Potomac Yard station

Potomac Yard is a planned Washington Metro station in Alexandria, Virginia, United States. The station will be operated by the Washington Metropolitan Area Transit Authority (WMATA), serving both the Blue and Yellow Lines, and is expected to open in Spring 2022. The station will be located at Alexandria's planned Potomac Yard mixed-use development bounded by Richmond Highway (U.S. Route 1) and the George Washington Memorial Parkway. Upon its completion, Potomac Yard will be the second infill station to be added to the Washington Metro system, after NoMa–Gallaudet U in 2004. Potomac Yard is being constructed on the site of the former rail yard of the same name.
History.
Background.
Plans to construct a Washington Metro station between the Braddock Road and Ronald Reagan Washington National Airport stations on the Blue and Yellow Lines have been proposed since the Potomac Yard retail and residential redevelopment began in the late 1990s with the construction of the Potomac Yard Shopping Center. The area of Metrorail at Potomac Yard was originally constructed in a way to allow for a future station.
In June 2008, Alexandria's Planning Commission approved higher-density projects at a town center near the proposed Potomac Yard station site. The first official public meeting on the prospect of the Potomac Yard station was held on February 19, 2009 between Alexandria city officials and the Metrorail Station Feasibility Work Group in Alexandria City Hall.
On June 12, 2010, the Alexandria City Council voted to rezone the 69-acre North Potomac Yard area in an effort to convert the big-box Potomac Yard Shopping Center into a mixed-use development centered around the proposed station. Prior to the construction of the Potomac Yard station, the rezoning of North Potomac Yard will allow for of new development with the second phase to allow for of development during the station's construction. Once the station is operational, the development's final build-out will take place.
Estimated costs and financing.
The estimation of costs for the construction of the Potomac Yard station increased from $150 million in February 2009 to a cost of $240 million in December 2010. Funding for the station's construction costs is to be partly provided by the city of Alexandria and the Washington Metropolitan Area Transit Authority with the bulk of the funding coming from property owners in close proximity to the station. CPYR, the owner of the Potomac Yard Shopping Center, will contribute $81 million, and the city of Alexandria will float about $275 million in bonds to pay for its portion. The addition of the station to the Blue and Yellow Lines will cost roughly $500,000 in fiscal 2010 dollars to operate annually. Alexandria city officials proposed two special tax districts that would supplement developer CPYR's contributions and tax increment financing to cover the cost of the $240 million Metro station and its debt service, totaling an estimated $496.6 million.
On December 18, 2010, the Alexandria City Council unanimously approved a package that funded a large portion of the construction and operations of the proposed Potomac Yard station through the creation of the city's first special tax district. In order to fund the proposed $240 million construction cost of the Potomac Yard station, the Alexandria City Council approved a 20-cent special tax district for the Potomac Yard development. The projected cost to build the Potomac Yard station and the debt servicing paid over a 30-year period will be approximately $500 million. The 20-cent special tax district approved by the council is scheduled to take effect January 1, 2011 on developments within Potomac Yard and will generate about $500,000 a year in new tax revenues. The revenue from the tax district will be added to developer contributions and a soft tax increment financing area to pay bond debt financing over a 30-year period.
A second tax district within Alexandria's Potomac Greens neighborhood had been proposed by the Alexandria City Council to aid in funding the Potomac Yard station's construction cost. Residents within the proposed tax district would have been taxed (after the station opened) 10 cents per $100 of assessed property value, generating approximately $185,000 a year. Alexandria city officials removed Potomac Greens from the second tax district in May 2011.
In January 2015, the city of Alexandria was lent $50 million from the Virginia state government toward the new station, which will cost between $209–264 million. In July 2016, the Northern Virginia Transportation Authority approved $66 million for the station.
Station site.
The City of Alexandria considered four alternatives for the site of the station:
In April 2015, the city recommended Alternative B, because it was the option that would result in the most dense development. The City Council voted on the selection in May. As part of building the station, the city will receive of land along the George Washington Parkway from the National Park Service, and in exchange transfer of city parkland to the federal government and spend $12 million to improve the Mount Vernon Trail and Daingerfield Island. The station will have two pedestrian bridges over CSX tracks to the future development, and one pedestrian bridge to Potomac Greens and Old Town Greens. Funding will come from a local tax district, tax revenue from new development, $69 million from the Northern Virginia Transportation Authority, and $50 million from a developer.
Finalized plans.
The Potomac Yard project planners had completed scoping and alternatives in 2011, and were to have completed a draft Environmental Impact Statement (EIS) by the end of 2013. Due to delays, the final EIS was not released until June 2016. The station, as originally planned, was supposed to open by 2016, but by January 2015 it was delayed until 2018. In November 2016 the National Park Service and Federal Highway Administration issued a Record of Decision in favor of the station's construction.
The WMATA board accepted the station into the system and endorsed the site choice in December 2015. , the station was expected to open in 2020. , the station was expected to be open in 2021.
In April 2018, city officials in Alexandria said the station opening might be as late as 2022. Alexandria officials also raised the total cost of the station by $52 million, citing higher costs for labor and building materials. Because of this cost increase, the Potomac Yard station's proposed southern entrance at Glebe Road was canceled. However, after the construction of Amazon HQ2 was announced for the area in November 2018, the southern entrance was restored. The secondary entrance would be completed in 2026 and cost an extra $50 million.
In December 2019, officials reported that construction was underway and that the station is on track for a spring 2022 opening. The official groundbreaking ceremony was held on December 19, 2019.


Airport Terminal railway station

Airport Terminal railway station is a proposed station on the Western Sydney Airport line that will serve Western Sydney Airport. It is scheduled to open in 2026.
References.
[[Category:Sydney Metro stations]]
[[Category:Railway stations scheduled to open in 2026]]


Isaac Brokaw

Isaac Brokaw (March 9, 1746 – September 16, 1826) was a clockmaker from New Jersey.
Biography.
Brokaw was born in Raritan in Somerset County, but would leave for Elizabethtown where he would work as an apprentice under Aaron Miller, a renowned clockmaker. He would later marry Miller's daughter, Elizabeth Miller. In 1770, Brokaw was living in Bridgewater when a local judge ordered that his property be sold off in order to pay off his outstanding debts. However, he was allowed to keep 30 lb of lead in order to continue his trade. Shortly thereafter he would again leave for Elizabeth, where he would produce some of his first significant works. Aaron Miller died in 1778, and left part of his clockmaking tools to him as his son-in-law. In 1790 Isaac and Elizabeth relocated to Bridge Town (today known as Rahway). The style practiced by Miller and Brokaw is of a decidedly Dutch tradition, as Central Jersey, particularly around Somerset County, was known as an early Dutch settlement.
They had three sons, Aaron, Cornelius, and John. Aaron, the eldest of them, took up the trade of clockmaking, having been taught by his father.


George Whitmore (haberdasher)

Sir George Whitmore (died 12 December 1654) was an English merchant who was Lord Mayor of London in 1631. He supported the Royalist cause in the English Civil War.
Whitmore was the third son of William Whitmore (d. 1593), citizen and Haberdasher of London, lessee of Balmes Manor in Hackney and owner of Apley Hall in Shropshire. His mother Anne (died 1615), a benefactor of the Haberdashers' Company, was the daughter of William Bonde, Haberdasher, Sheriff of London in 1567-68, and alderman of London from 1567 to 1576. William Bonde died in 1576. George was the younger brother of Sir William Whitmore of Apley, Shropshire, and they were brothers-in-law of Sir William Craven, Lord Mayor in 1611.
George Whitmore was a city of London merchant and a member of the Worshipful Company of Haberdashers. On 2 June 1621 he was elected an alderman of the City of London for Farringdon Within ward. He was Sheriff of London from 1621 to 1622 and Master of the Haberdashers Company for the first time in the same year: he transferred as alderman to the Langbourn ward in 1626.
In 1624 the theologian Thomas Gataker (1574-1654) published a volume "Iacobs Thankfulnesse to God, for Gods Goodness to Iacob", dedicated jointly to Sir William and to Mr George Whitmore, opening his address by stating that their mother had presented him and spoken for him at baptism, as his godmother. He goes on to say that she continued to support him, making bequests to him in her will. His texts, which concern the promise that God will advance the temporal affairs of those who attend to the spiritual, are, he says, "to egge you on, whom God hath blessed with so large a portion of his bounty, unto those religious offices, that by occasion of Iacobs example, men of your rancke are therein encited unto, whether risen from meane estate, as with him here it had beene, or from the first largely and liberally endowed, as your selves". His texts are an expansion of a lecture formerly delivered to the Worshipful Company of Haberdashers when one of them, as Master of the Company, proposed his name to address them. He develops his theme to explore differences between their own theology and that of the Romanists.
In 1631, he was elected Lord Mayor of London. Thomas Heywood published an account of all the pageants and triumphs which attended his inauguration, and in his dedicatory letter wrote: "...of you it may be undeniably spoken: that none ever in your place was more sufficient or able, any cause whatsoever shall be brought before you, more truly to discerne; being apprehended more aduisedly to dispose, being digested, more maturely to despatch."
He was Master of the Haberdashers Company again from 1631 to 1632. He was knighted on 27 May 1632. From 1632 to 1642 he was president of Bethlem and Bridewell. He was a strong supporter of the King in the Civil War, and was imprisoned by the Parliamentarians as a 'delinquent'. In 1641, he received King Charles I at Balmes Manor, which had been purchased for him in 1634 by his elder brother Sir William Whitmore of Apley, High Sheriff of Shropshire in 1620.
Family.
Sir George Whitmore married Mary, daughter and heir of Reginald Copcott. Their children were:


