saw several air attacks which were unsuccessful. "Hurworth" took part in other convoy escort operations in December, mostly to Malta; although one, MW 16, was to the newly recaptured port of Benghazi.
The vagaries of war were driven home in the New Year rather dramatically with the death in February of Lieutenant Amos Stuart DSC in a car accident.
In May 1943 "Hurworth" was involved in Operation Retribution, the prevention of enemy troops escaping from Tunisia and Algeria to Sicily and Italy. The plan seemed to have worked; Axis forces surrendered in North Africa on 13 May; many prisoners were taken.
By now a member of the 22nd Destroyer Flotilla, "Hurworth" was due to support Operation Husky, the Allied invasion of Sicily, but boiler problems caused her to put into Malta for repairs. When she did arrive in the invasion area, she provided fire support and patrols off the British ACID beach.
The tide turns.
The Italian capitulation did not mean the tempo slackened off. One crew member was quoted as writing to his mother about "having 4 hours off the ship in as many weeks".
The convoy escort jobs continued; "Hurworth" was not involved in the Salerno landings, but she was present at Malta when the Italian fleet, including two battleships, two cruisers and a destroyer arrived, following their surrender.
The Aegean.
The ship returned to escort duties until 15 September, when she, along with , crammed 300 infantrymen aboard for passage from Haifa to Portolago, on Leros in an attempt at thwarting German efforts to garrison the Greek islands following their evacuation by the Italians.
More tragedy came along; following a gunfire support operation against Kos on 19 October 1943, "Hurworth" was hit by return fire. One man was killed.
Loss.
"Hurworth" left Alexandria on 21 October 1943 as part of the supply force in the Dodecanese islands. The following day, with the ships just off the neutral Turkish coast prior to the 'dash' to Leros, the Greek destroyer "Adrias" struck a mine and was badly damaged. "Hurworth", on going to investigate, suffered the same fate, but the explosion split the ship in two. Both halves sank within 15 minutes. 113 men died, there were 85 survivors.
Aftermath.
"Hurworth" lies in of water at 36.59N 27.06E in Greek territorial waters; she is a War Grave. A memorial plaque was set up in October 1945 in Salamis, the Greek naval base.
References.


William Binnie (engineer)

