Isaac Moillon

Isaac Moillon (8 July 1614, Paris - 26 May 1673, Paris) was a French Baroque painter of scenes from mythology and the Bible. He also designed tapestries. His work was forgotten after his death, until interest was revived in the 1980s.
Biography.
His father, the painter Nicolas Moillon (1555-1619), died when he was only five years old. Shortly after, his mother married another painter, , who specialized in still-lifes. His sister, Louise Moillon, would become one of the best known still-life painters of that period. Despite the intense religious situation at that time, both he and his sister remained Protestants.
His first works date from 1634 to 1637. Between 1638 and 1640, he created decorations, mostly of a military nature, in the Hôtel Bautru, an hôtel particulier, under the direction of its architect, Louis Le Vau and the Master Builder Michel Villedo, in the Rue Croix-des-Petits-Champs. It was demolished in 1823 to make way for the new Galerie Vivienne. His fame at the time rested largely on murals depicting Christ as a healer, made at the Hôtel-Dieu de Beaune (now the Hospices de Beaune) in 1646. He was named a member of the Académie royale de peinture et de sculpture in 1655.
As a painter to the King, he created several designs for tapestries, including a few on the history of Achilles, that were woven at the Aubusson manufactory. Some are kept at the Hospices de Beaune, along with miniatures depicting scenes from the life of Christ. A series on Ulysses may be seen at the . The in Aubusson has nine pieces on Dido and Aeneas. Seven on the "Illustrious Women of Antiquity" are at the in Vaucluse.


Leigh Magar

Leigh Magar is a milliner in Charleston, South Carolina and the owner of Magar Hatworks. She makes a range of custom hats from simple fedoras to more elaborate and theatrical ones, such as those worn at the Kentucky Derby. Her work is sold at Barneys and Tokyo retailer Isetan. Her husband, Johnny Tucker, is an architect.
Magar grew up in Spartanburg and began sculpting in high school. She enrolled in the millinery program at the Fashion Institute of Technology in Manhattan, New York City, "where she financed her studies by working as a live-in housekeeper and assisting Harlem, New York hatmaker Rod Keenan" and then moved back to Charleston in 1996. After a while she opened an atelier on upper King Street, producing work for high-end retailers and custom work for locals (and local celebrities like Christina Aguilera and Michael Stipe. She was named women's entrepreneur of 2009 by "Country Living".


Long Branch station (Maryland)

Long Branch is a light rail station that is currently under construction in the Long Branch neighborhood of Silver Spring, Maryland. It will be part of the Purple Line in Maryland. The station will be located at Arliss Street and Piney Branch Road, adjacent to the Long Branch Library.
History.
The Long Branch station is expected to open to the public in June 2023.
Station layout.
The station consists of an island platform on the south side of Arliss Street, just west of Piney Branch Road.


Frank Passa

Frank Passa (1916–2001) was an internationally known American maker of bows and violins (archetier and luthier).
A native of New York City, Frank Passa was born in 1916 to poor Sicilian immigrants. He was a pupil of Simone Fernando Sacconi a very talented violin maker from Italy. Sacconi and his shop (Rembert Wurlitzer Co.) helped develop many of the modern techniques of restoration that are still being used today. About a dozen pupils of his spread out across the United States, and Frank was one of them.
Frank served in the Army during World War II and then began his career in San Francisco crafting and restoring violins and bows, a job he kept for 51 years until he was forced to retire in 1999 due to illness.
Mr. Passa was also a member of the Family Club of San Francisco and the Entente International Society of Violin and Bow Makers.
"Passa was for many years the best known violin dealer and expert in San Francisco. He had studied bow making with the great Emile Auguste Ouchard as well as Bernard Millant while he was working in New York City.
He later passed on this valuable knowledge on to younger bow makers such as Morgan Andersen."
He died September 11, 2001 in Santa Rosa after a long illness. He was 85.
"Frank Passa was one of the elite American bow makers, who worked in the French tradition of bow making. His work is outstanding."