Peter Stretch

Peter Stretch (October 14, 1670 – September 11, 1746) was among the most prominent early American clockmakers and among the first makers of scientific instruments in America.
Family.
He was born on October 14, 1670, at Leek, Staffordshire, England. Like many English clockmakers, he belonged to the Society of Friends, also called Quakers. The earliest known clockmakers in Leek came from the Stretch Quaker family. Samuel Stretch, his uncle, was making lantern clocks in Leek in 1670. Peter Stretch acquired an intimate knowledge of the art from some of the finest clockmakers in England — Thomas Tompion, George Graham, and Daniel Quare.
He married Margery Hall (May 25, 1688 – July 27, 1746) at Chesterfield, Derby, England on May 18, 1693.
Emigration to America.
Along with their three sons, Daniel (1694–1735), Thomas (1697–October 17, 1765) and William (1701–1748), and daughter Elizabeth (1699–1759), they emigrated to America in 1703, arriving when Peter Stretch was 32. The Quaker Monthly Meeting at Philadelphia received the family in June 1703.
A daughter, Hannah, died as a child in 1708. Children born in Philadelphia include Sarah (1705–?), Samuel (1706–1762), Hannah (1707–1708) and Joseph (December 20, 1709 – April 3, 1771). Joseph's daughter (Peter Stretch's granddaughter) Sarah (July 13, 1733 – April 19, 1770), married the eminent merchant Samuel Howell (1723–1807), a financier of the American Revolution.
Clockmaker and real estate investor.
The first settlers of Philadelphia were mainly artisans, many of them belonging to the English gentry, who had sold their property and come to America to escape religious persecution. To this class belonged Peter Stretch. He soon became an important figure in the social, political and economic life of Philadelphia.
He was one of the earliest clockmakers to settle in the Province of Pennsylvania. The first record of his purchasing land was on July 26, 1707, when he acquired 300 acres in Gloucester County, New Jersey. Records show that Peter Stretch made a number of real estate purchases, some speculative or for investment.
On November 11, 1715, he purchased a property at the southeast corner of Front and Chestnut Streets in Philadelphia, where he set up shop in his home. On March 1, 1719, he purchased another property, located at the southwest corner of Second and Chestnut, where he built a home and set up a shop called "Peter Stretch's Corner at the Sign of the Dial". He resided there until his death.
At the time of his death, his will listed four properties in his possession: the house and lot at Front and Second Streets; the house on the corner of Second and Chestnut Streets (his residence and shop); a lot with two houses facing Morris Alley; and a 400-acre tract in Salem County, New Jersey.
Two of his sons, a nephew and a grandson worked with him. In America, he specialized in long-case clocks, producing dozens of them. (Long-case and tall clock are terms, used interchangeably, for what today are more commonly referred to as "grandfather clocks".) From the first, his clocks showed that they were made to fit into the homes of cultured families with English traditions. He made clocks for many prominent Philadelphia families. He was also commissioned by Philadelphia's Common Council in 1717 to work on the town clock.
Maker of scientific instruments.
The earliest mention of a craftsman manufacturing scientific instruments in Philadelphia was of Peter Stretch. In 1733, he provided Thomas Penn, Proprietor of Pennsylvania, with a number of scales and weights, and "two needles for Surveying & a Contor [sic]". Historical Society of Pennsylvania, Manuscripts Division, The Penn Family Papers. Invoice from Peter Stretch to Thomas Penn, 10 Nov 1733.
Public service.
Stretch served as a member of the Common Council from 1708 until his death in 1746, and was a dominating influence in the community.
Peter and Margery Stretch became role models for Philadelphians. They gave advice to unmarried Quakers about maintaining "moderation or modesty" in budding love affairs. The couple donated money to widows, orphans and victims of house fires and kidnappings by Indians.
Children.
His son Thomas was also a man of note, being a clockmaker and the founding Governor of the Schuylkill Fishing Company angling club. Soon after the death of his father, Thomas Stretch sold his father's property at Front and Chestnut streets and established himself a block farther west, at the "Sign of the Dial" at the southwest corner of Second and Chestnut Streets. Another son, William, also became a clockmaker; William received all of his father's tools, imported clocks and unfinished clockworks upon his death.
His oldest son, Daniel, preferred the life of a planter and lived in Salem, New Jersey, where Peter's brother, Joseph, had settled in 1695.
Through his sons, Peter Stretch showed that love of philanthropy so inherent in the Friends of both yesterday and today. Thomas Stretch was one of the founders of Pennsylvania Hospital and a member of the Union Fire Company, also known as Benjamin Franklin's Bucket Brigade. He was a director of the Philadelphia Contributionship (Hand-in-Hand fire mark) from 1758 to 1761.
Joseph, Peter's youngest son, was a hatter by trade and, following his father's example, devoted time to public service. He served as tax collector for Philadelphia County, 1747–1748; collector of excise for the city and county of Philadelphia, 1756–1771; and warden of the city, 1751–1754. Joseph Stretch was a founding member of the Library Company of Philadelphia, which was established through the influence of Benjamin Franklin in 1741. He was for many years a member of the Provincial Assembly, serving in 1756 on the Finance Committee with his friend, "B. Franklin". Joseph Stretch died on April 1, 1771.
Stretch clocks.
Stretch produced a wide range of clocks, including thirty-hour and eight-day ones with engraved brass movements, plain dials, and single hands and more elaborate ones with a sweep second hand, revolving moon dials, and musical works. By 1710, the Stretch clocks had not only a minute hand, but also a second hand. His earliest clocks were made of solid walnut; his later cases were of mahogany, following closely in design the clocks that were made in England during the William and Mary period.
The most sophisticated Peter Stretch clock found was owned by The State in Schuylkill.
While conducting a study of early clockmakers in Philadelphia, Carolyn Wood Stretch located in the Philadelphia area twenty clocks made by Peter Stretch, seven by Thomas, and two by William. Watches made by Thomas Stretch were also greatly treasured by their owners. That she had not been so successful in locating many of the clocks made by Thomas Stretch is attributed to the fact that they have reached the hands of dealers and been scattered across the country.
At Independence Hall, the second-floor Governor's Council Chamber is furnished with important examples of the era by the National Park Service, including a musical tall case clock made by Peter Stretch circa 1740.
A Queen Anne carved and figured mahogany tall case clock, made by Peter Stretch in Philadelphia circa 1740, was bought at auction by Winterthur Museum and Country Estate on October 28, 2004, for the highest price ever paid for an American clock: $1.7 million.
Bibliography.
Fennimore, Donald L. and Hohmann, III, Frank L. "Stretch. America's First Family of Clockmakers." A Winterthur Book. The Henry Francis duPont Winterthur Museum, Inc. and Hohmann Holdings, LLC. 2013.
Frazier, Arthur H. "The Stretch Clock and its Bell at the State House". Pennsylvania Magazine of History and Biography, XCVIII (1974)
Stretch, Carolyn Wood. "Peter Stretch, Clockmaker — 1670-1746". International Studio Magazine. October, 1930. pp 47–49.
Stretch, Carolyn Wood. "Early Colonial Clockmakers in Philadelphia". Pennsylvania Magazine of History and Biography, LVI (1932), p 226.


MineWolf Systems

MineWolf Systems provides machines and services for the mechanical clearance of landmines and other explosive devices. Its customers are mine clearance agencies in the commercial, humanitarian and military demining field.
British company Pearson Engineering Ltd, a leading provider of Combat Engineer equipment, announced acquisition of the IP and Assets of MineWolf Systems in 2016.
History.
The first design steps for the MineWolf mine clearance machine were made in 1998 based on a concept by Heinz Rath of integrating a commercial platform with tiller and mine flail tool. The first prototype was constructed by consortium under the leadership of RUAG in the production facilities of AHWI. In 2001 the first platform was developed and tested and the final MineWolf prototype was built and accredited by the German Army in 2004, the same year that MineWolf Systems GmbH was founded. In 2006 a new corporate structure was introduced and MineWolf Systems AG was created. A regional office in Bosnia and Herzegovina opened in 2006 and one year later, the Mini MineWolf (MW240) remote-controlled platform was launched. In 2008 the regional offices in Kenya and Lebanon were opened and MineWolf System’s first fully independent production facility in Stockach, Germany established. The Medium MineWolf (MW330) was developed in 2009 to meet specific military requirements for a medium-sized platform. In July 2012, Philipp von Michaelis succeeded Tobias Schmidt as CEO. In early 2013, the smallest platform in its class, the Micro MineWolf (MW50) was launched by Lieutenant General André Blattmann, during the IDEX exhibition in Abu Dhabi.
MineWolf went into liquidation on July 2015 due to insolvency. https://app.insolvenz-portal.de/Insolvenzverfahren/minewolf-systems-ag-in-liquidation/2303671
British company Pearson Engineering Ltd announced the acquisition of all IP and Assets of MineWolf AG in February 2016.
The MineWolf platforms are all designed to be fitted with various interchangeable attachments (such as the flail or robotic arm) to clear a range of explosive devices, such as landmines, improvised explosive devices and cluster munitions.
The platforms are used by humanitarian and commercial mine clearance agencies and governments in inter alia Afghanistan, Angola, Bosnia and Herzegovina, Chile, Croatia, Democratic Republic of Congo, Iraq, Jordan, Lebanon, South Sudan, Sudan, Turkey and Western Sahara. They are used by the British Army and the German Bundeswehr for route clearance, i.e. clearing IEDs and mines from routes in Afghanistan and by the United Nations Mine Action Service and MINUSMA peacekeepers for IED clearance in Mali.


Jean Pierre Marie Persois

Jean Pierre Marie Persoit [Persois] - (1782/83? in Mirecourt – after 1854) was a great and intriguing French bowmaker or "Archetier".
One of the first bowmakers to be hired by the young Jean Baptiste Vuillaume.
Persoit seems to have worked in this studio for at least 15 years (1823–41 according to Millant; 1828–43 according to Étienne Vatelot).
It nevertheless remains difficult to recognize his work under the Vuillaume stamp.
His best bows, are remarkably close to the François Tourte style (especially those with octagonal sticks), though there are small but telling differences:
the octagonals are not so sharply planed; the heads are rather more squared; the frogs are more solid and with shallower throats; and the distinctive buttons have unequally wide bands which cover most of the ebony.
Persoit’s round-shafted bows are more personal and generally bulkier than the Tourte ideal. Most are also slightly short.
His brand PRS is stamped on the stick under the frog and under the lapping, occasionally as many as three times, although sometimes not at all.
His work is only rarely seen today but much appreciated.
It is most likely that Persoit left Paris after 1854 either to retire or to be cared for.
"Some may not be aware that it was Persoit (Persois) who trained Dominique Peccatte".
References.
J. Liivoja-Lorius: ‘The Bows of Persois’, The Strad, xci (1980–81), 254–6