William James Eames Binnie (10 October 1867 – 4 October 1949) was a British civil engineer. William was the son of Alexander Binnie, the famed civil engineer and William would enter the same career (as, in due course, would his own eldest son). He was educated at Trinity College, Cambridge before completing an apprenticeship with his father's firm. His primary area of work was in hydraulic engineering and he completed works in Britain, Egypt, Nigeria, Singapore, Hong Kong and Burma on reservoirs, dams and hydroelectric power generation.
Binnie was involved in many professional associations and served as president of the Institution of Civil Engineers, Institution of Sanitary Engineers and the Institution of Water Engineers. Binnie was recognised for his work as an engineer by the French government who made him a chevalier of the Legion of Honour in 1948.
Early life.
William was born in Derry, Ireland and was the eldest son of Alexander Binnie, the famous civil engineer. He was educated at Bradford Grammar School followed by Rugby School, of which he said "a worse school for a boy who ultimately hoped to follow in his father's footsteps as a civil engineer could hardly have been chosen". He received a degree in the natural sciences tripos from Trinity College, Cambridge in 1888 before spending a year studying Chemistry and Civil Engineering at the University of Karlsruhe in Germany.
Apprenticeship.
Binnie was apprenticed to his father, who was then working as a waterworks engineer in Bradford, and also worked on the Lancashire, Derbyshire and East Coast Railway and as an assistant engineer on the Elan Valley Reservoirs. In 1896 he worked with Sir Benjamin Baker on a section of the underground Central London Railway between Shepherd's Bush and Marble Arch as a designer and resident engineer. He worked on docks in Alexandria, Egypt from 1900 to 1902.
Partnership.
Having finished his training in 1902, Binnie joined his father's engineering practice working primarily in water supply and hydro-electric power. He was made a partner of the firm in 1904 and a senior partner upon his father's death in 1917. His work included projects in Birkenhead, Belfast, Oxford, Kano, Singapore and Rangoon. Binnie served as the technical advisor to the British representative on the Central Commission for Navigation on the Rhine in 1922; as a member of the Great Ouse Drainage Commission in 1925 and of the Doncaster Area Drainage Commission in 1926. He worked on several projects involved with the River Nile in Egypt, acting as a commissioner for the heightening of the Aswan Dam during 1928 and advising on hydro-electric power generation possibilities on the river in 1937.
Binnie was known for his extensive travels to see projects first hand. In 1940, at the age of 72, he travelled to Hong Kong to advise on a dam and reservoir project. During his return flight to France on a French airliner, France was overrun by German forces and the pilot diverted to Algiers to disembark the passengers. Left without any means of transport in an unfamiliar country that was soon to become hostile, Binnie was forced to work for his passage home. He signed on as an assistant to a Chinese cook aboard a collier bound for Gibraltar whose Turkish crew had mutinied and left the ship shorthanded. He eventually returned safely to Britain where he saw out the rest of the Second World War.
Professional institutions and honours.
Binnie first entered the Institution of Civil Engineers (ICE) as an associate member in 1892, becoming a full member in 1900 and serving as chairman of the ICE's committee on flooding in 1933. He was elected president of the ICE for the 1938-9 session, following in the footsteps of his father who was president for 1905-6. Binnie was also elected as president of the Institution of Sanitary Engineers in 1917 and of the Institution of Water Engineers in 1921. He served as chairman of the British sub-committee of the International Committee on Large Dams from 1933 to 1946. Binnie was also made an honorary member of the American Society of Civil Engineers and of the New England Waterworks Association. He was rewarded for his contributions to engineer by the French government by being made a chevalier (knight) of the Legion of Honour in 1948, yet was not honoured in any way by the British government.
Personal life.
Binnie married Ethel Morse in 1900 with whom he had three sons. His eldest son, Geoffrey Morse Binnie was born on 13 November 1901 and would become a partner in his father's engineering practice. The elder Binnie retired to Tilehurst, Berkshire, where he died on 4 October 1949, his wife having predeceased him by two years. The Binnie & Partners engineering company continued practising in hydraulic engineering and was merged with Black & Veatch in 1995.
References.


Leonard Long

Leonard Hugh Long OAM (25 April 1911 – 3 November 2013) was an Australian painter of the Australian School of landscape painters.
Early years.
Born in Summer Hill, New South Wales, the son of a baker, Long was a landscape artist in oils. He was raised in Mittagong on the Southern Tablelands of New South Wales and showed an early aptitude for drawing. He painted his first painting at the age of 16. He started his working life as a watch-maker in nearby Bowral later moving to Nowra for work.
Early career.
As a young man Long was a cyclist and rode his push bike long distances including the trip from Nowra back to Mittagong to see his sweetheart Mary whom he later married. In 1934, he and Mary settled in Nowra where they raised their family. They had twins Ray and Barry in 1936 and a daughter Carmel in 1938. By 1939, Long had become more seriously interested in Landscape Painting and spent more and more of his spare time painting. After returning from his civil service during the Second World War as a precision instrument maker, he sold his watch-making business to his partner and began full-time painting in 1955.
Exhibitions.
During his career, Long held many successful solo exhibitions throughout Australia and traveled extensively both within Australia and overseas. His first overseas trip was sponsored by the American millionaire John Galvin and the experience made a lasting impression on the artist. He knew and painted with many other Australian artists including Albert Namatjira. His works may be found in many private collections and is represented in many public galleries around the world.
Older years.
Long moved to Melbourne in 1980. On 26 January 1993, Long was awarded a Medal of the Order of Australia 'for service to the arts as a painter of Australian landscapes.' At the age of 100, Long continued to paint every day and staged his centenary exhibition on 14 May 2011 at Kim Nelson Fine Art & Editions in Yass, New South Wales, not far from the nation's capital, Canberra. He attributed his continued health to an active life and a medicinal scotch in the afternoon.
Death.
Long died after a short illness on 3 November 2013 at the age of 102.