Mine Squadron 7

Mine Squadron 7, (full: "Commander, Mine Squadron 7", or alternately Mine Squadron SEVEN) is the designation for a United States Navy minelaying and retrieval command and unit. COMINRON SEVEN was assigned to the United States Pacific Fleet from some time before 1943 (exact date is unknown) until the unit's decommissioning in 1968. The word Commander in the unit's nomenclature refers both the entire unit, the headquarters section, and to the actual commanding officer.
Mission and responsibilities.
Mission of Commander Mine Squadron Seven.
The mission and responsibilities of COMINRON SEVEN's command were:
Exercise operational control; coordinate shakedown and refresher training; coordinate activation and inactivation of ships assigned to Mine Squadron 7; conduct type training and support inter-type training for ships of Mine Squadron 7; provide ships and services to other commands; conduct trials and tests of Mine Squadron 7 ships, mines, and equipment; lay, actuate and recover mines; conduct training of personnel assigned; carry out special assignments as directed; emphasize maintenance and repair of Mine Squadron 7 ships and equipment in order to insure a high state of combat readiness; conduct training in defense against atomic (including radiological), bacteriological and chemical warfare and provide forces for search and rescue as required.
Mission of other ships attached to Mine Squadron 7.
 and were inshore minesweepers. Their mission was to sweep sea mines. They were capable of sweeping magnetic, acoustic, combination magnetic-acoustic and contact sea mines in water as shallow as five fathoms. They operate within the Mine Force as "in service" craft. They also acted as danning ships.
USS Greer County.
The mission of was to provide mobile logistic support for minecraft. The ship carried machinery, repair parts, electrical repair parts and tubes, minesweeping spares, GSK material provisions, the ship's store stock, clothing and small stores. The ship also functioned as the flagship for Commander Mine Squadron 7.
USS Mulberry.
The mission of was to transport, lay and recover mines and buoys. "Mulberry" was capable of laying, maintaining and recovering anti-submarine nets and associated harbor defense equipment, and operated as net gate ship.
WWII history.
Mine Squadron 7 was established at an unknown date. Records available at this command (located at Long Beach Naval Station) begin January 1943.
In January 1943 Commander Mine Squadron 7, homeported in Norfolk, Virginia, and commanded by Captain A. G. Cook, Jr., was composed of approximately thirteen ships of the AM (Minesweeper) and DMS (Destroyer Minesweeper) class. COMINRON SEVEN at this time was undergoing intensive training of fire spotting practice, maneuvers and escort work. The feasibility of these ships for anti-submarine work was being tested and the anti-aircraft armament was being increased.
In June 1944 COMINRON SEVEN was deployed off the shores of France, engaged in minesweeping operations and participated in the invasion of France in June 1944. The squadron lost several ships sunk by mines and torpedoes.
In July 1944 ships of COMINRON SEVEN swept enemy mines along the south coast of England, operating under Commander Task Force 125 and Commander Task Force 129 and further participated in the Bombardment of Cherbourg.
In September 1944 Commander Mine Squadron 7 as Commander Task Unit 80.10.3 composed of Mine Divisions 16 and 21, ten YMSs (Auxiliary Motor Minesweepers), three SCs (Submarine chasers), and twelve LCVPs, operated in the Marseille, France, area carrying out the tasks of harbor clearance and clearance of Port St. Louis, and canal, and other channels and areas.
In October 1944, having completed all clearance commitments at Marseille during September, COMINRON SEVEN continued daily maintenance sweeps of approach channels and anchorage areas.
In November 1944 Commander Mine Squadron 7 operated under Commander 8th Fleet with Mine Division 21 remaining at Bizerte, Tunisia, for maintenance and training while the squadron commander (temporarily aboard ) supervised sweeping operations in the Cannes, Golfe-Juan area, and another group assisted ships of Mine Division 32 in sweeping the Tunisian war channel. At this time COMINRON SEVEN was assigned the additional duty of Commander Escort Sweeper Group, Eighth Amphibious Force.
During December 1944 Mine Squadron 7 was operating on several commitments under commander 8th Fleet. One group of ships of Mine Division 21 were undergoing repairs and maintenance, while the others were sweeping in areas off southern France and Magdalena. Ships of Mine Division 18, composing the other divisions of MinRon 7, were operating at Bizerte undergoing repairs for return to the United States, departing the latter part of the month. While at Bizerte during the period 24 November to 24 December 1944, COMINRON SEVEN served in the additional capacity of Commander Escort Sweeper Group, 8th Fleet, and had charge of all U.S. naval sweeping units of the Mediterranean theatre.
During January 1945 COMINRON SEVEN was engaged in supervising and coordinating sweeping operations and furnishing supplies to all minesweeping units operating under Amphibious Force, 8th Fleet. These units were composed of ships of Mine Divisions 21 and 32, and YMSs.
During February 1945 COMINRON SEVEN was engaged in supervising and coordinating all sweeping operations and distribution of supplies, mail and personnel to all minesweeping units operating under Commander Amphibious Force, 8th Fleet.
Post-war structure.
Mine Squadron 7 was disestablished in 1946 and reestablished at unknown date, the earliest records available after disestablishment being in late 1954.
From 1954 to 1956, Mine Squadron 7 was composed of:
Post-war history and organization.
In 1956, several MSFs were decommissioned or redeployed. The entire Squadron was reorganized. MSCs from Mine Division 92 became the new Mine Division 71, while MSCs from Mine Division 94 became Mine Division 72, and MSCs from Mine Division 96 became Mine Division 73. "Shea", assigned to COMINRON SEVEN was decommissioned in early 1958. "Greer County" and "Mulberry" remain part of COMINRON SEVEN. Since becoming Mine Squadron 7's Flagship in late 1956, "Greer County" participated in various local and interservice operations, including PACMINEX of 1957, 1958, and 1959, PACPHIBLEX of 1958 and 1959, and operated with COMINDIV 73 in exercise PACSWEEPEX 3. "Mulberry", being the only minelayer in EASTPAC, has participated in many exercises and operations in the capacity of mine/buoy layer and recoverer. Those operations included fleet service mine tests, all PACMINEXs and PACPHIBLEXs.
Mine Division 71.
COMINRON SEVEN received two new prototype inshore minesweepers for evaluation; "Cove" (MSI-1) in November 1958, and "Cape" (MSI-2) in February 1959. "Cape" had an allowance of eighteen enlisted personnel and three officers and can remain at sea for a period of 5–7 days. "Cove" participated in PACMINEX 2–59. Both vessels underwent mine countermeasures refresher training. In 1952, Mine Division 71 became Mine Division 92. From July 1954 until July 1955, this division was employed in type training in the Long Beach, California area under operational control of Commander Task Group 59.2. During this period, much time was spent in the Naval Shipyard to correct design faults of these new type ships.
In July 1955, Mine Division 92 deployed to the Western Pacific and reported to Commander Mine Flotilla 1 for operational control. Type training was conducted off the coast of Korea. In February 1956, the division returned to Long Beach. From then until January 1958, the division operated in the Long Beach area conducting type training. In April 1957, all ships visited Acapulco, Mexico. Also in April 1957 and in conjunction with a reorganization of the Mine Force, Pacific Fleet, Mine Division 92 became Mine Division 71. In January 1958, the division again deployed to the Western Pacific for operations under operational control of Commander Mine Flotilla 1. The division returned to Long Beach in July 1958. In September, all ships participated in the minesweeping phase of an amphibious exercise at Oceanside, California. The remainder of 1958 was spent in holiday leave and upkeep.
Mine Division 72.
Mine Division 72 was reinforced with five non-magnetic wooden-hulled s. They were , , , , and . These ships were constructed on the West Coast of the United States and were commissioned in late 1954 and early 1955. The ships were originally assigned to Mine Division 94, however in 1957 that unit was merged into Mine Division 72. Originally the ships were commissioned as "AM" with their particular hull numbers assigned. On 1 January 1955 the ships in Mine Division 72, as with other ships of their type, were redesignated MSO (Minesweeper Ocean).
Mine Division 73.
Mine Division 73 was composed of , , , and . They were commissioned in the summer of 1955, spring and summer of 1956. Mine Division 73 came into being in January 1957. In February 1957, Mine Division 73 was making preparation for deployment to the Western Pacific, departing Long Beach on 4 March 1957. Routine minesweeping operations and several joint minesweeping exercises with the Chinese and Korean navies were conducted while deployed. The division left the shipyard in February 1958 and underwent refresher and mine countermeasures training.
Decommissioning.
Commander Mine Squadron 7 was located in Building 145, Long Beach Naval Station, when it was disestablished on 1 June 1968.