HNLMS K XVII

K XVII was one of five s built for the Royal Netherlands Navy. She served during World War II.
Design.
HNLMS "K XVII" was the last design of J.J. van der Struyff, a submarine designer and engineer of the Royal Netherlands Navy. "K XVII" had a similar design as her sister submarines in the , she was fully riveted and her pressure hull was made of thick steel. To increase the submarine's seaworthiness the pressure hull was plated with thick steel. As a consequence "K XVII" was 200 tons heavier than submarines in the previous . However, this did allow "K XVII" to dive as deep as , while withstanding the enormous water pressure. Between the plating and the pressure hull there was room for the ballast tanks, fuel tanks, anchor, torpedo tubes and more. Furthermore, the submarine was divided into six compartments. The first compartment at the front contained a room with four torpedo launchers which were loaded during wartime, while there were also four reserve torpedoes stored. The room also acted at the same time as sleeping accommodation and caboose for the crew. In the second and third compartment the accus were stored, and also contained the sleeping accommodation for officers. The fourth compartment was the nerve center of "K XVII", since this was the place were all control panels, instruments and command tower were located. This tower was made of thick and pressure-resistant steel. The fifth compartment contained the machine chamber and thus the diesel motor. The sixth, and last, compartment was located at the back and had two torpedo launchers and the electric motor. There was also space for two reserve torpedoes. The torpedo tubes of "K XVII" had a width of . To enter the submarine, six water resistant shutters were built.
Service history.
Commissioning and serving in the Dutch East Indies.
HNLMS "K XVII" was laid down in Rotterdam at the shipyard of Wilton-Fijenoord on 1 June 1931 together with her sister ship . The submarine's launch took place on 26 July 1932 and on 19 December 1933 "K XVII" was commissioned in the Royal Netherlands Navy. As a K series submarine the purpose of "K XVII" was to be active in waters around the Dutch East Indies. However, before she left for the Dutch East Indies she first became part of the Royal Netherlands Navy escadre "Oostzee" between 20 June and 1 August 1934. Other ships that were part of this escadre were , , another , namely . As part of the navy escadre "Oostzee", the "K XVII" made a trip to several ports and harbors connected to the Baltic Sea, such as Gdynia, Königsberg, Riga and Copenhagen.
On 7 January 1935 "K XVII" and her sister , were sent to the Dutch East Indies where they arrived on 26 March 1935 at Padang. During this trip both submarines were under command of LTZ1 J.A. de Gelder and visited several ports, such as Lisbon (14–18 January), Gibraltar (20 January), Naples (25–30 January), Alexandria (5–11 February), Port Said (12 February), Ismaila (12–13 February), Suez (13–15 February), Aden (23–28 February), Colombo (?-18 March) and finally, Padang (26 March). At every port which they visited more than two days meetings were organised and included showing the Dutch national flag as part of promoting the Netherlands. Alongside this 'Holland-promotion', the meetings also involved parties and dinners. The crew meanwhile made certain visits during their visits to the different ports. For example, the crew visited the Pyramid of Cheops while the ship was docked at the port in Alexandria, and also Vatican City was visited by the crew of "K XVII" while they were docked at the port in Naples.
On 4 April 1935 made both "K XVII" and "K XVIII" made it to their new home port in the Dutch West Indies, namely Surabaya. Here they were added to submarine division I. Later that year, in October 1935, this division took part in an exercises near Surabaya. After the exercises were finished all boats underwent maintenance, which took till 24 February 1936 to complete. Immediately after the maintenance periods were completed on all boats of submarine division I, they were ordered to be part of a navy escadre. The escadre would make an exercise trip to the west part of the Java Sea. The trip would last till mid-March, after which the escadre would change course to the Makassar Strait and spent the remainder of March practicing there. During April, May and June "K XVII", as part of submarine division I, went on an exercise trip to the eastern part of the Indian archipelago.
From October 1936 till June 1937 the "K XVII", and the rest of submarine division I, were once again part of a navy escadre. This time the escadre exercised for 8 months with sea planes. These excersises took place at the Makassar Strait and Java Sea. One year later, in January 1938, submarine division I, which included the submarines "K XIV", "K XIV", "K XVI", "K XVII" and "K XVIII" were once again added to a navy escadre for exercises. The "K XVII" served this time as flag-ship of the submarine division, and was under command of LTZ 1 A. van Karnebeek, while LTZ 1 J.A. de Gelder had command of the whole submarine division I. The exercises were done at the Makassar Strait and Java Sea.
On 6 September 1938 the "K XVII" participated in a fleet show at Surabaya. The show was held in honor of the Dutch Queen Wilhelmina of the Netherlands who was than 40 years the head of state. More than twenty navy ships of the Royal Netherlands Navy and three ships of the Government Navy participated in the show.
World War II.
When Germany declared war on the Netherlands and also started its war against other West-European nations, the Dutch navy gave the order for all submarines in the Dutch East Indies to protect the colony against possible attacks or raids by German or Italian auxiliary cruisers. At the same time, the Dutch navy also observed Japanese activity closely, especially after Japan had signed the Tripartite Pact with Italy and Germany. The "K XVII" was during this period mainly tasked with protecting merchant ships against raiders by either taking part in convoys or closely shadowing merchant ships. For example, on 15 September 1940 "K XVII" together with "O 16" shadowed the steamship "Lematang" and the tanker "Olivia" on their trip to Durban and Lourenço Marques. They had the order to keep their eyes open for German raiders and attack them if spotted. At the end of September 1940 "K XVII" also protected the steamship "Salando" of the Rotterdam company "Lloyd" when it made its way through the Soenda Strait to reach its destination, Durban.
In March 1941 "K XVII", alongside the submarines "K IX" and "K X", was sent the Soenda Strait because of the 'Scheer-alarm'. The scheer-alarm meant that the German cruiser "Admiral Scheer" had been spotted. The Dutch navy believed, based on their intel, that "Admiral Scheer" was planning to enter the Indian Ocean with as goal to sink allied merchant ships and head towards Surabaya. The Dutch navy therefore made preparations to possibly face the "Admiral Scheer" and eventually sink the cruiser. The "K IX", "K X" and "K XVII" were ordered to patrol around Sabang. However, the German cruiser did not enter the Indian Ocean and thus the submarines could resume with their normal patrols.
In June 1941 "K XVII" was sent alongside other ships, such as "K XVIII" and "O 16", to north-west of the Dutch East Indies. There were reports of Japanese warships accompanying merchant ships to Southeast Asia, and the Dutch navy sent her own ships as a precaution to be ready for anything. After this assignment the "K XVII" was sent to Surabaya for her half yearly maintenance. At the end of July she was declared fit for service, and was taken back into service.
During the war "K XVII" patrolled in the South China Sea, off Malaya and in the Gulf of Siam. While exiting the Gulf of Siam in December 1941 she hit a Japanese mine and sunk. The entire crew of thirty-six men perished. Her wreck was located in 1978.
There are several conspiracy theories involving "K XVII" and how the submarine allegedly sighted the Japanese fleet prior to attacking Pearl Harbor.


James Dugald Somerville

James Dugold Somerville (1868 – March 1960), born in Glasgow, was a South Australian historian with a special interest in Eyre's Peninsula, especially Port Lincoln.
Background.
Somerville was the third son of Peter Somerville (25 April 1834 – 8 January 1929) of Glasgow, floriculturist, and his wife Christina née Leitch (ca.1840 – 17 June 1923) whom he married in 1860 and with five children arrived in South Australia in the "Saxon" in May 1871, and settled at Glen Osmond, then Knoxville (modern day Glenside or Glenunga).
On 20 October 1896 he married Edith Tapley (1869 – 1971), a daughter of J. M. Tapley of Tapleys Hill, South Australia. They had one daughter, Mabel.
Career.
From June 1909 to September 1911 he was Superintendent and Resident Railway Engineer of the Darwin and Pine Creek railway.
He was Resident Railway Engineer for the South Australian Railways at Port Lincoln, and on his retirement in 1933 began the work for which he is known; beginning with the compilation of a large album of newspaper cuttings, extracts from books and other material. Then from October 1934 he contributed several hundreds of articles on historical themes to the "Port Lincoln Times". He was able to enlist the assistance of a large number of private correspondents and public bodies, notably the Port Lincoln Council and the South Australian Archives.
He was secretary of the Historical Memorials committee of the Royal Geographical Society of South Australia.


Ecoenergy

Natural Resources Canada's (NRCan's) ecoENERGY Retrofit program provides financial support to homeowners, small and medium-sized businesses, public institutions and industrial facilities to help them implement energy saving projects that reduce energy-related greenhouse gases (GHGs) and air pollution.
There was originally a residential program, and a business program. Natural Resources Canada's Office of Energy Efficiency is no longer offering the ecoENERGY Retrofit Incentive for Buildings, the commercial/institutional component of the ecoENERGY Retrofit financial incentives for existing homes, buildings and industrial processes.
The business program ended on June 6, 2012.


International Journal of Civil Engineering

The International Journal of Civil Engineering is a peer-reviewed scientific journal published by the Iranian Society of Civil Engineering and the Iran University of Science and Technology. It covers theoretical and research related to all aspects of civil engineering.
Abstracting and indexing.
The "International Journal of Civil Engineering" is abstracted and indexed in Scopus, Islamic World Science Citation Database, and the Science Citation Index Expanded. According to the "Journal Citation Reports", the journal has a 2014 impact factor of 0.486.


Gordon Crooks Wilson

Gordon Crooks Wilson (25 February 1872 – 4 May 1937) was a Conservative and Unionist Party member of the House of Commons of Canada. He was born in Dundas, Ontario and became an agent and merchant.
He was the son of John Wilson, was educated in Dundas and entered business there as a hardware merchant. Wilson served as councillor for Dundas, Ontario at one time. He first sought a seat in the Legislative Assembly of Ontario in 1905 but was unsuccessful. He won a provincial seat at Wentworth North in 1908. He quit his provincial seat in 1911 to campaign for federal Parliament.
He was first elected to Parliament at the Wentworth riding in the 1911 general election, then re-elected in 1917, 1921, 1925, 1926 and 1930 federal election. From March 1918 until October 1921, Wilson served under the Unionist Party banner.