7th Engineer Support Battalion

The 7th Engineer Support Battalion (7th ESB – "Big Red") is an engineering support unit of the United States Marine Corps and is headquartered at Marine Corps Base Camp Pendleton, California. The unit falls under the command of 1st Marine Logistics Group and the I Marine Expeditionary Force.
Mission statement.
Provide general engineering support of an expeditionary nature to the Marine Expeditionary Force (MEF), to include mobility, counter mobility and survivability enhancements, Explosive Ordnance Disposal (EOD), and general supply support to include the handling, storage and distribution of bulk water and fuel.
History.
1950-1964.
7th Engineer Battalion was activated on September 29, 1950, at Marine Corps Base Camp Pendleton, CA. The battalion was rapidly built up with equipment and troops for deployment to the Korean War. Activated companies included Headquarters, Support, A, B, Bulk Fuel, with a Fixed Bridge Platoon and Floating Bridge Platoon attached. 7th ESB never went to Korea however with all its new equipment, it became the training command for all engineers headed overseas to 1st Engineer Battalion in Korea. From 1951–1954 the battalion also completed various engineering projects aboard MCB Camp Pendleton and constructed cold weather training facilities in the San Jacinto and Sierra Mountains.
7th Engineer Battalion was attached to the 1st Marine Division in October 1955. That same year, an Explosive Ordnance Disposal (EOD) Platoon was attached to the battalion and was mainly used for clearing ranges. In 1956, the battalion conducted a rigorous training cycle focusing on ambushes, construction, and bridging. The battalion demonstrated its bridging capabilities when the Santa Margarita River flooded in 1957. An unprecedented, 339 feet of M-6 bridging were used to span the swollen river which, at that time, was the longest M-6 Bridge ever erected. That same year, the battalion increased the size of the Fixed Bridge Platoon to a company and the Floating Bridge Platoon was re-designated as 1st Bridge Platoon together creating a new Bridge Company. In 1962, the battalion's Company B was embarked aboard ship in support of the Cuban Missile Crisis response.
Vietnam War.
On June 1, 1965, Company A attached to Regimental Landing Team-7 and embarked ship headed for South Vietnam. In August 1965, the remainder of the battalion was ordered to depart for service in Vietnam, arriving in Da Nang on August 24, 1965. From Da Nang, the battalion supported the III Marine Amphibious Force (MAF) throughout the I Corps Tactical Zone. During the following year the battalion constructed an M-4 aluminum pontoon bridge spanning 1,478 feet over the Da Nang River, the longest ever built.
Many of the battalion's missions in 1967 included the construction of non-standard bridges, M-4 aluminum pontoon bridges, and pile bent bridges as well as the maintenance and upgrading of over 120 km of roads. In 1968, Company A constructed a coffer dam while Company D participated in Operation Mameluke Thrust. Service Company provided over 33 million gallons of fresh water to the Marines of III MAF.
Throughout 1969 and 1970 the battalion continued upgrading and maintaining roads, mine sweeping and providing general engineer support until it returned to MCB Camp Pendleton in September 1970. During April 1971, the battalion was reassigned to the 1st Marine Division and in June Company A detached from the battalion and was relocated to Marine Corps Air Ground Combat Center Twentynine Palms, California.
1970s-1980s.
In March 1976, 7th Engineers was re-designated as 7th Engineer Support Battalion (7th ESB) and was reassigned to the newly formed 1st Force Service Support Group (1st FSSG). 1st Bulk Fuel Company was transferred from 1st Supply Battalion at this time. From 1977 to 1979 the battalion participated in several exercises including VARSITY EAGLE, OPPORTUNE LIFT, and VARSITY CLEANEX on MCB Camp Pendleton, MCAGCC Twentynine Palms, San Clemente Island, and Barstow, California. Members of the battalion also participated in Operation KERNEL POTLATCH, a joint US-Canadian fleet landing exercise.