Bombay Engineer Group

The Bombay Engineer Group, or the Bombay Sappers as they are informally known, are a regiment of the Corps of Engineers of the Indian Army. The Bombay Sappers draw their origin from the erstwhile Bombay Presidency army of the British Raj. The group has its centre in Khadki, Pune in Maharashtra state. The Bombay Sappers have gone on to win many honours and awards, both in battle and in peacetime, throughout the 19th and 20th centuries, both before and after Independence. The gallantry awards won include the British Victoria Cross and the French Legion of Honour before independence, as well as the Param Vir Chakra and Ashok Chakra as part of Independent India. The Group has also made its mark in peacetime activities such as sport, adventure, disaster relief, aid to civil authority and prestigious construction projects.
History.
The Bombay Sappers draw their origins back to the late 18th century when the British had become a new force in the politics of India which then consisted of a large number of kingdoms and fiefdoms; the principal ones being the Maratha confederacy, Mysore, Hyderabad and Berar, with British presidencies at Bombay, Madras and Bengal in addition to their factories at Surat. The British engaged in conflict with Tipu Sultan and later the Marathas, which along with diplomatic measures resulted in British overlordship over large parts of India.
The earliest instance of recruitment of native sappers was the formation of a company of "Pioneer Lascars", comprising 100 men, in 1777 by Major Lawrence Nilson, the first Chief Engineer of the Bombay Presidency. Over the next few years, these newly born Lascars saw action mostly in skirmishes with the Marathas. Soon after being recognised as a Pioneer Corps in 1781, they participated in 1782–84 expedition to the Malabar coast against Tipu Sultan's forces in the Second Mysore War and also saw action in the Third Mysore War, when they served at Calicut and at the first siege of Seringapatam.
In 1797, the Bombay Pioneer Corps was organised afresh with four companies of 100 men each, under Captain-Lieutenant Bryce Moncrieff (Bo.E.) into which the Pioneer Lascars were wholly absorbed. The Bombay Pioneers rendered sterling service in road construction and survey of the Malabar and Kanara for some years, in the midst of which they participated with merit in the Fourth Mysore War (1799), participating in the defense of Manatana, Battle of Seedaseer and the siege and capture of Seringapatam. The Bombay Pioneers next saw service in 1803 during the Second Maratha War under Sir Arthur Wellesley, later the Duke of Wellington, excelling at Gawilgarh and rendering sterling service in the many campaigns by maintaining lines of communication and helping the heavy cannons reach the battlefield.
The successful defeat of Maratha ambitions South of the Vindhyas was followed by stringent economisation in 1807 which found the Bombay Pioneers reduced to only one company, till, in 1812, the inescapable demands of a vibrant and growing Presidency led to the Corps being increased to a strength of four companies, Numbers 1 to 4. Soon after during the Third Maratha War (1818–1820), the four companies paid a vital role in the capture of the erstwhile Peshwa's territories by the reduction of as many as 33 forts in the Konkan, Khandesh and Deccan. Impending operations in Central India led to the Corps being expanded to six companies in 1819 and to eight companies in 1822 when they were officially recognised as a battalion.
Besides the Bombay Pioneers, a separate company of Engineer Lascars had been raised in 1820 and designated as 'Sappers and Miners Company'. This field company was the first Bombay Sapper unit to proceed abroad when in 1821 it sailed for operations against pirates on the Arabian coast and earned for itself the first battle honour of the Corps, "Beni Boo Alli". In 1826, a second company was raised and the 'Sappers & Miners' made into the "Engineer Corps" in 1829.
Earlier, in 1803, a pontoon train had been raised by the British at Bombay to help with the crossing of the rivers of the Deccan in monsoon. This proved unable to keep up with the swift movement of infantry and cavalry characteristic of Sir Arthur Wellesley's manoeuvres, but later proved to be useful for operations in Gujarat. This too was merged with the Engineer Corps.
In 1830 the Bombay Pioneers were reduced from eight to six companies and the pioneer companies merged into the Engineer Corps. The Engineer Corps was reduced in strength yet again in 1834 as part of a general retrenchment to just one Sapper & Miner and three Pioneer companies. Soon after in 1839, the Bombay Engineer companies took part in operations in Afghanistan, distinguishing themselves at Ghuznee and Khelat.
In 1840, all the pioneer companies were converted into Sappers & Miners and the 'Engineer Corps' renamed as the "Bombay Sappers & Miners". The Corps took part in many operations both in India and abroad, the long list of battle and theatre honours earned giving an idea of the sterling service rendered by the Corps both in peace and war. In the 19th century and prior to World War I, the Bombay Sappers served in Arabia, Persia, Abyssinia, China, Somaliland; in India fought in the Mysore, Maratha and Anglo-Sikh Wars; fought in the aftermath of the "Mutiny" in Mhow, Jhansi, Saugor and Kathiawar and many times over in the Punjab, North West Frontier Province and Afghanistan.
In the 1903 reorganisation of the Indian Army, the Corps was renamed in the newly unified Indian Army as the "3rd Sappers & Miners". A mistaken interpretation of the historic records led to the Bombay Sappers being considered as junior to the Madras and Bengal Sappers whereas they could trace an unbroken descent from before the Madras or Bengal Sappers were formed; the case for reversion being taken up a number of times unsuccessfully, presumably due to inadequate records of the services of the Corps in the late 18th century.
The Bombay Sappers expanded greatly during the 'Great War' to meet a large number of Indian engineer troops required by the Empire. The Bombay Sappers fought against the Germans and the Turks in Europe, Palestine, Mesopotamia, Aden, Persia, East Africa and also in Afghanistan, Baluchistan and the North West Frontier Province, winning as many as 29 battle and theatre honours. The very large losses of 20 and 21 Field Companies in Europe in 1914–15 led to the Malerkotla Sappers & Miners joining the Corps where they remained affiliated till 1945 when all state forces sapper companies were transferred to the Bengal Sappers ostensibly on grounds of administrative convenience.
In recognition of the prodigious contribution of the Bombay Sappers in World War I, the title 'Royal' was bestowed on the Corps in 1921 and they became the "3rd Royal Bombay Sappers and Miners". The numeral "3rd" was removed in 1923 and the Corps became the "Royal Bombay Sappers and Miners" and were so-called right until the end of World War II.
The Second World War once again saw a great wartime expansion and the Bombay Sappers fought the Germans, Italians and the Japanese in Malaya, Singapore, Burma, Abyssinia, Eritrea, North Africa, Syria, Italy and Greece.
After independence, the Group became part of the Corps of Engineers of the Army of independent India. The Bombay Engineers is the only engineers who have the Parachute Field Company that is 411 (Independent) Parachute Field Company of 50th (Independent) Parachute Brigade situated in Agra.
Lineage.
The Bombay Sappers & Miners emerged from the amalgamation of two lineages, firstly, that of the Pioneer Lascars, raised in 1777, and secondly, the Sappers & Miners, raised in 1803 as a Pontoon Train.
Battle and Theatre honours.
The list of battle and theatre honours of the Bombay Sappers are as follows:
Regimental details.
Class composition.
The Group presently has the following class composition:
Centre.
The training centre, titled Bombay Engineer Group and Centre, is located in Khadki near Pune, Maharashtra.


Dominion station

Dominion is a station on the transitway in Ottawa, Ontario. It is located north of the western edge of Westboro village, where the below-grade transitway segment joins the Sir John A. Macdonald Parkway. The station is named after nearby Dominion Avenue.
Opened on 29 November 1999 as an intermediate station between the long-established Lincoln Fields and Westboro stations, Dominion Station consists of two bus shelters and a grade level crosswalk rather than a true station with platforms. It has no connections to local routes but is actually very close (225m) to the commercial strip on Richmond Road in Westboro village and Westboro Beach.
It serves a primarily residential neighbourhood which previously had only Frequent Route 11 service on Richmond Road for regular transit service. The Académie de Formation Linguistique building at 495 Richmond Road (the former Denis Coolican Building, originally operated by the City of Ottawa) is also served by this station.
This stop is also used frequently by cyclists as there are two bike pathways – one on each side of the parkway – which is part of a large network of cycling paths in the city.
During the summer months, the westbound stop is closed from 9:00AM to 1:00PM on Sundays due to the Alcatel Sunday Bike events, when the Parkway is closed westbound while cyclists use the roadway. Buses travel on Richmond Road, Woodroffe Avenue and Carling Avenue instead. During the detour, a bus stop at the corner of Richmond Road and Golden Avenue is used in lieu of the regular stop at Dominion Station. Eastbound service is not affected by the detour.
Plans to extend the Confederation Line west to Lincoln Fields and Bayshore Shopping Centre would include construction of a proper, complete rapid transit station for Dominion.
The City proposed changing the name of the station to Kìchì Sìbì to better associate it with the Kitchissippi Lookout on nearby Westboro beach upon inclusion in the Confederation Line Stage 2 expansion. The name, along with the rest of the Stage 2 station names were open to public review until August 26, 2020.
Service.
The following routes serve Dominion station as of October 6 2019:


Francisco J. Serrano

Francisco J. Serrano y Alvarez de la Rosa (March 12, 1900 in Mexico City – December 3, 1982 in Mexico City) was a Mexican civil engineer and architect.
Serrano studied civil engineering and afterwards architecture at the Universidad Nacional Autónoma de México (UNAM), where later taught as professor of civil engineering and architecture, and researched influences of climatic phenomenons on architecture. His son J. Francisco Serrano Cacho became also a notable architect.


Donzelague (harpsichord makers)

The Donzelagues were a family of harpsichord makers in southern France in the 17th and 18th centuries.
Known builders of the family.
Francois Donzelague was born in Bruges, Flanders, but moved to Aix-en-Provence to practice his trade. Otherwise, little is known of him.
Pierre Donzelague (born in Aix-en-Provence 1668, died in Lyon 1747), the son of Francois, set up shop in Lyon in 1688. He was known to be a performing cellist, gambist and singer at the opera in Lyon as well as an instrument maker. The last archival reference to Pierre is a 1750 advertisement offering several grand harpsichords by Donzelague for sale in Lyon, and it has been speculated that this represents liquidation of the Donzelague estate after his death.
Surviving instruments.
A well known, and often copied, double manual instrument dated 1716 by Pierre Donzelague is preserved in the Musée des Arts Décoratifs in Lyon. The instrument bears several hallmarks of Parisian instruments, including a half-curved/half-straight bentside. The full five octave rage presents at an earlier date in this instrument than in any extant instrument from Donzelague's more cosmopolitan contemporaries in Paris, opening the question of whether he was one of the instrument's innovators.
The 1716 instrument is the only instrument that can definitively be attributed to a member of the Donzelague family, but a further seven instruments have been possibly attributed to them as well, most of which are in private collections.