Sosrobahu

Sosrobahu is a road construction technique which allows long stretches of flyovers to be constructed above existing major roads with minimum disruption to traffic. The technique was designed and invented by Indonesian engineer Tjokorda Raka Sukawati and involves the construction of the horizontal supports for the highway beside the existing road, which are then lifted and turned 90 degrees before being placed on the top of the vertical supports to form the flyover pylons.
This technique is of considerable value in increasing road mileage in large cities where there is limited right-of-way for new roads and the closure of existing roads throughout the flyover's construction using normal techniques would impose significant economic costs. The term "sosrobahu" was derived from Old Javanese which means "thousand shoulders".
Background.
By the 1980s, Jakarta was experiencing increased traffic congestion, and flyovers were seen as one solution to the improving transport infrastructure. One construction company operating at that time was PT Hutama Karya, which was granted a contract to build a highway above Jalan A. Yani, an extremely important stretch of highway where it was vital that the road would continue to be open to traffic throughout the period of construction.
In addition to this challenge, PT Hutama Karya were also granted a contract to build a flyover between Cawang and Tanjung Priok in 1987. The most difficult issue was the requirement to support the road with a row of concrete pylons (pier shafts) apart, on top of which would sit the wide road supports. The vertical pier shafts were to be sextagonal in shape with a diameter of , and were to sit in the central lane of the existing road. The erection of the pier shafts was not difficult; what caused problems were the poured concrete pier heads. With conventional construction techniques, the pier heads would be moved into place with the help of iron supports beneath the outspread pier heads, but the use of iron supports would necessitate the closure of the road below. Another option was to support the pier heads from above, but this increased the costs of the project.
In response to these problems, Tjokorda had the idea of initially erecting the concrete pier shafts and then building the poured concrete pier heads in the centre lane, parallel to the existing roadway, and then raising and turning the pier heads 90 degrees into place. The only problem with this idea was that the pier heads weigh approximately 480 tonnes each.
Inspiration from a hydraulic car-jack.
One day Tjokorda was working on his 1974 Mercedes-Benz, which he had jacked up so that the back two wheels were supported on the slippery floor of the garage where some oil had been accidentally spilled. When the car was pushed, it pivoted with the jack as the axis. He noted that it is a principle of physics that when friction is banished it is easy to move even the heaviest of objects.
This event inspired the realization that a hydraulic pump could be used to lift heavy objects and, as long as they were supported by something slippery, the heavy objects could be easily moved. Tjokorda's goal was to lift and move concrete pier heads each weighing 480 tonnes.
Tjokorda conducted trials with cylinders 20 cm in diameter converted into a hydraulic lift and loaded with 80 tonnes of concrete. The weight was successfully lifted and turned slightly, but could not then be lowered as the position of the hydraulic jack had shifted. Tjokorda then made some improvements on the original design, and in subsequent lifts the hydraulic jack stayed stable even with the full weight of the concrete above it.
Other problems to be overcome included establishing the best type of oil to use that wouldn't lose its viscosity. The type of oil was a critical factor because it was the oil which transmitted the force required to lift the heavy concrete pier heads.
After the trials, Tjokorda finalised his design called the LBPH (the Indonesian acronym for Free Moving Platform) which consisted of a two concrete discs with a diameter of 80 cm enclosed in a container. Although only 5 cm thick, the discs are capable of supporting a weight of 625 tonnes each.
Between the two plates is pumped lubricating oil. A rubber seal around the edges of the plates protected against the oil escaping under the high forces experienced during the lift. The oil in the container was connected to a hydraulic pump through a small pipe. This hydraulic system was capable of lifting loads using a pressure of 78 kgf/cm² (7.6 MPa), although the reasons for this were a mystery to Tjokorda at that time.
Field trials.
The new technique had not yet been trialled because of time constraints, however Tjokorda was certain that it would work and was willing to bear the responsibility should the concrete pier heads not be able to be turned 90 degrees as required for the construction of the flyover.
On 27 July 1988 at 22:00 Jakarta time, the hydraulic pump was pressurized to 78 kgf/cm² (7.6 MPa). The pier head, despite lack of iron supports, was lifted and placed on top of the pier shaft and then with a light push was turned 90 degrees into its final position. The oil was then slowly pumped out and the pier head was lowered onto the shaft. The LPBH system was then shut down as it required heavy machinery to move it. Because he was worried that the single pier shaft and head might shift for a lack of support, he propped them up with eight concrete supports, 3.6 m in diameter. The LPBH was then used to raise the other pier heads over their respective shafts.
Naming the technique and the granting of a patent.
In November 1989, President Soeharto of Indonesia gave the name Sosrobahu to the new technology. The name was taken from a character in the Mahabharata, and derives from Old Javanese for 'thousand shoulders'.
 Tjokorda himself wanted to investigate further the limits of his invention and built himself a laboratory where he successfully tested the LPBH to a limit of 78.05 kgf/cm² (7.654 MPa).
Patents have been granted for the invention from Indonesia, Japan, Malaysia, and the Philippines, and has been applied for in South Korea. The Indonesian patent was granted in 1995, while the Japanese patent was granted in 1992. The technology has been exported to the Philippines, Malaysia, Thailand and Singapore. The longest stretch of overpass built using this technique is in Metro Manila, Philippines at the Metro Manila Skyway located at the southern part of the metropolis. In the Philippines, 298 supports have been erected, while in Kuala Lumpur, the figure is 135. When the technology was introduced to the Philippines, the President of the Philippines, Fidel Ramos commented: "This is an Indonesian invention, but is also an ASEAN invention".
A second version of the technology has been developed. Whereas the first version used a steel anchor inserted in a concrete base, the second version uses a single plate with a hole in the middle which is not only simpler, but also significantly speeds up the time it takes to erect a pylon from 2 days to 45 minutes. It is expected that the lifespan of flyovers constructed using the Sosrobahu method will be approximately 100 years.
According to Dr. Drajat Hoedajanto, an expert from the Bandung Institute of Technology, Sosrobahu is a very simple solution to the problem of erecting flyover pylons and is suitable for use in the construction of elevated toll roads which have traffic running underneath them.


Henry Sully

Henry Sully (1680–1729) was an English clockmaker. He was an apprentice and then journeyman for celebrated English clockmaker and watchmaker Charles Gretton. He lived in France for many years.
Marine clock.
He invented a marine clock to determine longitude accurately, a sophisticated pendulum clock. He presented a first "Montre de la Mer" in 1716 to the French Académie des Sciences. He was the first person to develop a chronometer in Paris. In 1718, Henry Sully established a watch factory in Versailles. He presented two new models in 1723. In 1726, he published "Une Horloge inventée et executée par M. Sulli". His chronometers performed well in calm weather, but not on the high seas.
Henry Sully worked with Julien Le Roy, a clockmaker to Louis XV. In France, Henry Sully was followed in his developments by Pierre Le Roy and Ferdinand Berthoud.
Soon after the 1726 publication of "Une Horloge inventée et executée par M. Sulli", John Harrison started developing his own famous chronometer, creating a description and drawings for a proposed marine clock in 1730 and actually manufacturing the Harrison H1 in 1735.
Gnomon of Saint-Sulpice.
The priest of Église Saint-Sulpice, Paris, Languet de Gergy, wishing to establish the exact astronomical time in order to ring the bells at the most appropriate time of day, commissioned Henry Sully to build the Gnomon of Saint-Sulpice.
In 1737, another one of his books was published: "Illustrations de Règle artificielle du temps, traité de la division naturelle et artificielle du temps...".


Rowland Macdonald Stephenson

Sir Rowland Macdonald Stephenson (9 January 1808 – 1895) was a 19th-century British railway engineer instrumental in the establishment of the East India Railway in British India.
Early life.
Born in Bloomsbury on 9 January 1808, into a long-established Cumberland family, Rowland Macdonald Stephenson was the oldest son of banker and politician Rowland Stephenson and wife Mary Eliza. Educated at Harrow, he began work in his father's bank but its failure in 1828 (and his father's consequent exile in America) caused him to move into engineering, at first as London agent for the Gospel Oak Ironworks in Staffordshire. He applied himself to the study of railway engineering and became and associate of the Institution of Civil Engineers in 1836. In 1838 he became secretary of "The Comprehensive Company for establishing Regular Steam Communication with India", which became the "Peninsular and Oriental Steam Navigation Company" in 1840. In 1840, Sir Rowland married Marianne, the daughter of Lieutenant Edward Hederstedt, R.N., and together, they had twelve children. After Marianne's death in 1882, Sir Rowland, at the age of 75, married Elizabeth Tindall, the widow of J. Tindall of Scarbough.
Railroad career.
In 1843 he took his family to India, hoping not only to establish railways there, but all the way back to Europe. Sir Rowland was managing director of the East India Railway Company, and his brother Cecil Mackintosh Stephenson, was an agent which started building a line from Calcutta in 1849, and he was knighted for this in October 1856. He advocated an imperial railway to the Chinese government in 1859 and a Kowloon–Canton Railway to the Hong Kong Chamber of Commerce in 1864; both proposals were rejected.


Tengah MRT station

Tengah MRT station is a proposed Mass Rapid Transit (MRT) station on the Jurong Region line in Tengah, Singapore.
It will be the northern terminus of the East Branch of the Jurong Region line, allowing passengers on the East Branch to change trains for Main Branch train services. Trains entering service at this station will terminate at Pandan Reservoir.
History.
On 9 May 2018, LTA announced that Tengah station would be part of the proposed Jurong Region line (JRL). The station will be constructed as part of Phase 1, JRL (West), consisting of 10 stations between Choa Chu Kang, Boon Lay and Tawas, and is expected to be completed in 2027.
Contract J102 for the design and construction of Tengah Station and associated viaducts was awarded to Shanghai Tunnel Engineering Co. (Singapore) Pte Ltd at a sum of S$465.2 million. Construction will start in 2020, with completion in 2027. Contract J102 also includes the design and construction of Choa Chu Kang station and Choa Chu Kang West station, and associated viaducts and A&A works to the existing Choa Chu Kang station complex.
Initially expected to open in 2026, the restrictions on the construction due to the COVID-19 pandemic has led to delays in the JRL line completion, and the date was pushed to 2027.
Location.
The station will be located within the future Tengah planning area.


Feneryolu railway station

Feneryolu railway station () is a station under construction on the Marmaray commuter rail line in Kadıköy, Istanbul. It will replace the 145 year old railway station, built by the Ottoman Anatolian Railway.
The original station was opened on 22 September 1872 by the Ottoman Empire and later taken over by the Ottoman Anatolian Railway in 1880. The station was then rebuilt in 1969 to accommodate new commuter trains which served the station until 19 February 2013, when all train service was suspended. The old station (except for the historic station building) was demolished and a new platform is under construction. Feneryolu is expected to open on 10 March 2019, along with the rest of the Maramaray line.
The station will have two tracks with an island platform and one express track on the south side for high-speed and intercity trains.


Hans Burchardt

"For the Swiss-American Abstract Expressionist artist, see Hans Burkhardt."
Hans Burchardt (1904–1992) was an American woodcarver who designed animals. His work can be seen at the Museum of Nebraska Art.


Robert Haney

Robert Haney (June 8, 1809 – January 7, 1885) was an American politician and businessman.
Haney was born in Batavia, New York to a Dutch family, and attended the city's Boys' Academy. He worked as a hardware merchant from 1839 to 1850. In 1848, Haney went into partnership with John De Bow to open a store in Milwaukee, Wisconsin. Haney remained in Batavia until a disastrous fire in February 1850 persuaded him to move permanently to Milwaukee with his family.
Haney operated a retail and wholesale hardware store in Milwaukee until the end of his life. He began in 1848 on the corner of present-day Wisconsin Avenue and Water Street, and moved in 1849 to present-day Plankinton Avenue. A fire again destroyed Haney's store on August 24, 1854, but he rebuilt and business recovered. In 1866, the "Milwaukee Sentinel" ranked him as one of the forty-eight most prosperous men in Milwaukee.
A contemporary book written on the history of Milwaukee describes Haney in the following manner:
Haney was elected to the Wisconsin State Assembly for the 1861 term as a Democrat.