7th Bulk Fuel Company was activated in April 1983 followed by the activation of Bridge Company in July of the same year bringing the battalion up to two bridge companies and two bulk fuel companies. For the next two years Companies A, B, and C, conducted horizontal construction, building roads, earthwork for runways, and replacing AM-2 matting throughout all Marine Corps installations across the western United States. Bulk Fuel Company trained on fire fighting and the Amphibious Assault Fuel System (AAFS). Bridge Company continued increasing proficiency in constructing Medium Girder Bridges (MGB) and M4T6 rafts in the Del Mar Boat Basin.
Gulf War & the 1990s.
On December 20, 1990, 7th ESB deployed in force to Saudi Arabia in support of Operation Desert SHield and was transferred under operational control to Direct Support Command. Operation Desert Storm began on February 23, 1991 and 7th ESB participated in all aspects of the offensive operations. The battalion returned home to MCB Camp Pendleton by April 24, 1991.
7th ESB deployed to Mogadishu, Somalia on December 15, 1992 in support of Operation Restore Hope. From December 15, 1992 to January 25, 1993, EOD Company assisted in over 300 calls for support recovering and disposing of over 350,000 pounds of ordnance and over two million rounds of ammunition. Bulk Fuel Company employed and operated five AAFS and a Tactical Airfield Fuel Dispensing System (TAFDS) which serviced over 26 different nations during the operation. The battalion's utilities section purified and provided over three million gallons of water to the multinational contingent.
In January 1993, while the battalion was redeployed from Somalia when the Santa Margarita River flooded severely damaging Marine Corps Air Station Camp Pendleton. The Marines of 7th ESB, purified drinking water, rebuilt eight miles of roads and rebuilt the levee that separates the MCAS and the Santa Margarita River.
On December 30, 1994, Bridge Company was deactivated and its personnel and equipment redistributed throughout the battalion. In March 1995, Company A reactivated and constructed the Combat Skills Training Facility at Camp Deluz. During 1996, EOD techs provided range sweeps at multiple Marine Corps and Air Force installation across the Southwestern United States. Additionally, EOD also supported the United States Secret Service in Los Angeles and San Diego. In February 1996, Company C deployed to the United States Army's Fort Irwin National Training Center, California where it acted as a 'Soviet Engineer Battalion' as opposition force against U.S. Army units. During the fall of 1996, and per the Commandant's Guidance, 7th ESB was tasked with constructing the obstacles courses, assault courses, and warrior stations for the Crucible, at Edson Range.
Company B deployed to Annette Island in Southeast Alaskain support of Operation Alaskan Road in August 1997. During the three-month joint civil-military operation, Company B assisted with the construction of over 14.7 miles of paved roads, the improvement of 10 miles of unimproved roads, and the construction of a 300-man base camp.
In July 2000, Company C deployed to the Kingdom of Tonga constructing a music/library/administrative facility for the Tailulu College. The Marines of Company C were the first Marine Corps Engineers to execute construction in the Kingdom of Tonga.
Global War on Terror.
Operation Iraqi Freedom.
During the first portion of 2001, 7th ESB deployed personnel in support of United States Department of State-sponsored Humanitarian Demining Training Program in Djibouti, Africa. During the second half of 2001, Company B deployed to Egypt with Brigade Service Support Group (BSSG)-1 while participating in Exercise Bright Star 01 where it built and maintained a base camp for 3500 Marines. After the September 11 attacks, 7th ESB attached engineers to MEU Service Support Group-15, 15th Marine Expeditionary Unit, Task Force-58. The Marines were among the first American forces to enter Afghanistan in support of Operation Enduring Freedom (OEF) as they helped establish Camp Rhino providing water purification, electricity, heavy equipment, security and EOD support.