Grand Central Palace

The Grand Central Palace was an exhibition hall in Midtown Manhattan, New York City. The name refers to two structures, both located on Lexington Avenue near Grand Central Terminal.
The original structure was a six-story structure built in 1893 between 43rd and 44th Streets. It was demolished during the construction of Grand Central Terminal, and a new 13-story structure was constructed between 46th and 47th Streets. The second Grand Central Palace was designed by Grand Central Terminal architects Warren and Wetmore and Reed and Stem in the Beaux-Arts architectural style, and had almost twice as much room as the original structure. The Palace served as New York's main exposition hall from 1911 until 1953, when the exhibition space was replaced by office space for the Internal Revenue Service. The building was demolished starting in 1964. Throughout its history, the Grand Central Palace hosted auto, boat, flower and trade shows, though parts of the Palace were used as office space. The first Palace was also used as a temporary railroad terminal during the construction of Grand Central Terminal in the 1900s.
History.
Original structure.
The original Grand Central Palace was constructed in 1893 on the block bounded by Lexington Avenue, Depew Place, and 43rd and 44th Streets. At the time, Depew Place was an alley located west of Lexington Avenue, which formed the eastern boundary of Grand Central Depot to the west. The original Palace, a six-story structure made of brick, contained of floor space.
The land under the original Grand Central Palace was originally owned by the estate of the entrepreneur Robert Goelet, who died in 1899. His will prohibited the sale of the land on which the Palace was located. In 1902, in preparation for Grand Central Terminal's construction, the trustees of the Goelet estate offered the land to the New York Central Railroad, operator of Grand Central Depot, for use as the site of a proposed new post office. However, the land would have to be acquired through condemnation of the site. New York Central bought two blocks of land east of the future terminal, bounded by Lexington Avenue, Depew Place, and 43rd and 45th Streets, in December 1904. This land acquisition included the Grand Central Palace. After the land acquisition, New York Central continued to receive bookings for events at Grand Central Palace.
As Grand Central Terminal was being completed and the New York Central's steam-railway lines into Grand Central were electrified, the railroad's commuter rail lines moved their operations to a temporary station under Grand Central Palace. The temporary station had fourteen tracks, ten of which were electrified with third rail. The Hudson Line was the first to be electrified, on September 30, 1906. The temporary station was not ready until November of that year. By that time, trains on the Harlem Line were electrified, and its operations moved to the basement of Grand Central Palace. New Haven Line electric trains started running to Grand Central Palace in October 1907. The Palace was used as the terminal for all three lines while the old Grand Central Station was being demolished in sections, a process that started in 1910.
The original Palace was demolished by 1913 to make way for Grand Central Terminal.
New structure.
A new 13-story building was opened on May 19, 1911. The 13-story building, with twice as much floor space as the previous structure, was located on the west side of Lexington Avenue between 46th and 47th Streets, occupying the air rights over the railroad tracks leading into Grand Central Terminal. The Palace was designed by Warren and Wetmore and Reed and Stem, who had also designed Grand Central Terminal. It was the first structure designed as part of Terminal City, a series of commercial developments that were built after Grand Central's formerly open-air rail yards were covered over. The Palace was New York's main exposition hall until it closed in 1953. Its location and the proximity of Grand Central Terminal spurred the construction of a hotel district in the area.
Alfred I. du Pont and a group of associates took over the Grand Central Palace's lease in May 1918. Subsequently, in August 1918, the building was rented to the U.S. government, which used the structure as a hospital during World War I. The government relinquished the Palace to du Pont's syndicate in April 1919. The following year, du Pont and his associates announced that no new exhibitions would be held in the Grand Central Palace after April 1921, effectively leaving the city without a major exhibition space. The syndicate later clarified that only the International Exposition of Industries would continue to be held in the Palace.
In 1920, the structure's lease was transferred to Robert M. Catts. The following year, Catts proposed $500,000 worth of improvements to the Palace as part of the construction of a $3 million, 18-story office building on an adjacent empty plot. The plan entailed converting the Grand Central Palace into an office building and attaching it to the adjacent structure via an arcade. The main entrance to the remodeled structure would be relocated to Park Avenue to the west, while the floor below, which faced Lexington Avenue, would be converted into retail. The Grand Central Palace would have been renamed the Central Square Building because at the time, there was a "central square" to the west, which abutted the north end of Grand Central Terminal. He formally filed plans for the construction of the annex the next year, and the new 20-story office building was completed by 1923. However, in 1925, Catts dispelled rumors that the Grand Central Palace would be transformed into an office building. Catts's enterprises became insolvent and went into receivership in 1927, though Grand Central Palace continued to host events.
August Heckscher secured control of the Palace's lease in 1923. In the same transaction, he bought other real estate on the same block. A syndicate purchased the Palace in January 1927 with plans to demolish the building and build a Spanish trade center in its place. Though the Count of Peracamps, a Philippine businessman, visited the Palace in March of that year in an effort to promote the proposed trade center, the deal did not go through. Control of the Palace as well as the adjacent Park-Lexington Building was transferred to the publisher Condé Nast in 1928. As part of Conde Nast's purchase of the Palace, the eight upper floors would be turned into sales offices, while the three lower floors would continue to be used as exhibition space.
By 1932, the mortgage covering the Palace and the Park-Lexington Building was being foreclosed upon. In 1933, Heckscher offered to sell the Grand Central Palace to the federal government for $6 million, so it could be replaced with a post office facility. At the time, the Palace was located atop part of the Grand Central Terminal's storage yards, and there was a mail chute from the building to the tracks underneath. Because the New York Central Railroad still owned the land underneath the Palace, if the transaction were successful, only the air rights above the tracks would have been sold.
The onset of World War II in the 1940s caused the suspension of several exhibitions. For instance, in 1941, the National Motor Boat Show was suspended for the first time since 1904. The next year, the International Flower Show was also suspended until the end of the war. In October 1942, the Grand Central Palace was turned into an induction center for the U.S. Army, replacing a center on Governors Island. After more than a half million soldiers had been inducted at the Palace, the last fourteen inductions occurred in September 1945. The induction center was closed soon afterward.
After the war, it was announced that the New York Coliseum, a new exhibition hall being built across town in Columbus Circle, would replace Grand Central Palace as the city's main exhibition hall. By then, the dilapidated facilities at the Grand Central Palace were repelling potential exhibitors. In 1952, the federal government signed a letter of intent to lease the lowest four floors, at the time being used as exhibition space, and converted them into office space for the Internal Revenue Service (IRS). After objections from several exhibition hosts, the New York Convention and Visitors Bureau asked that exhibitions be allowed at the Grand Central Palace until the Coliseum opened in 1956. The federal government initially dropped plans for a lease in February 1953. However, the next month, the federal government signed a lease agreement to convert the four lower floors into of office space. As part of the agreement, shows would continue to be held at the Palace until November 1953, at which point renovations would begin. In the meantime, until the Coliseum opened, exhibitions would be held at the Kingsbridge Armory in the Bronx as well as other armories in Manhattan.
The Grand Central Palace's demise started in 1955, when the entire area around the terminal was opened for development in an attempt to net more money for the struggling New York Central Railroad. By 1957, the du Pont estate proposed constructing five office buildings on a three-block site near Grand Central Terminal that included the Palace. In 1963, it was announced that the Grand Central Palace would be demolished to make way for a 47-story office building being designed by Uris Buildings Corporation, which had acquired the leasehold for both the Palace and a nearby building. Demolition started in June 1964. The site of the Palace is now occupied by 245 Park Avenue.
Design.
The original Grand Central Palace was a six-story brick structure. Its footprint measured and it contained of floor space. The first floor, at ground level, had cafes that flanked the entrance to Lexington Avenue on the east, as well as a large exhibition area. There was a grand staircase to the second floor, which had a three-story-high glass-domed hall with of floor space; the entire level contained a total of . The third and fourth floors were devoted to galleries flanking either side of the second-floor hall, while the fifth and sixth floors formed a "hollow square"-shaped balcony above the glass dome. The interior was lit by more than 4,000 incandescent light bulbs, including seven chandeliers that collectively contained 700 bulbs. More than 50,000 people could be accommodated in the original building simultaneously. The structure had a roof with a seasonal roof garden and a stage. A bridge connected the Palace to the Grand Central Depot, across Depew Place to the west.
The second Grand Central Palace followed the precedent set by the Beaux-Arts architecture of Grand Central Terminal. It contained over of floor area. The Lexington Avenue facade featured a portico supported by four classical columns. The lower three stories were occupied by exhibition spaces with the main exhibition hall on the second and third stories, and the ten upper floors were used for offices.
Events and tenants.
The Grand Central Palace hosted auto, boat, flower and trade shows. The Palace was the main exhibition center for New York City during the first half of the 20th century. By 1927, it hosted two million guests annually. Office tenants in the Palace included the Selective Service and the Internal Revenue Service.
The first exhibitions at the Grand Central Palace were trade shows held in 1893, before the structure was even completed. Upon the Palace's opening in May 1893, the first exhibition held there was the gathering of the New York Press Club. Other early tenants included the flower show, amateur boxing, and exhibits from Catholic school students. However, the structure stood empty for the rest of the year, when it held some exhibits from the World's Columbian Exposition in Chicago. One of the larger events hosted in the first Palace was a Democratic Party political rally in 1900, which was described at the time as "one of the largest ever held in the Grand Central Palace".
The first auto show held in Grand Central Palace occurred in 1907 and was hosted by the Automobile Club of America. At the time, a separate auto show for foreign cars was hosted at the Madison Square Garden. In 1911, the First Industrial Aeroplane Show (now the Industrial Airplane Show), was held in conjunction with the North American International Auto Show at Grand Central Palace. The event ran from December 31, 1910 through mid-January 1911. It was a major event at the time, as many of the public had never seen an airplane. The two auto shows were combined starting in 1913, though the combined auto shows were still split between Madison Square Garden and the new Grand Central Palace.
The Palace was also the site of the Women's Industrial Expositions from 1912 to 1915. The Westminster Kennel Club Dog Show was held at the Grand Central Palace, as well as the Exposition of Architecture and Allied Arts in the late 1920s and early 1930s. The 1927 exposition featured the installation of a Welte-Mignon theater organ in the hall.
The Palace has also been used by the federal government during world wars. In September 1918, during World War I, the Grand Central Palace was leased as "Disembarkation Hospital no. 5" for American Expeditionary Forces returning from Europe. The Palace was used in this way until April 1919. Starting in October 1942, the Grand Central Palace was turned into an induction center for the U.S. Army, being used as such until September 1945.