TM-57 mine

The TM-57 mine is a large, circular Soviet metal-cased blast anti-tank mine. It can either be triggered by a pressure or a tilt-rod fuze. A development of the TM-46 mine, it is found in Africa, the Middle East, and South East Asia.
Description.
The TM-57 has a larger main charge and improved fuzing compared to the earlier TM-46. It is circular with a metal case and a central fuze well. A secondary MUV or VPF fuze can be fitted on the side of the mine, which serves as an anti-handling device. The tilt rod fuze gives the mine improved resistance to blast; it is activated when it is forced to a deflection of 25 to 30 degrees. A training version of the mine that produces smoke is designated the TM-60.


Simone Mirman

Simone Mirman (1912–2008) was a Paris-born milliner based in London, chiefly known for her designs for the British Royal Family.
Early life.
Simone Parmentier was born in Paris on 18 May 1912 to middle-class Catholic parents.
Simone had an apprenticeship with Rose Valois, one of the leading Parisian milliners of the 1920s and 1930s, where she developed her talent for designing hats to suit the trickiest faces, considering her first success to be a design which worked for her mother's features.
In her early 20s Simone met a Jewish medical student, Serge Mirman, whose communist beliefs made him undesirable to her parents. Despite neither speaking English, the couple eloped to London in 1937, but only married in 1939.
Millinery.
Early career.
In London, Simone worked with the couturiere Elsa Schiaparelli, who was renowned for her bold millinery designs and concepts. She headed the hat department of Schiaparelli's London branch in Upper Grosvenor Street, Mayfair until it closed down at the outbreak of war in 1939. However, Schiaparelli generously gave Simone the contact details of her English clientele, enabling her to successfully launch her own business.
Business.
During the Second World War the newly-wed, impoverished Mirmans lived in a small attic on Spring Street in Paddington. Each morning, they hid the evidence of their real life and transformed the attic into a millinery salon for Simone to serve customers seeking off-ration hats. As clothing coupons were not required for hats, there was a steady demand for the designs Mirman created out of scraps and oddments.
In 1947, Mirman was able to afford better premises near Hyde Park, and in 1952, she moved to Chesham Place, Belgravia, where her salon and workroom remained for the rest of her professional career.
By the early 1950s Mirman was supplying hats to the designers Norman Hartnell, Hardy Amies, and Christian Dior. She also supplied faithfully copied Dior model hats to John Cavanagh's 1952 debut fashion show – the first time Dior had allowed a copy of his hat design to be used by another couturier. It was through Serge Mirman that Dior's licensed hosiery became established upon the London retail scene.
Along with Royalty, her notable clients included the actresses Vivien Leigh and Valerie Hobson, as well as members of the English aristocracy and society. On a less exalted level, Mirman designed caps to accompany the 1967 policewoman uniforms designed by Norman Hartnell.
Through the 1960s and 1970s Mirman continued making fashionable hats. She created fun versions of the 1960s helmet hats encrusted with plastic gems, and ultra-modern leather or plastic helmets with clear tinted PVC visors in 1966. Ernestine Carter chose one of these hats to complete the 1966 Dress of the Year ensemble. Serge also helped his wife design, and he was probably responsible for the more outlandish and eccentric Mirman hats that attracted the attention of the press.
After Serge died in 1980, Simone Mirman closed down her Belgravia salon, and ran a small shop for leather goods and simple headgear with the assistance of her daughter, Sophie Mirman. Sophie went on to found Sock Shop and the childrenswear boutique Trotters.
Royalty.
In 1952, after Princess Margaret reportedly decided that their usual milliner, Aage Thaarup, was too expensive, Simone Mirman was invited to Buckingham Palace to show her hats to Queen Elizabeth, her mother, and Princess Margaret. Despite a nervous Mirman breaking protocol by entering through the front door of the Palace, the Royals became regular customers. Mirman was later granted the Royal warrants of Queen Elizabeth II and the Queen Mother in recognition of her services.
Mirman's designs for Royalty took into account their individual preferences - light and airy hats lavishly trimmed with flowers and feathers for the Queen Mother; and the very latest fashions for Princess Margaret. The Queen insisted on hats that would please photographers – off-the-face brims (if any), clear colours to co-ordinate with her Norman Hartnell and Hardy Amies outfits, and unusual fabrics to make her stand out in a crowd. A typical Mirman design for the Queen was the cloche hat densely covered with small flowers. Perhaps the best-known individual Simone Mirman hats for the Queen are the dramatic 1969 Tudor gable hood-inspired hat the Queen wore at the investiture of the Prince of Wales and the pink hat with 25 fabric bells that the Queen wore to mark her Silver Jubilee at a thanksgiving service at St Paul's Cathedral.This hat was actually made by Freddie Fox who worked with Hardy Amies on his outfits for The Queen ></ref> The prototype for the Queen's Silver Jubilee hat is in the collection of the Victoria and Albert Museum. In 2003 several Mirman hats were displayed alongside clothes worn by the Queen in an exhibition at the Kensington Palace State Apartments.
Retirement and death.
Simone Mirman retired in 1990 and returned to France, where she took up oil painting as a hobby until losing her eyesight. She died in 2008 at the age of 96.


Pareaute Nathan

Pareaute Polly Nathan is a New Zealand Māori educator and weaver; she is a member of the Tainui and Te Rarawa tribes. In the 2016 Queen's Birthday Honours, she was awarded the Queen's Service Medal, for services to Māori and education.
Biography.
Nathan completed a teaching diploma at the University of Waikato in Hamilton, in 1994. She spent much of her working life as a Māori language teacher in the Far North of the North Island of New Zealand. She taught at Ahipara School and Kaitaia College, and was Head of Māori at Kaitaia College from 1985 until her retirement in 2003. She also visited and supported Māori language teaching in other schools in the region as a member of Te Reo o Te Tai Tokerau, the secondary schools te reo Maori teachers' group. At Kaitaia College she hosted regional kapa haka and speech competitions, and established the annual Far North Schools Multi-cultural Festival in the 1980s.
Nathan began weaving in the 1960s, learning from 'Aunty' Florrie Berghan. After her retirement from teaching in 2003 she became more involved with weaving, holding monthly workshops at the Ahipara's Roma marae. In 2009 she established a weaving gallery, Te Whare Whiri Toi, to maintain the art of traditional weaving, and organised a national weavers' hui at Ahipara. In 2015 she received Creative New Zealand's Te Waka Toi Tohunga Raranga (King Ihaka) Award.


Adam Dircksz

Adam Dircksz (active 1500–1530) is the name ascribed by some art historians to a highly influential Dutch sculptor whose workshop is often attributed with the creation of around 60 of the c. 150 extant Gothic boxwood miniature micro-carvings. Other historians prefer to attribute various unrelated artists who are given individual or grouped notnames. It may be that the master was the innovator in this style of sculpture, and that similar works were directly inspired. According to the British Museum, Dircksz may have served "elite patrons in the circle of the Holy Roman Emperor Charles V, with a strong link to Delft."
Almost nothing is known about his life, except from some dates and signatures left on carvings, which indicate only that he was associated with the art works, the real life person may have been a woodcutter, sculptor, medallist, or a patron. Dircksz is thought to have been active between 1500 and 1530, and responsible for some sixty of the surviving examples. He may have led a workshop in the southern Netherlands, given that Flemish inscriptions appear on some of the carvings. Alternatively, it was located more northerly, possibly in the north of Brabant or at Delft in Holland. In any case, apart from Henry VIII and Catherine, all of the original owners come from the Netherlands.
Attribution.
The more complex boxwood miniatures may have taken decades of work to complete, over a period equivalent to the entire career of a medieval master carver. Thus, production must have been organised between workshops of specialised artisans, and because the works are so intricate, only a small number of workshops were likely involved in their production. That a majority of the miniatures share technical, stylistic and thematic similarities, they are often considered as a near homogeneous group. This view was first noted by the art historian Jaap Leeuwenberg, who cited such stylistic traits as broad and densely populated animated scenes, which are often placed, in the words of the art historian William Wixom, on "steeply angled ground planes of tiled floors".
Other shared features include spatial devices, figures in contemporary dress, and draperies arranged in angular folds. On this basis Leeuwenberg attributed a large number of the objects to Dircksz, around 35–40, although that estimate has been revised down in more recent years.
Because of shared characteristics, including common use of horror vacui, approaches and use of depth, as well as similar hinges and methods of construction, the art historian Jaap Leeuwenberg suggests that production of a number of the miniatures was overseen by a single master named Adam Dircksz. Dircksz was first identified through a signature on a prayer nut now in the Statens Museum Copenhagen, reading "" ("Adam Dircksz has made me").
The Latin name "Adam Theodrici" may be translated into English as "Adam of Theodoric", but art historians usually use the Dutch version of his name, Adam Dircksz. Although it was rare in the 16th century for artists to sign a work, when done, it usually took the "" (made me) form, in effect of making the object speak.
Style.
Regardless of the number of works that Dircksz or his workshop can be attributed with, art historians often debate what the artistic and technical precedents for the miniatures might be. Dutch art historian Frits Scholten observes how, to a large extent, it seems "as if this exquisite sculpture was born "ex nihilo" around 1500", but points out that "giant strides are rarely made in art history", pointing to affinities with silversmith's art, especially the miniature architectural elements often found in ecclesiastical silver and ornaments.