In April 2002, Company A participated in Exercise Desert Scimitar. Bridge platoon constructed a 457-foot continuous-span ribbon bridge over the rapidly flowing Colorado River. The bridge crossed over nearly 1,700 Marines, and over 500 tactical vehicles.
On January 28, 2003, the battalion deployed to Camp Coyote, Kuwait in preparation for 2003 Invasion of Iraq. On March 20, Company B and Company C, breached lanes through the Iraqi border obstacle belt providing entry for Task Force Tarawa and Regimental Combat Team (RCT)-7. 7th ESB supported the I Marine Expeditionary Force (I MEF) through all facets of engineering during the push to Baghdad before redeploying to Kuwait on May 16, 2003.
The battalion returned to Iraq in February 2004 with elements of Headquarters and Service (H&S) Company, Company A, Support Company, Bulk Fuel Company and EOD Company and assumed the role as Combat Service Support Battalion (CSSB)-1. The bulk of the battalion operated out of Camp Fallujah supporting Regimental Combat Team 1 (RCT-1) and other units in the Al Anbar Province. CSSB-1 participated in Operation Vigilant Resolve by establishing tactical control points (TCP's) around Fallujah, isolating the city in preparation for offensive operations of RCT-1.
By the end of September 2004, 7th ESB conducted a relief in place (RIP) with Company C replacing Company A, while H&S, Bulk Fuel and EOD Companies remained in Iraq, only rotating personnel from Camp Pendleton. The battalion, minus a few detachments had redeployed back to MCB Camp Pendleton by March 2005.
Contingents of 7th ESB companies formed Combat Logistics Battalion 5 (CLB-5) and deployed to Fallujah, Iraq in early 2006. During the deployment, the battalion provided engineer support throughout the Al Anbar Province. The battalion redeployed to MCB Camp Pendleton in September 2006 while Company A conducted a relief in place with Company C. In October 2006, Company B was stood up and was assigned the bridging mission for the battalion. Company A redeployed to MCB Camp Pendleton in March 2007. In August 2007, EOD Company and Company B deployed personnel to Iraq in support of OIF 6-8.2.
The battalion deployed to Fallujah, Iraq in February 2008 in support of OIF 6-8.1 and returned in September 2008. Support Company and Company A attached Marines to CLB-7 to deploy in support of OIF 9.1. EOD Company continued to support the global war on terror as they deployed personnel to both Iraq and Afghanistan.
Operation Enduring Freedom.
Company B attached to CLB-1 and deployed to Afghanistan in support of OEF 9.2 in June 2009. In October 2009, 7th ESB completed it pre-deployment block leave and deployed to Camp Leatherneck, Afghanistan.
During its deployment, the battalion provided engineering support throughout Helmand Province. The battalion stood up Combat Logistics Company 7 in order to support 3rd Battalion, 6th Marines and Operation Moshtarak during the clear and hold phase into Marjeh, Afghanistan. In May 2010, the battalion completed its relief in place with 9th Engineer Support Battalion and redeployed to MCB Camp Pendleton.
During May 2011, 7th ESB deployed and conducted a relief in place with 8th Engineer Support Battalion in Camp Leatherneck, Afghanistan for OEF 11.2. Throughout the deployment the battalion provided mobility by conducting route clearance for International Security Assistance Force (ISAF). Bridge platoon greatly enhanced mobility throughout the area of operation (AO) by emplacing Medium Girder Bridges (MGB) and building non-standard bridges over wadi's and irrigation canals. The battalion redeployed to MCB Camp Pendleton on December 14, 2011.
In 2012, the battalion supported construction projects across Southern California. Company C completed a road project in Imperial Beach, California for Joint Task Force North and the United States Border Patrol. Companies A, B, C constructed K-Span structures at Camp Wilson, MCAGCC Twentynine Palms.
On 22 and 23 June 2020 respectively the Bridge company was disbanded and reformed as C Company as part of the Marine Corps' ongoing re-structuring.
Awards.
Vietnam
1966–1967
1967–1968
Iraq
2003
Afghanistan
2009–2010
 (MARADMIN 615/12)
Somalia
1992–1993
 (MCBUL 1650)
Southwest Asia
1990–1991
1993–1994
Iraq
2004–2005
 (MARADMIN 056/12)
Vietnam
1969–1970
1984–1986
1996–1997