Number 8 wire

Number 8 wire is a -diameter gauge of wire on the British Standard Wire Gauge that has entered into the cultural lexicon of New Zealand.
Use for farm fencing.
Early farm fences in New Zealand were generally used to protect crops, gardens, and orchards from farm animals, rather than to contain the stock. Fencing methods used were post-and-rail fences, ditch-and-bank fences, stone walls, and hedges, but all proved too expensive to install and maintain to fence entire properties and tended to be unreliable. To prevent stock straying, boundary keepers were employed to patrol boundaries. In the 1850s, heavy annealed iron wire became available for fences, but this wire was very thick and only came in short lengths, was hard to work and to keep taut, and expensive to use. In England, in 1855, Henry Bessemer patented the Bessemer process that led to the mass production of low-cost high-quality steel, leading to the large scale production of affordable lighter gauge steel wire.
The introduction of the new steel fencing wire of various gauges in the 1860s allowed the rapid construction of low-cost fencing and was quickly adopted for use on New Zealand sheep farms. Galvanised number 8 steel wire soon became the preferred standard. These new, lightweight steel wire fences were not suitable for cattle, as cattle would lean over or on the fences and damage or push the fences over. When barbed wire became available in 1879, it was used as the top wire and perhaps a lower additional wire in conjunction with No. 8 wire on fences on dairy and cattle farms to prevent the animals from damaging the fences. This further extended the use of number 8 wire.
From the early 1960s, lower cost and lighter weight but more difficult to work high-tensile 12½ gauge (2.5 mm) steel wire has largely replaced number 8 wire for New Zealand fencing. Since 1976, when New Zealand adopted the metric system, number 8 wire is officially referred to as 4.0 mm gauge wire, although the older term "Number 8 wire" continues to be commonly used.
Number 8 wire in language and culture.
As a consequence of the ubiquitous use of number 8 wire in New Zealand, remote farms often had rolls of number 8 wire on hand, and the wire would often be used inventively and practically to solve mechanical or structural problems other than fencing. Accordingly, the term "number 8 wire" came to represent the ingenuity and resourcefulness of New Zealanders, and the phrase "a number 8 wire mentality" evolved to denote an ability to create or repair machinery using whatever scrap materials are available on hand. New Zealand hardware and DIY store franchise Mitre 10 have adopted "Number 8" as their in house brand for generic hardware supplies and tools.
The Waikato Museum runs an art award named after the wire.


Moline station

Moline station is a proposed train station in Moline, Illinois, for the "Quad Cities" train. Construction has begun, and the station is expected to be completed with rail service by 2019.
In July 2019, a new transportation bill was passed by the Illinois state legislature, supported by Governor J.B. Pritzker, $225M was appropriated to begin this service.
History.
Until 1979, the Rock Island Railroad's "Quad Cities Rocket", served the Quad Cities. However, due to poor on-time performance and deteriorating track conditions, ridership declined substantially, causing the state of Illinois to pull the subsidy keeping the train running, leaving the Quad Cities without passenger rail service.
In 2008, efforts to restore passenger rail service to the Quad Cities were set in motion. In 2010, the City of Moline got a federal TIGER grant for construction of the station. However, in early 2015, Governor Bruce Rauner put all major spending projects under review, including the Chicago-Quad Cities Amtrak line, on hold. Despite this, construction on the station started in 2015, and continued throughout the period the line's future was in question. By June 2016, under threat of losing the federal funding for the line, the state released the matching funds needed to move the project forward. On February 24, 2017, it was announced that the station will be complete in August, with passenger rail service to commence soon thereafter. , no service had yet been scheduled.


Lodewijk van Schoor

Lodewijk van Schoor (c. 1645, Brussels (?) – buried 7 September 1702, Antwerp) was a Flemish painter, draughtsman and designer of tapestries. Van Schoor was one of the major figures of Flemish tapestry design in the late 17th and early 18th century, together with Victor Honoré Janssens and Jan van Orley.
Life.
Very little is known about the life and training of Lodewijk van Schoor. His origins likely lie in Brussels since he needed to get special dispensation from the Antwerp magistrate when he established himself in Antwerp in April 1696. He was registered as a master in the Brussels Guild of Saint Luke in 1678.
He is firmly recorded in Antwerp where he registered as a master in the local Guild of Saint Luke in the year 1695–1696. He was in Antwerp a master of Jacques Ignatius de Roore.
He died in Antwerp where he was buried in the St James Church on 7 September 1702.
Work.
Although Lodewijk van Schoor was registered as a painter when he registered at the Antwerp Guild of Saint Luke, he is now principally known as a designer for the tapestry workshops in Brussels and no paintings have been confidently attributed to him. His signature 'L. van Schoor inv. et pinx.' was woven in various series of tapestries produced at the Brussels tapestry workshops. He may have painted altarpieces as may be deduced from a drawing preserved at the Royal Museums of Fine Arts of Belgium signed by van Schoor and the Brussels sculptor Jan Baptiste de Vree, which is a design for an altarpiece of Saint Barbara. A (Usher Gallery) has been attributed to Lodewijk van Schoor. However, this is likely by another Lodewijk van Schoor or other van Schoor as his lifetime dates (1666-1726) do not correspond to the artist discussed in this article. Moreover, as the landscapes in the tapestry workshops designed by Lodewijk van Schoor were usually drawn by specialist landscape painters while he was typically responsible for the staffage, it is less likely he practised as a landscape painter.
The presence of tapestry designs by French artists Charles Poerson and Charles Le Brun in Antwerp and Brussels is documented in 1663 and 1673. These designs were used by the tapestry workshops in Brussels and Antwerp as models. The French classicising style of these models influenced artists like Lodewijk van Schoor and Lambert de Hondt the Younger to adopt a more lighthearted rendering of mythological subjects than was current in the Flemish Baroque canon. Their mythological scenes looked more like elegant genre scenes with figures placed in rich landscapes than the violent and complex compositions of Rubens and his entourage. This elegant style was important for the survival of the tapestry industry in Brussels, Antwerp and Oudenaarde, which had to contend with stiff competition of the French state-run Gobelins Manufactory.
Van Schoor designed various tapestry series dealing with allegorical subjects, which were intended to serve as a fairly neutral decoration. He made series of the "Seasons", "Months" (2 months per tapestry), the "Four Elements" and the "Four Continents". Before 1700 van Schoor designed various sets of tapestries including "Verdures with Small Figures Depicting the Story of Dido and Aeneas", the "Story of Narcissus and Echo", a set of "Hunts" and the "Story of Jacob". His designs of the "Four Continents" inspired a series on the similar theme designed by the Italian artist Giovanni Camillo Sagrestani for the tapestry workshop in Florence.
These series designed by van Schoor could be ordered in various quantities and sizes and adapted to particular preferences and specifications of the patrons. For instance, a tapestry of "Earth" from a series of the "Elements" attributed to the workshop of Jan Frans van der Hecke from the 17th century exists in a version with a classical architectural setting or a landscape background. Van Schoor typically depicted female personages in stately poses either seated or walking solemnly before or through majestic porches opening to a park.
The cartoons he made for the tapestry workshops were often a collaborative effort with other artists such as Pieter Spierinckx, Augustin Coppens and Lucas Achtschellinck. Van Schoor was typically responsible for the figures and the other artists for the landscapes.