Lise Warburg

Inger Lise Warburg née Jensen (born 1932) is a Danish weaver and writer. She has specialized in tapestry using a high-warp loom, coordinating her work with that of various Danish painters including Mogens Andersen and Ole Schwalbe. As a writer, she has published a number of works on textile art, most recently "Den strikkende madonna" (The Knitting Madonna, 2018), a collection of essays on the cultural history of knitting.
Early life.
Born on 6 November 1932 in Copenhagen, Inger Lise Jensen is the daughter of the painter Hans Carl Jensen (1887–1961) Meretha Paulsen (1901-87). She was the elder of two sisters. In 1951, she married the director Niels Erik Warburg with whom she had two children, Emmerik Peter (1952) and Mette Cathrine (1955). The marriage was dissolved in 1964.
She was brought up in a well-to-do home where, thanks to her father, she met painters and cultural players who influenced her interest in art. After attending Den Classenske Legatskole, she completed her schooling at Sortedam Gymnasium. In 1951, she entered the Arts and Crafts School, specializing in fashion and textile arts. Later that year she married and became pregnant. Her husband's work then took the family to Switzerland where a second child was born in 1955. Warburg devoted the following years to her family.
Career.
In 1959, on returning to Denmark, she was introduced to tapestry by Thordis Eilertsen who had a studio in Frederiksberg. When Eilertsen died in 1962, Warburg took over her studio where she continued to work until 2002.
Her first assignment was to complete a tapestry by Jais Nielsen (1885–1961) for the Aalborg Business School (Handelshøjskolen). In 1963, working with Kamma Svensson (1908–1988), she created "Min søster og brud" (1963) and later "Adam og Eva og skabelsens dage" (1982). Collaborating with Mogens Andersen, she produced colourful works during the 1960s for the National Gallery of Denmark, the National Bank and Nordjyllands Kunstmuseum.
In 1966 and 1970, Warburg took courses with the Norwegian knitting expert Helen Engelstad in Oslo, extending her expertise in weaving and colouring. Thereafter she attended a course in chemical colouring at the Geigy School in Basel. Thanks to a scholarship from the National Bank, she was able to spend a year in Paris with the Manufacture Nationale des Gobelins (1971–72). Collaboration with Ole Schalbe led to the tapestry "Rød luftspejling, Firenze" (1969). Working with Emil Gregersen, she produced a large tapestry for the town hall in Odder.
Warburg has served on the board of Danmarks Designskole (1970–97) and in 1991 became a member of the Centre Internationale d’Etudes des Textiles Anciennes in Lyon, France.
Publications.
Lise Warburg has published articles and books on textile art, including:


Patrick J. Reynolds

Patrick Joseph Reynolds (25 November 1920 – 27 December 2003) was an Irish Fine Gael politician who served three terms in Dáil Éireann and five in Seanad Éireann, where he was Cathaoirleach (chairman) for four years.
Family and early life.
Reynolds was born in Killellan, County Leitrim in 1920. His father Patrick Reynolds was elected as a Cumann na nGaedheal Teachta Dála (TD) for Leitrim–Sligo at the September 1927 general election, but was fatally shot during the 1932 general election campaign. The election in Leitrim–Sligo was postponed, and his mother Mary won the seat, serving the Dáil for 29 years.
He was educated locally, receiving only a primary school education before his father's death forced him to leave school and join the family business. He built the business successfully, transforming the hardware shop which he had inherited from into one of the largest builders' suppliers and hardware merchants in the north west.
With his wife Tess, he had two sons, Gerry and Peter, and two daughters, Ita and Regina. Gerry continued the family's political tradition, serving like his father as a Fine Gael TD and senator.
Political career.
Reynolds was first elected to Leitrim County Council in 1943, and served as a councillor for more than 40 years, taking a particular interest in rural electrification and group water schemes. He was the longest-serving chairman of the council, holding the office for 12 years from 1967 to 1979.
He was first elected to the 17th Dáil at the 1961 general election, as a TD for the Roscommon constituency. He was re-elected at the 1965 general election, but at the 1969 general election he was defeated in the new Roscommon–Leitrim constituency. He was then elected to the 12th Seanad by the Administrative Panel.
The 1960s proved to be a fallow period for Fine Gael as the party was out of power for the entire decade, but at the 1973 general election a Fine Gael–Labour Party coalition government came to power and Reynolds was elected to the 20th Dáil for Roscommon–Leitrim. In 1976, he was appointed Parliamentary Secretary to the Minister for Education and to the Minister for the Public Service. In spite of this appointment, Reynolds lost his Dáil seat at the 1977 general election. Following this defeat, he secured election to the 14th Seanad on the Industrial and Commercial Panel, which re-elected him to the 15th Seanad in 1981, the 16th Seanad in 1982 and 17th Seanad in 1983.
He was elected on 23 February 1983 as Cathaoirleach of the 17th Seanad, succeeding Tras Honan. He held the office until he stepped down from the Seanad at the 1987 election.
Reynolds died on 27 December 2003, aged 83, and was buried in his home town of Ballinamore, County Leitrim. Tributes in the Seanad after his death described him as a traditionalist or conservative, but praised his warmth, fairness and integrity, and the "Irish Independent" described his hospitality as "legendary".
References.


Four-bar linkage

A four-bar linkage, also called a four-bar, is the simplest movable closed-chain linkage. It consists of four bodies, called bars or links, connected in a loop by four joints. Generally, the joints are configured so the links move in parallel planes, and the assembly is called a "planar four-bar linkage". Spherical and spatial four-bar linkages also exist and are used in practice.
Planar four-bar linkage.
Planar four-bar linkages are constructed from four links connected in a loop by four one-degree-of-freedom joints. A joint may be either a "revolute", that is a hinged joint, denoted by R, or a prismatic, as sliding joint, denoted by P.
A link connected to ground by a hinged joint that can rotate 360° is usually called a crank. A link connected to fixed line (generally known as ground) by a prismatic joint is called a slider. Sliders are sometimes considered to be cranks that have a hinged pivot at an extremely long distance away perpendicular to the travel of the slider.
The link that connects two cranks is called a "floating link" or "coupler". A coupler in a single slider Crank mechanism that connects a crank and a slider is often called a "connecting rod."
There are three basic types of planar four-bar linkage depending on the use of revolute or prismatic joints:
The known example of 3R1P are single slider crank mechanism (used in IC engine)
Whithworth Quick Return motion mechanism (earlier use in shaper machine)
Crank and slotted lever quick return motion mechanism (used in shaper machine)
Fixed piston mechanism (used in hand pumps)
Othe example of two revolute and two sliding joints are skoch York mechanism and Oldham's coupling.
Planar four-bar linkages are base of mechanisms found in machines. The kinematics and dynamics of planar four-bar linkages are important topics in mechanical engineering.
Planar four-bar linkages can be designed to guide a wide variety of movements.
Planar quadrilateral linkage.
Planar quadrilateral linkage, RRRR or 4R linkages have four rotating joints. One link of the chain is usually fixed, and is called the "ground link", "fixed link", or the "frame". The two links connected to the frame are called the "grounded links" and are generally the input and output links of the system, sometimes called the "input link" and "output link". The last link is the "floating link", which is also called a "coupler" or "connecting rod" because it connects an input to the output.
Assuming the frame is horizontal there are four possibilities for the input and output links:
Some authors do not distinguish between the types of rocker.
Grashof condition.
The Grashof condition for a four-bar linkage states: "If the sum of the shortest and longest link of a planar quadrilateral linkage is less than or equal to the sum of the remaining two links, then the shortest link can rotate fully with respect to a neighboring link." In other words, the condition is satisfied if "S" + "L" ≤ "P" + "Q", where "S" is the shortest link, "L" is the longest, and "P" and "Q" are the other links.
Classification.
The movement of a quadrilateral linkage can be classified into eight cases based on the dimensions of its four links. Let a, b, g and h denote the lengths of the input crank, the output crank, the ground link and floating link, respectively. Then, we can construct the three terms:
The movement of a quadrilateral linkage can be classified into eight types based on the positive and negative values for these three terms, T1, T2, and T3.
The cases of T1 = 0, T2 = 0, and T3 = 0 are interesting because the linkages fold. If we distinguish folding quadrilateral linkage, then there are 27 different cases.
The figure shows examples of the various cases for a planar quadrilateral linkage.
The configuration of a quadrilateral linkage may be classified into three types: convex, concave, and crossing. In the convex and concave cases no two links cross over each other. In the crossing linkage two links cross over each other. In the convex case all four internal angles are less than 180 degrees, and in the concave configuration one internal angle is greater than 180 degrees. There exists a simple geometrical relationship between the lengths of the two diagonals of the quadrilateral. For convex and crossing linkages, the length of one diagonal increases if and only if the other decreases. On the other hand, for nonconvex non-crossing linkages, the opposite is the case; one diagonal increases if and only if the other also increases.
Design of four-bar mechanisms.
The synthesis, or design, of four-bar mechanisms is important when aiming to produce a desired output motion for a specific input motion. In order to minimize cost and maximize efficiency, a designer will choose the simplest mechanism possible to accomplish the desired motion. When selecting a mechanism type to be designed, link lengths must be determined by a process called dimensional synthesis. Dimensional synthesis involves an "iterate-and-analyze" methodology which in certain circumstances can be an inefficient process; however, in unique scenarios, exact and detailed procedures to design an accurate mechanism may not exist.
Time ratio.
The time ratio ("Q") of a four-bar mechanism is a measure of its quick return and is defined as follows:
With four-bar mechanisms there are two strokes, the forward and return, which when added together create a cycle. Each stroke may be identical or have different average speeds. The time ratio numerically defines how fast the forward stroke is compared to the quicker return stroke. The total cycle time () for a mechanism is:
Most four-bar mechanisms are driven by a rotational actuator, or crank, that requires a specific constant speed. This required speed ("ω"crank)is related to the cycle time as follows:
Some mechanisms that produce reciprocating, or repeating, motion are designed to produce symmetrical motion. That is, the forward stroke of the machine moves at the same pace as the return stroke. These mechanisms, which are often referred to as "in-line" design, usually do work in both directions, as they exert the same force in both directions.
Examples of symmetrical motion mechanisms include:
Other applications require that the mechanism-to-be-designed has a faster average speed in one direction than the other. This category of mechanism is most desired for design when work is only required to operate in one direction. The speed at which this one stroke operates is also very important in certain machine applications. In general, the return and work-non-intensive stroke should be accomplished as fast as possible. This is so the majority of time in each cycle is allotted for the work-intensive stroke. These "quick-return" mechanisms are often referred to as "offset".
Examples of offset mechanisms include:
With offset mechanisms, it is very important to understand how and to what degree the offset affects the time ratio. To relate the geometry of a specific linkage to the timing of the stroke, an imbalance angle ("β") is used. This angle is related to the time ratio, "Q", as follows:
Through simple algebraic rearrangement, this equation can be rewritten to solve for "β":
Timing charts.
Timing charts are often used to synchronize the motion between two or more mechanisms. They graphically display information showing where and when each mechanism is stationary or performing its forward and return strokes. Timing charts allow designers to qualitatively describe the required kinematic behavior of a mechanism.
These charts are also used to estimate the velocities and accelerations of certain four-bar links. "The velocity of a link is the time rate at which its position is changing, while the link's acceleration is the time rate at which its velocity is changing." Both velocity and acceleration are vector quantities, in that they have both magnitude and direction; however, only their magnitudes are used in timing charts. When used with two mechanisms, timing charts assume constant acceleration. This assumption produces polynomial equations for velocity as a function of time. Constant acceleration allows for the velocity vs. time graph to appear as straight lines, thus designating a relationship between displacement ("ΔR"), maximum velocity ("vpeak"), acceleration ("a"), and time("Δt"). The following equations show this.
Given the displacement and time, both the maximum velocity and acceleration of each mechanism in a given pair can be calculated.
Slider-crank linkage.
A slider-crank linkage is a four-bar linkage with three revolute joints and one prismatic, or sliding, joint. The rotation of the crank drives the linear movement the slider, or the expansion of gases against a sliding piston in a cylinder can drive the rotation of the crank.
There are two types of slider-cranks: in-line and offset.
Spherical and spatial four-bar linkages.
If the linkage has four hinged joints with axes angled to intersect in a single point, then the links move on concentric spheres and the assembly is called a "spherical four-bar linkage". The input-output equations of a spherical four-bar linkage can be applied to spatial four-bar linkages when the variables are replaced by dual numbers.
"Bennett's linkage" is a spatial four-bar linkage with hinged joints that have their axes angled in a particular way that makes the system movable.