Artus Gheerdinck

Artus Gheerdinck (1564–1624) was a Dutch harpsichord builder.
Gheerdinck lived and worked in Amsterdam, where he was appointed carilloneur of the Oude Kerk (Old Church) in 1595. This was the same time period that Sweelinck was organist there. Gheerdinck had a workshop in an attic space at the church, and tuned both the church’s organs. There was also a Harmanus Gheerdinck living in Amsterdam in the mid-1600s, but his relation (if any) to Artus is unknown. Harmanus was also a harpsichord builder.
A single instrument by Artus Gheerdinck survives, a rectangular virginal. It has the range C/E – c´´´ (four octaves), and is currently housed in the Germanisches Nationalmuseum in Nuremberg, Germany (Inventory No. MINe 95).
O’Brien believes that a harpsichord attributed to Hans Ruckers may actually be by Artus Gheerdinck. Though its present range is C—c´´´, its original range was C/E—c´´´. It is currently in the Germanisches Nationalmuseum (Inventory No. MINe 84).


Huangyang Road station

Huangyang Road () is a station under construction on the future Line 14 of the Shanghai Metro. Located at the intersection of Huangyang Road and East Jinxiu Road in Pudong, the station is scheduled to open with the rest of Line 14 in 2021.


Ward brothers (carvers)

The Ward Brothers, Lemuel T. Ward (1897–1984) and Steven W. Ward (1895–1976), were two brothers from Crisfield, Maryland, who became famous for their wooden wildfowl carvings, commonly called decoys. Their decoys are highly prized by collectors. Few examples of their work survive on the open market, as private collectors and museums now own most of their original works. In November 2006, a Ward Brothers goldeneye drake decoy sold for US$109,250 at an Easton, Maryland waterfowl festival auction. They adopted the moniker 'Wildfowl Counterfeiters in Wood' as the motto for their carving operation. Another rare Ward Brothers bird, a Broadbill Drake made in 1936, was sold for $51,750 at a January 2013 auction on Park Avenue in New York City.
Originally barbers by trade, they began carving small decoys from cedar blocks in their barber shop during slow times and to help make extra money during the winter months.
Legacy.
The Ward Museum of Wildfowl Art in Salisbury, Maryland, which opened in 1992, is named in the Ward brothers' honor. The museum houses the largest collection of wildfowl art in the world.


Johann Fritz (piano maker)

Johann Peter Fritz was a piano maker based in Vienna. He was one of Vienna's most distinguished piano makers. His pianos were valued for good quality and melodiousness. It is known, that Giuseppe Verdi was very fond of Johann Fritz's pianos and used the Viennese 6-pedal Fritz piano from the time of Rigoletto in 1851 to Aida in 1871. This exact piano can be seen in the composer's Villa Verdi in Province of Piacenza in Italy.
After Johann Fritz's death, his son Joseph (born in Vienna, 1808), continued the firm, apparently under the original name. He seemed to have moved his workshop to Graz in the late 1830s, after 1837.
Some of Johann Fritz's instruments survived until today and are presented in museums such as The Museum of Musical Instruments in Milan, The Museum of Fine Arts in Boston, and the Finchcocks Museum in Tunbridge Wells, Kent.
Fritz died in 1834 in Vienna.


Bernard Ouchard

Bernard Ouchard (1925 in Mirecourt – 1979 in Vittel) was a French master bow maker and teacher in the School of Violin and Bowmaking of Mirecourt, France. He is considered by some to have been the last historical French master bow maker.
Bernard Ouchard was the son of Émile Auguste Ouchard and the grandson of Émile Francois Ouchard, both famous bowmakers. He learned his craft from his father and later worked for Vidoudez (a violinmaker of international repute) in Geneva. He was asked to return to France and give a new impetus to the revival of the French tradition(s) of bow making. He became the master bowmaker and teacher in the School of Violin and Bowmaking of Mirecourt, France.
"Bernard, (b. 1925) son of E. A. Ouchard, became his pupil, and worked with Vidoudez in Geneva before being appointed professor of bow making at the Mirecourt school in 1971, giving rise to the New French School which has produced such luminaries as Benoît Rolland, Jean-Francois Raffin and Stephane Thomachot. Most notable of the younger generation include Edwin Clement, Sylvain Bigot, Gilles Nehr and Yannick LeCanu." -Gennady Filimonov