Randy Fullmer

Randall Wyn Fullmer (born April 27, 1950) is an American businessman and former executive for The Walt Disney Company. After a successful eighteen-year career at Walt Disney Feature Animation, Fullmer launched his own business, Wyn Guitars, through which he handcrafts bass guitars of his own design, often in close collaboration with the intended instrument owners.
Early life.
Fullmer was born on April 27, 1950 in Richland, Washington. His father was a nuclear physicist and his mother was a physical therapist. While Fullmer always had artistic and musical inclinations—drawing, painting, building and playing musical instruments—his parents were not convinced that such creative pursuits were ever going to amount to anything, hoping that one day he'd "get that out of his system.” Nevertheless, Fullmer continued to proceed along an artistic path and made a name for himself in several creative circles.
Education.
Fullmer studied architecture for two years at Washington State University (WSU), from 1968 to 1970. During his second year at WSU, he took a film class and became hopelessly hooked on animation, which motivated him to apply to California Institute of the Arts (Cal Arts). Fullmer was accepted into the animation program at Cal Arts and graduated in 1974 with a degree as a Bachelor of Fine Arts.
Animator.
After graduation from Cal Arts, Fullmer spent roughly seven years running his own animation business producing works such as: medical, scientific and other educational films; segments for Sesame Street; television commercials; and Saturday morning television programs.
In 1983 and 1984, Fullmer worked for Don Bluth Studios, creating special effects for "Dragon's Lair" and "Space Ace", the first video games to be produced on laserdisc. Fullmer also worked at Apogee, John Dykstra's live action special effects house, and he then moved on to Filmation, where he animated on both television and theatrical features from 1985 to 1987. He worked on projects shuch as "Happily Ever After", "BraveStarr", "" and "Ghostbusters".
In 1987, Fullmer was hired by Walt Disney Feature Animation (now known as Walt Disney Animation Studios) for a three-month contract to animate on the “Toon Town” section of "Who Framed Roger Rabbit", a job that turned into an 18-year career at The Walt Disney Studios. Fullmer's animation film credits include: effects animator on "Oliver & Company"; effects animator on "The Little Mermaid"; effects supervisor on "The Rescuers Down Under"; visual effects supervisor on "Beauty and the Beast"; artistic coordinator on "The Lion King"; artistic coordinator on "The Hunchback of Notre Dame"; producer on "The Emperor's New Groove"; and producer on "Chicken Little".
He and director Mark Dindal worked on many special effects projects both in Filmation and at Disney.
Musician.
Fullmer started taking trombone lessons at the age of six, but his arm wasn't long enough to hit all the scale notes until he was eight. By age ten, he was taking guitar lessons, and within a year, he appeared on television playing a duet of Malagueña with his guitar teacher.
At the age of twelve, Fullmer asked his parents if he could buy a 12-string guitar to complement his 6-string electric guitar. When they said, “no, you already have a guitar, you don't need another one," Fullmer asked if he could purchase the wood to build his own 12-string instead. His parents were so thrown by this bizarre request that they acquiesced. Over the next six years, Fullmer proceeded to build approximately 30 guitars, craftsmanship that was both self-taught and mentored by an old country western fiddle maker named Tom. (Fullmer continued to build guitars throughout his life, but this task was relegated to hobby status while his animation career took precedence.)
Fullmer formed several rock bands with friends throughout his youth, including the rock group "The Isle of Phyve" which toured the Pacific Northwest on weekends, summers and holidays while Fullmer was in high school.
Wyn Guitars.
Wyn Guitars was established in 2006. Fullmer is both the founder and sole luthier for the company and has crafted guitars for musical talents including Jimmy Haslip, Abraham Laboriel, James LoMenzo, Ben Jones, Stewart McKinsey, Robin Zeilhorst, Maurice Fitzgerald, Adam Johnson and Ethan Farmer, among others.
Wyn is Fullmer’s middle name, given to him as a tribute to a Welsh uncle who also happened to be musically inclined.
"Restrung".
A documentary, called "Restrung," was made in 2014 about Fullmer's career making guitars from 2006 to now. The film was made by Mike Enns, after being fascinated with Fullmer's guitar making. It also talks about his time as a kid making guitars as a hobby and his time at the Disney Company. The film also marks a return to film director Mark Dindal. As of 2015, the film can be viewed on YouTube.


John Harwood (watchmaker)

John Harwood (1893–1964) was a British watchmaker who invented a self-winding wristwatch.
Early life.
Harwood was born in Bolton, Lancashire. During World War I he served as an armoury staff sergeant, developing an automatic pistol and a screwdriver whose blade turned on impact.
Career.
After the war he served a watchmaking apprenticeship with Hirst Brothers and Co of Oldham. In 1922 he moved to the Isle of Man to set up his own watch repair business.
In 1923, supported by a local businessman, he developed a self-winding wristwatch and applied for a patent in Switzerland, which was granted in September, 1924. His design ensured that the watch could be hermetically sealed against the ingress of water or dust. The hands could be reset by a rotating bezel. After four years, supported by funds from two Manchester brothers, Louis and Philip Alexander, he persuaded Swiss watch manufacturers Anton Schild S.A. and Walter Vogt of Fortis to manufacture the design. Blancpain also made them under licence in 1928 for sale in France and the Perpetual Self-Winding Watch Company manufactured them for sale in North America. The watches were first shown at the Basel Fair in 1926. He set up the Harwood Self-Winding Watch Company in 1928 to market the watches in the UK, but the company failed in September 1931, not having sufficient financial resources to withstand the effects of the Great Depression. The watches also proved difficult to mass-produce and very delicate in use.
Awards and honours.
In 1957 he was awarded the Gold Medal of the British Horological Institute.
Trivia.
John Harwood had a son, John (d. 13 August 2019), who followed his father's career, becoming too, a horologist, initially in Harrow, Middlesex, before moving to Dunster, Somerset, where he maintained a shop for many years.


Peter Litherland

Peter Litherland (1756–1805) was a British watchmaker and inventor. He was born in Warrington and later moved to Liverpool, which was then the centre of the watchmaking trade. In 1791 he patented the rack lever escapement for watches, which was more accurate than the commonly used verge escapement. One of his watches is on display in the World Museum Liverpool.


Cawton Aston

Cawton Aston (active 1693 – 1733) was an English builder of spinets.
He was the seventh and last apprentice of instrument builder John Player (1636 - 1707), and the only one to set up his own business. In 1730 he was living at the Prince’s Arms in New Queen Street in London.
Two spinets signed by Aston are currently known; the first is dated 1726 and has the range GG-g΄΄΄ (five octaves). The case is decorated with inlay. The natural keys are covered in bone, and the sharps are made of a “sandwich” of ivory and ebony, sometimes referred to as “skunktail sharps” because of their appearance. The instrument was restored by Arnold Dolmetsch in 1898; Colonial Williamsburg purchased it in 1960.
The second instrument was built in 1733 and also has the range GG-g΄΄΄. The keyboard has ivory-covered naturals and skunktail sharps, just as on the 1726 spinet. Many parts, such as the bridge, nut, and stand are replacements; the soundboard rose is probably not original. The instrument has been in a private collection in England for approximately thirty years.
A spinet built c.1700 whose lowest key is marked “C.A.” has been attributed to Aston; this instrument is currently part of the Richard Burnett Heritage Collection. It has the range GG/BB-d΄΄΄ (4½ octaves), with a broken octave. This compass is very common in spinets made between 1690 and 1710. The natural keys are covered with ebony, while the sharps are solid ivory. Overall the instrument is similar to those made by John Player.
Peter Mole states that
Judging by the stylishness of the spinet by Cawton Aston dated 1726 at Colonial Williamsburg, Cawton Aston seems to have been a craftsman of great skill, and a firm constituted by him and by [Thomas] Barton would have been a significant competitor to the [Stephen] Keene firm in the period 1709 to 1712.
Boalch mentions a spinet signed by Cawton Aston and Thomas Barton, dated 1709, that once belonged to Edwin M. Ripin. Boalch believed it to be in the Museum of Fine Arts, Boston; however, this instrument is not currently in that collection.