Tomkins Knob

Tomkins Mountain (variant names: Thomkins Knob, Thompkins Knob and Tompkins Knob) is a mountain in the North Carolina High Country, near the community of Deep Gap. The majority of the mountain is within the Blue Ridge Parkway. Its elevation reaches and it also marks the corner between Ashe, Watauga, and Wilkes counties.
Split along the Eastern Continental Divide, it generates feeder streams to both the South Fork New River (via West Fork Pine Swamp Creek) and Yadkin River (via South Prong Lewis Fork). Laurel Spur Ridge juts out south from the mountain; while Husons Ridge goes northwest, marking the Ashe/Watauga county line.


Tempe Streetcar

Tempe Streetcar is a future streetcar extension of Phoenix's Valley Metro Rail light rail system. Construction began in 2017 with a projected opening for service in 2021. When completed, it will link various parts of the city's downtown, as well as the Tempe campus of Arizona State University.
Background.
Tempe Streetcar is joint project between Valley Metro and the City of Tempe Public Works Department and will consist of 14 stops, running from Dorsey Lane west on Apache Boulevard, then north on Mill Avenue. From there, it will loop around Downtown Tempe along Mill and Ash avenues. The route continues along Rio Salado Parkway to Marina Heights, with possible extensions into the City of Mesa under consideration and evaluation. Once completed, a transfer from light rail to the streetcar at the 3rd Street station will permit travel to Gammage Memorial Auditorium at Arizona State University to the south and the Hayden Ferry and Marina Heights office complexes to the north.
Construction will cost approximately $200 million and will be funded using the Proposition 400 sales tax and federal grants. In February 2016, the project was identified in President Barack Obama's budget for Fiscal Year 2017. A total of $75 million was dedicated to the project and would supplement the Proposition 400 funds, as well as local funds and other federal grant funds. The final 2017 budget, approved in May 2017 under President Donald Trump, included $50 million.<ref name="pr 5/17"></ref>
History.
Design.
In December 2016, Valley Metro selected Stantec Consulting Services for design work to be completed in 2017, allowing construction to start later in the year. Stantec has designed other streetcar projects in the United States and contributed to the design of the Valley Metro light rail system. In May 2018, design was finalized.
The streetcar will be able to travel on the light rail line and will use those tracks to travel to the Operations & Maintenance Center.
Construction.
Construction began on June 1, 2017 with utility relocation, which made way for tracks to be laid. In August 2018, Valley Metro received approval from the Federal Transit Administration (FTA) to begin the initial phase of significant construction on the Tempe Streetcar. With this approval, Valley Metro began work this fall on building the system's rail trackway, power systems and street improvements.
Rolling stock.
In 2011, Kinki Sharyo offered a demonstration model of its ameriTRAM vehicle, to allow members of the public to provide feedback on the vehicle.
Valley Metro issued an RFP to obtain vehicles for this route in the summer of 2016. Potential suppliers originally included Alstom, Bombardier, CAF USA, Kinki Sharyo, Siemens and TIG/m. Vehicle options for this line included a combination of battery power, overhead catenary wires or on-board hydrogen fuel system.
Brookville Equipment Corporation was awarded the $33 million contract for six Liberty Streetcars in 2017. The first streetcar vehicle was delivered on March 14, 2021.
Stations.
The Tempe Streetcar will have a total of 14 stops.


Owens River course

The Owens River course includes headwaters points near the Upper San Joaquin Watershed, reservoirs and diversion points (e.g., for the Los Angeles Aqueduct), and the river's mouth at Owens Lake. The river drains the Crowley Lake Watershed (USGS HUC 18090102) of and the north portion of the Owens Lake Watershed (USGS HUC 18090103) of .


Game Link Cable

The Nintendo Game Link Cable is an accessory for the Game Boy line of handheld video game systems, allowing players to connect Game Boys of all types for multiplayer gaming. Depending on the games, a Game Link Cable can be used to link two games of the same title, like "Tetris", or two compatible games like "Pokémon Red" and "Blue". Games can be linked for head-to-head competition, cooperative play, trading items, unlocking hidden features, etc.
First generation.
The first generation Game Link Cable (model DMG-04) was released alongside the original Game Boy and has "large" connectors on both ends. It can only be used to link two original Game Boy consoles to play Game Link-compatible games, usually denoted by a "Game Link" logo (often read as "Game Boy Video Link") on the packaging and cartridge.
A select few Game Boy games, such as F-1 Race, supported multiplayer modes for up to four players, although this requires the use of up to three additional Game Link cables and the Game Boy Four Player Adapter (model DMG-07).
After the release of the Game Boy Pocket, Nintendo started using a smaller Game Link connector (See "Second generation" below) and released an adaptor called the Game Link Cable Adaptor (model MGB-004) which could be used in conjunction with the original Game Link cable (model DMG-04) to allow an original Game Boy to connect to a Game Boy Pocket/Color.
Second generation.
The second generation started with the release of the Game Boy Pocket which used a much smaller Game Link connector than those used on the original Game Boy. Although the pin assignment and basic port shape remained the same, its much smaller size necessitated the release of new Game Link Cables.
The second generation Game Link Cables came in a few varieties, but each serves the same purpose. The first was called the Game Boy Pocket Game Link Cable (model MGB-008), and was designed to be used with the Game Boy Pocket. The MGB-008 was the only Game Link cable to be white in color, and may have only been released in Japan. The MGB-008 features the smaller second generation connectors on both ends, allowing two Game Boy Pockets to link.
The next cable in this generation is called the Universal Game Link Cable (model MGB-010). It features the smaller second generation connector on one end, and the cable splits into both a second generation and first generation connector at the other end (although only one connector at this end can be used at any given time). This link cable was included with the Game Boy Printer in the USA and Europe but does not appear to have been available to buy separately.
After the Game Boy Pocket came the Game Boy Light (a backlit Game Boy Pocket only released in Japan), and the Game Boy Color, all share the same link cable port design, and Game Boy Color games and original Game Boy games can both use a second generation cable. Therefore, the Game Boy Color is compatible with the MGB-008 and MGB-010. Despite this, the Game Boy Color did receive its own designated link cable, the Game Boy Color Game Link Cable (model CGB-003), however it was functionally identical to the MGB-008.
Nintendo also released a small adaptor called the Universal Game Link Adapter (model DMG-14) which features a small second generation socket and a first generation plug. The adapter can be used in conjunction with either the MGB-008 or the CGB-003 and features a thin plastic harness allowing it to be clipped on to either cable. In the USA and Europe, Nintendo released the CGB-003 and DMG-14 as a set called the Universal Game Link Cable Set. As the set includes both the CGB-003 cable which features the smaller second generation connectors at both ends, plus a removable DMG-14 first generation adapter, it allows the connection of either two Game Boy Pocket/Colors, or one original Game Boy and one Game Boy Pocket/Color.
The Super Game Boy 2 also shares the same smaller style link cable port and therefore uses the same cables and adapters.
Third generation.
The third generation started with the release of the Game Boy Advance which was released alongside its own link cable called the Game Boy Advance Game Link Cable (model AGB-005). It features yet another new type of link cable port which is used on the Game Boy Advance, Game Boy Advance SP and Game Boy Player.
A small hub is included in the middle of the cable, which allows a second Game Link cable to be branched off of the first, and in turn, a third game link cable can be branched off of the second. This provides connections for four consoles in total, meaning games can be played with up to four players. The order in which the cables are connected to one another determines which player is which; the first player always connects through the purple end of a game link cable, and all of the others through the grey ends, due to the design of the plugs and receptacles.
The port design on the third generation is almost identical to the second generation link cable ports except that it adds an extra protrusion on the plug and a notch on the socket to prevent a Game Boy Advance Game Link cable from being accidentally inserted into older model Game Boy systems. The almost identical shape of the port allows the Game Boy Advance, Game Boy Advance SP and Game Boy Player to accept all the second generation Game Link Cables, but only for backward compatibility between Game Boy and Game Boy Color games. The second generation Game Link cable cannot be used to link Game Boy Advance games, but through an undocumented technique third generation Game Link Cables can still be used to link Game Boy or Game Boy Color games by using two cables, chaining them into a loop, and using the grey ends to connect to each system.
The e-Reader also uses the third generation link cable port, but since it is incompatible with Game Boy and Game Boy Color games, it is not backwards compatible with the second generation Game Link Cable.
Also compatible with Game Boy Advance, Game Boy Advance SP, and Game Boy Player is the Game Boy Advance Wireless Adapter (model AGB-015). The adapter allows up to five players to link for multiplayer gaming, although it is capable of linking up to thirty-nine copies of "Pokémon FireRed" and "LeafGreen" in a virtual in-game lobby called the "Union Room". Unlike the AGB-005, the wireless adapter is not compatible with all Game Boy Advance multiplayer games. Only certain games feature specific support for the AGB-015.
Fourth generation.
The fourth and last generation Game Link Cable, called the Game Boy Micro Game Link Cable (model OXY-008), was designed specifically for use with the Game Boy Micro. The Game Boy Micro features an even smaller link cable port than the Game Boy Advance, so it too requires its own Game Link Cable. The link cable features a fourth generation connector on each end which allows two Game Boy Micros to link. Alternatively, the Game Boy Micro Game Link cable can be used in conjunction with the Game Boy Micro Converter Connector (model OXY-009) to link one Game Boy Micro and one Game Boy Advance or Game Boy Advance SP. Like the Game Boy Advance Game Link Cable, the Game Boy Micro Game Link Cable features a link cable port in the middle, used to receive additional cables to connect up to four players at once.
Also compatible with the Game Boy Micro is the Game Boy Micro Wireless Adapter (model OXY-004). The OXY-004 is compatible with all the same games as the AGB-015 and can communicate with the AGB-015 wirelessly to link one or more Game Boy Micros and one or more Game Boy Advance or Game Boy Advance SP systems.
Other Link Cables.
A Game Link Cable was sold for the Virtual Boy (model VUE-004) through Nintendo directly.
The Nintendo GameCube–Game Boy Advance link cable (model DOL-011) is a link cable that links the GameCube to the Game Boy Advance, the Game Boy Advance SP, the e-Reader, or even a second GameCube via the Game Boy Player. The Game Boy micro is not compatible due to its different connector. The original Wii, however, is compatible with the cable due to the Wii's backwards compatibility with GameCube games and controllers.