Latif Rashid

Doctor Abdul Latif Rashid () (born 10 August 1944) was the Iraqi Minister of Water Resources under the government of Nouri al-Maliki. He previously served as Minister of Water Resources under the Iraqi Transitional Government and as Minister of Irrigation under the Iraqi Interim Government. Dr Rashid was formerly a spokesperson for the Patriotic Union of Kurdistan (PUK) in the United Kingdom. He is a graduate of the University of Manchester.
As Minister for Water Resources from September 2003 till December 2010, Dr Rashid was responsible for a range of issues, including irrigation, municipal and industrial water supply, hydropower, flood control, and environmental requirements including marsh restoration. After the removal of Saddam Hussein's regime in April 2004 the Minister oversaw dramatic improvements in the management of the country's water resources.
Dr Rashid is a Kurd, born in 1944 in Sulaymaniyah, and is an active member of the PUK under the leadership of Mr Jalal Talabani. Dr. Rashid took British secondary school 'A-Levels' in North Wales. He has a B.Sc. (1968) in Civil Engineering from Liverpool University, and an M.Sc (1972) and Ph.D. (1976) in Engineering from Manchester University.
The Minister has been involved with a number of programs and organizations related to engineering, agriculture developments, Kurdish and Iraqi leaderships. He previously worked as senior Project Manager for the UN's Food and Agriculture Organization (UNFAO) in Yemen and Saudi Arabia. He was a member of Executive Council of the Iraqi National Congress (INC) and the Patriotic Union of Kurdistan's Representative in the UK since 1986 as well as spokesman for the Kurdistan Front.
Dr Rashid is a chartered engineer, a fellow of the Institution of Civil Engineering and the International Commission on Irrigation and Drainage (ICID). He has been a freelance consultant for irrigation and drainage projects and worked with the Water Engineering Administration.
In 1992 Dr Rashid was elected Vice President and Executive Member of the Iraqi National Congress (INC), and in 1998 he was elected to the six-member leadership of the INC.
Apart from technical qualifications and engagements Dr Rashid has taken an active part in both Kurdish and Iraqi politics. He has attended many conferences and official meetings on behalf of Kurdish political parties and Iraqi opposition groups during Saddam's regimes. Dr Rashid has also represented Kurdish politics and Iraqi opposition groups to Saddam in official meetings with various international institutions and governments.
He is married to Shanaz Ibrahim Ahmed and have two sons and one daughter.


Vane shock absorber


Andrew Naesmith

Sir Andrew Naesmith (24 July 1888 – 23 October 1961) was a British trade union leader.
Born in Bonnyrigg in Midlothian, Naesmith grew up in Lancashire, where he worked in a cotton mill, initially as a half-timer. He served with the Black Watch during World War I as a quartermaster-sergeant.
Naesmith joined his local weavers' union at the age of fifteen, and rose rapidly to become general secretary of the Amalgamated Weavers' Association in 1927. He was also elected to the General Council of the Trades Union Congress (TUC), and served as the TUC's representative to the American Federation of Labour in 1935.
As a result of his position in the trade union movement, Naesmith was appointed to the Cotton Board, then in 1947 to the government's Economic Planning Board. He resigned in 1949 due to work pressures, but instead accepted appointment as a Governor of the Bank of England. Staff of the Bank objected to his appointment, holding that a trade union post among the governors should be held by someone from one of their own unions, but he was nonetheless reappointed in 1953, when he was also appointed to the Iron and Steel Board, and stood down from his union posts.
Naesmith was awarded the CBE in the 1942 Birthday Honours, then was knighted in the 1953 Coronation Honours.


WebGPU Shading Language


Frederick G. Morgan

Frederick G. (Fred) Morgan (April 8, 1940 - April 16, 1999) was an Australian recorder maker.
Life and career.
Fred first played recorder at age 12 in the family's home in Mentone, Victoria, Australia. After studying commercial art at Melbourne Technical College in 1959, he went to work at the Pan Recorder factory where he became enamored with the recorder.
The Frederick Morgan Recorder Consort performed between 1964 and 1969, often accompanied on keyboard by his first wife, Jan. He appeared in the Melbourne Bach Festival, with the Tudor Choristers and the Melbourne Chorale. With Carl Dolmetsch and the Paul McDermott String Quartet, he performed Bach's Fourth Brandenburg Concerto in 1966 at Wilson Hall, Melbourne University. He continued to perform into 1970s with his second wife Ann Murphy, a harpsichordist.
He won a Churchill Fellowship to study Recorder Manufacture and Usage in Europe in 1970. There he studied instruments in museums and private collections and met the recorder virtuoso Frans Brüggen, who purchased a Morgan recorder in 1973. When Frans toured Australia with his Orchestra of the Eighteenth Century in 1985, they performed on original instruments from the 17th and 18th centuries, except for Frans who performed on his Morgan recorder.
Fred set up a workshop in Amsterdam in 1978, but returned to Daylesford, Victoria in 1980. His instruments became much sought after and treasured by performers around the world. He is particularly noted for his role in developing the Ganassi recorder, and documenting the 17th century recorders found in the Rosenborg Castle in Denmark.
Fred died in a car accident in 1999, but his workshop continues to produce partially finished bodies to be finished by other recorder makers, including Nikolaj Ronimus and Jacqueline Sorel. Mollenhauer has licensed the name to be used with their Morgan Denner series of altos.