Jonas Chickering

Jonas Chickering (April 5, 1798 – December 8, 1853) was a piano manufacturer in Boston, Massachusetts.
Jonas Chickering was born in Mason Village, and raised in nearby New Ipswich, New Hampshire where his father Abner Chickering kept a farm and worked as a blacksmith. Chickering apprenticed three years as a cabinet maker with John Gould.
In 1818 Chickering removed to Boston with Gould's permission, working for cabinet-maker James Baker, but one year later began working for pianomaker John Osborn at 12 Orange Street. In 1823, Chickering formed a partnership with pianomaker James Stewart; they produced 15 pianos the first year at workshops at 20 Common street and sold their first piano on June 23, 1823 for $275.
Stewart & Chickering dissolved after four years, and in 1830 Chickering became associated with John Mackay, a merchant, as well as organ and pianomaker who had worked with Alpheus Babcock, doing business as Chickering & Co. at 416 Washington street. In 1837 Chickering & Mackays (with Mackay's son William H. Mackay) built a new five story factory, with warerooms and a small concert hall, at 334 Washington Street, and warehouse at Franklin square.
John Mackay was lost at sea February 1841, and Chickering mortgaged the factory and bought out his and William H. Mackay's shares in installments. The Washington street factory burned December 1, 1852 putting out over 200 workmen and amounting to $250,000 loss, as well as all the tools and patterns, and a nearly completed prototype for a grand piano (later indicated as being overstrung). Chickering organized a temporary factory, and began construction of a new steam-powered factory started at 791 Tremont street, designed by Edward Payson to Chickering's specifications.
Chickering died before the factory's completion, on December 8, 1853. Over 800 people, including leading piano manufacturers and many of the societies of which Chickering had been a member, marched in his funeral procession and the mayor of Boston ordered the ringing of the city's church bells.
At the time of his death, Chickering's company had built over 12,000 pianos and was producing about 1,500 a year worth $200,000, almost twice the sales of Timothy Gilbert, his largest competitor in Boston. His pianos at the London International Exhibition of 1851 earned a gold medal with special mention for the grand, which was noted for brilliancy and power as well as its great solidity. Chickering patented single piece iron frames combined with wrest plank bridges and damper guides in square pianos, and with massive wrest plank terminations in grands; Chickering & Mackays were assignees of an action patented by Alpheus Babcock, and licensed actions patented by Edwin Brown and George Howe. Chickering pioneered pronounced curved hammer strike lines in squares which permitted larger hammers, and is also credited encouraging Ichabod Washburn to develop the first music wire produced in the United States.
Chickering, with Henry W. Pickering and Edward Frothingborn incorporated a charter to erect the Boston Music Hall, paid for by subscription and built in 1852. He served as president of the Handel and Haydn Society, and of the Massachusetts Charitable Mechanic Association, which he joined in 1829, until his death.
Chickering married Elizabeth Sumner Harraden November 20, 1823. They had four children: Thomas E. Chickering, C. Frank Chickering, George H. Chickering, and Anna Chickering. Chickering's sons worked as pianomakers, and became partners in the company in 1853 forming Chickering and Sons.


Joseph Anthony Dwyer

Sir Joseph Anthony Dwyer (born 20 June 1939) is a British civil engineer and businessman. He joined Wimpey in 1955 and spent 44 years with the firm, becoming chief executive officer and chairman. Dwyer was responsible for repositioning Wimpey as a housebuilder by swapping its contracting arm for Tarmac's housing division. Wimpey subsequently saw a 30-fold increase in pre-tax profits. Dwyer served as chairman of the British part of TransManche Link, which built the Channel Tunnel and, after his 1999 retirement from Wimpey, served as president of the Institution of Civil Engineers. In the early 2000s he was chairman of the Liverpool Vision urban regeneration company and oversaw £2 billion of capital investment in regeneration projects including refurbishments of Lime Street station and King's Dock and construction of Liverpool Arena. Dwyer was appointed a Deputy lieutenant of Merseyside in 2008 and a non-executive director of Cross London Rail Links in the same year.
Career with Wimpey.
Joeseph Dwyer was born in Liverpool in 1939. He joined the construction firm of George Wimpey in 1955 at the age of 16. Dwyer worked initially as a junior engineer on a site in Liverpool and was responsible for drawing up work schedules. During his early career he enrolled onto a part-time college course, studying three nights a week for five years. With Wimpey Dwyer worked on the refurbishment of the Victorian Cammell Laird shipyards in Birkenhead. During the 1980s he survived a helicopter accident whilst travelling to one of the firm's open-cast coal mining operations. For a time he was feared dead as his accident was confused with another on the same day that killed a family travelling to Alton Towers.
In the early 1990s Dwyer was appointed head of the British Contractors Group, part of TransManche Link - the Anglo-French consortium formed to build the Channel Tunnel. He clashed occasionally with Sir Alastair Morton, chairman for the client Eurotunnel, but later denied there was any animosity between the two.
Dwyer served as chairman and chief executive officer of Wimpey. He became convinced that contracting was a "mug's game" with high risk and low reward and sought to reposition the firm as a more profitable housebuilder. Dwyer was seen as the mastermind behind Wimpey's £700 million asset swap with Tarmac: Tarmac received Wimpey's construction and materials operations in exchange for its housebuilding division. Wimpey subsequently became a major housebuilding firm and saw pre-tax profits grow from £15 million to £451 million. Dwyer left Wimpey in 1999; the same year that Tarmac demerged its construction operations to form Carillion (which entered liquidation in 2018).
Later career.
After his departure from Wimpey Dwyer was appointed chairman of the Liverpool Vision urban regeneration company. This company was established to provide an economic stimulus for the regeneration of the city which had declined in population from one million people to around 400,000 and gained a reputation for high unemployment and crime rates. Dwyer was responsible for bringing Tesco CEO Terry Leahy onto the board and led a £2 billion programme of capital investment. Under his leadership Liverpool Vision refurbished Lime Street station, regenerated King's Dock and established a training scheme to accommodate 2,000 apprentices a year. Dwyer was responsible for the cancellation of the Fourth Grace landmark building scheme, designed by Will Alsop, on cost grounds. This decision led to the resignation of Labour politician Joe Anderson from the board of Liverpool Vision. Dwyer was also responsible for the decision not to proceed with the construction of a new stadium for Everton F.C. at King's Dock. Dwyer believed the stadium should have been owned and operated by the public sector and also had concerns that Everton could not raise the necessary capital investment to proceed with the scheme. He instead proceeded with a project to construct the Liverpool Arena on the site as a venue for smaller sporting and musical events. Dwyer was made a Knight Bachelor in the 2001 Birthday Honours for his services to Liverpool Vision.
Dwyer was also involved in several professional societies and served as president of the Chartered Institute of Building. In 1997 he was elected a Fellow of the Royal Academy of Engineering (FEng, later FREng). In 1999 he was appointed to an Institution of Civil Engineers (ICE) working party to manage the integration of the Board of Incorporated & Engineering Technicians (BIET) into the ICE. This was a difficult task as although members of the BIET did not want full chartered engineer status they complained that the associate and technician membership grades had little influence within the institution. Dwyer was appointed president of the ICE for the November 2000 – November 2001 session.
On 23 July 2008 Dwyer was appointed as a non-executive director of Cross London Rail Links, the company set up to manage the construction of Crossrail in the capital. In the same year he was appointed Deputy lieutenant of Merseyside.
References.


Bethany Edmunds

Bethany Matai Edmunds (born 1978) is a New Zealand Māori weaver, textile artist, museum professional and hip hop lyricist. She is affiliated with Ngāti Kurī iwi. Her works are held in the collection of the Auckland City Gallery.
Biography.
Edmunds was born in 1978. She has a Bachelor of Applied Arts: Māori Design and Technology and while studying received tutoring from the renowned cloak weaver Nikki Lawrence. Edmunds went on to study at New York University where she gained a Master of Arts degree. She investigated the conservation, storage and display of Māori cloaks across four museums in the United States of America. While in American she was chosen to work as an intern at the National Museum of the American Indian. She has worked for the Auckland War Memorial Museum as a youth outreach programmer and has also been involved in the museum's Te Awe project. Edmunds also works to ensure the survival of korowai (cloak) weaving.
Art.
Edmunds is a multidisciplinary artist, with weaving being an integral part of her practice. She uses the knowledge she has obtained from both her Māori and Pākehā heritage to interpret her traditional knowledge into contemporary artworks. Artworks created by Edmunds are held in the collection of the Auckland City Gallery. She has exhibited her art around New Zealand and internationally. She is a member of The Pacific Sisters, an art collective of Māori and Pacific women.
Edmunds is also a hip hip lyricist. She uses the name Miss b.Me and is a member of the band Kinaki.


Louis Thomassin (archetier)

Louis Thomassin (1856–1905) was a French bow maker, or "Archetier".
He learned his craft in Mirecourt where he worked for the Bazin Family. In 1872 he went to Paris to work for François Nicolas Voirin and carried on Voirin's shop after his death.
He established his own workshop in Paris in 1891.
His son and pupil, Claude, also made fine bows in Paris, based on Voirin's model.
Louis Thomassin's branded bows are of beautiful and of consistent quality. Unfortunately his production was not extensive.


Ann Shoebridge

Ann Georgina Shoebridge is an Australian milliner. She was born in Melbourne, and now lives in Sydney.
Her work has been shown at the Sherman Contemporary Art Foundation, and the National Gallery of Victoria.
Shoebridge's hats are held in the National Gallery of Victoria collection, and have been presented at the Art Gallery of New South Wales.
She was a 2013 finalist for Hat Designer of the year.


Meatchopper coupling