Avenue station

Avenue is an underground light rail transit (LRT) station under construction on Line 5 Eglinton, a new line that is part of the Toronto subway system. The station will be located in North Toronto on Eglinton Avenue between Avenue Road and Highbourne Road. Destinations include the Chaplin Estates neighbourhood, Marshall McLuhan Catholic Secondary School, the Eglinton Theatre, and Eglinton Park. The station is scheduled to open in 2022.
The main entrance to this underground station will be located on the northwest corner of Eglinton and Avenue Road, replacing a convenience store. A second entrance, about 80m east on the north side of Eglinton, will replace two storefronts. Retail spaces will be available at both entrances at street level. The station will have on-street connections to TTC buses and outdoor parking for 50 bicycles.
Avenue station will be one of four underground stations to be "mined" (built using the sequential excavation method), rather than being built by cut and cover like the other underground stations. At Avenue station, there will be a third track between the eastbound and westbound tracks either to store a train or to allow a train to change direction due to an emergency or a change in service.
In a report to the TTC Board on November 23, 2015, it was recommended that stations on Line 5 Eglinton should be given unique names. Metrolinx initially proposed that the station be named "Avenue", for Avenue Road. Later, Metrolinx changed the proposed name to "Oriole Park". However, by January 2016, the proposed station name was changed back to "Avenue" because "Oriole Park" was too similar to the name of another transit station within Toronto, namely Oriole GO Station on GO Transit's Richmond Hill line.
Surface connections.
The following routes would serve this station according to the report presented at the board meeting on February 25, 2016:


Aviation Park MRT station

Aviation Park MRT station is a future underground Mass Rapid Transit station on the Cross Island line (CRL) located in Changi, Singapore, located next to Changi Coast Road and Aviation Park Road. The station will serve the Airport Logistics Park of Singapore, FedEx - TNT Ship Center, Changi Exhibition Centre, Changi Ferry Terminal and Changi Beach Park.
First announced in January 2019, the station will be the terminus for the CRL when it opens in 2030. The CRL could be further extended to Changi Airport in the future.
History.
On 25 January 2019, the Land Transport Authority (LTA) announced that Aviation Park station would be part of the proposed Cross Island line (CRL). The station will be constructed as part of Phase 1, consisting of 12 stations between Aviation Park and Bright Hill, and is expected to be completed in 2030.

On 8 March 2021, Contract CR105 for the design and construction of bored tunnels between the Aviation Park and Loyang stations was awarded to Taisei Corporation - China State Construction Engineering Corporation Limited Singapore Branch Joint Venture at a sum of S$356 million (US$ million). Construction works for the tunnel is expected to start in the second quarter of 2021 and is targeted to be completed by 2030 when CRL1 commences passenger service. For the first time, the LTA will use a large-diameter tunnel boring machine to construct a single tunnel with two tracks in it.
Initially expected to open in 2029, the restrictions on the construction due to the COVID-19 pandemic has led to delays in the CRL line completion, and the date was pushed to 2030.


Wanpingcheng station

Wanpingcheng station () is a station under construction on Line 16 of the Beijing Subway.
History.
Line 14 was supposed to come to Wanpingcheng area, but in 2008, the line was rerouted, so the residents of Wanpingcheng area signed a petition for Line 14 to come to Wanpingcheng. Due to engineering constraints, Line 14 was not able to have a station in Wanpingcheng. The closest station is Dawayao station.
In 2010, it was planned that the southern terminus for Line 16 would be Lugouqiao Xiaoyueyuan, but the plan was later changed and the line would terminate at Yushuzhuang station. Because of this, residents of Xiaoyueyuan petitioned for the line to terminate at Xiaoyueyuan, but it is unknown whether the plan was reinstated. In May 2011, the plan was changed, and the line was extended to Wanpingcheng.
On April 25, 2013, the design plan for Wanpingcheng station was published, and construction started in December 2013. The station will open in 2021.
Station Layout.
The station has an underground island platform.