Golden West Humanitarian Foundation

Golden West Humanitarian Foundation is an American Non-profit (501C3) organisation that develops technologies to address the technical limitations of humanitarian mine clearance.
The Golden West Humanitarian Foundation is based in Woodland Hills, Los Angeles, California.
History.
The Golden West Humanitarian Foundation was founded in 1998 to address shortcomings in humanitarian mine clearance.
Role in Mine Action.
Research and development.
Explosive Harvesting Program.
The Explosive Harvesting Program (EHP) is a manufacturing program which recycles the explosives contained in stockpiled explosive ammunition into the explosive charges used for humanitarian mine clearance.
Cluster Munitions Destruction.
In 2010, the GWHF worked with Norwegian People's Aid in a groundbreaking cluster bomb stockpile destruction program.
Mine Risk Education (MRE).
Undercover UXO: Game for $100 Laptop (OLPC).
GWHF partnered with the Michigan State University M.I.N.D. Lab to develop a game for the One Laptop Per Child (OLPC) platform that teaches children the indicators of land mine and unexploded ordnance contamination.
This game underwent field trials in Cambodia in June 2010.
Indicator Program.
The Golden West Humanitarian Foundation has developed what they call the "Indicator Program", which trains people of all ages how to recognize the indicators of land mine and UXO contamination. This program has been deployed in Mozambique, Angola and Azerbaijan, and Cambodia.
Vinh & Trinh's Adventure.
The GWHF published a 34-page illustrated storybook titled "Vinh & Trinh's Adventure". The book is designed to teach Vietnamese children the dangers of unexploded ordnance, and it has received positive reviews. In 2010, the book underwent a third round of distribution, bring the total number of book published to 6,000.
Current Operations.
Cambodia.
In Cambodia, the Golden West Humanitarian Foundation is partnered with the Cambodian Mine Action Center (CMAC) to provide research and development support to mine action activities in the Kingdom of Cambodia. These activities include the Explosive Harvesting Program, Mine Risk Education
Central America.
The Golden West Humanitarian Foundation has undertaken ordnance stockpile destruction programs for the Organization of American States.
Vietnam.
In 2009, the GWHF partnered with the Vietnam Veterans Memorial Foundation to undertake a research and development project sponsored by the U.S. Department of State.
Past Operations.
Angola.
In Angola, the Golden West Humanitarian Foundation has introduced their "Indicator Program", a Mine Risk Education program designed to teach the indicators of land mine and UXO contamination.
Azerbaijan.
In Azerbaijan, the Golden West Humanitarian Foundation has introduced their "Indicator Program", a Mine Risk Education program designed to teach the indicators of land mine and UXO contamination.
Moldova.
In 2009 & 2010, the GWHF worked on a cluster bomb disposal project in the Republic of Moldova.
Mozambique.
In Mozambique, the Golden West Humanitarian Foundation has introduced their "Indicator Program", a Mine Risk Education program designed to teach the indicators of land mine and UXO contamination.
Nicaragua.
In Nicaragua, the Golden West Humanitarian Foundation has worked with the Organization of American States on stockpile destruction programs.


Cognate linkage

In kinematics, cognate linkages are linkages that ensure the same input-output relationship or coupler curve geometry, while being dimensionally dissimilar. In case of four-bar linkage coupler cognates, the Roberts–Chebyschev Theorem, after Samuel Roberts and Pafnuty Chebyshev, states that each coupler curve can be generated by three different four-bar linkages. These four-bar linkages can be constructed using similar triangles and parallelograms, and the Cayley diagram (named after Arthur Cayley).
Overconstrained mechanisms can be obtained by connecting two or more cognate linkages together.
Roberts–Chebyschev theorem.
The theorem states for a given coupler-curve there exist three four-bar linkages, three geared five-bar linkages, and more six-bar linkages which will generate the same path. The method for generating the additional two four bar linkages from a single four-bar mechanism is described below, using the Cayley diagram.
How to construct path cognate linkages.
Cayley diagram.
"From original triangle, ΔA1,D,B1"
Dimensional relationships.
The lengths of the four members can be found by using the law of sines. Both "K""L" and "K""R" are found as follows.


Shin-Toyamaguchi Station

 is going to open in 2022, be a railway station on the Ainokaze Toyama Railway Line in the city of Toyama, Toyama Prefecture, Japan, operated by the third-sector railway operator Ainokaze Toyama Railway. There used to be also a freight sorting yard for the Japan Freight Railway Company.
Lines.
Shin-Toyamaguchi Station is served by the Ainokaze Toyama Railway Line and is 45.6 kilometres from the starting point of the line at
Station layout.
Shin-Toyamaguchi Station has 2 side platform connected by a footbridge. The station is going to be unstaffed. The platform which corresponds vehicles whichhave 4 is 85 m
Surrounding area.
Japan National Route 8


Xerxes Desai

Xerxes Desai was the first managing director of Titan Company, an Indian watchmaking company, and played an instrumental role in laying the foundation of the company.
Biography.
Desai was a graduate of Elphinstone College (Mumbai University) and Oxford University.
Desai joined Tata Administrative Services in 1961 after graduation, working at several of their companies. He founded Titan as a joint venture with J. R. D. Tata in 1986, with support from the Tamil Nadu Industrial Development Corporation. He had suggested the idea of a watchmaking company to Tata in the 1970s, who liked it, but bureaucratic hassles took time till the company was opened in 1986 in Hosur.
In 1994, Desai challenged engineers at Titan to design the world's thinnest watch, with a movement 1.15mm thick inside a 3.5mm case. The watch, called the Titan Edge was introduced in 2002.
After Titan's success, Desai founded Tanishq, a jewelry brand. He had innovative ideas like asking people in Bangalore to get their jewelry appraised in 1999. The jewelry business grew over time, after a slow start.
Desai retired in 2002, and was succeeded by his protégé Bhaskar Bhat.
Post retirement.
Desai was awarded a Lifetime Achievement award by the National Institute of Design during its 4th Design Excellence Awards in 2006.
Post retirement, Desai was a part of the Indian Institute for Human Settlements (IIHS) initiative by Nandan Nilekani.
Death.
Desai died from illness in Bangalore, where he had lived for 30 years, on June 27, 2016, at the age of 79.


Wild Bill Gelbke

William "Wild Bill" Gelbke (1938-1978, born in Green Bay, Wisconsin) was an American engineer and motorcycle designer. He is noted for having designed and constructed large motorcycles powered by automobile engines, particularly the Roadog and the Auto Four, the latter a motorcycle intended for mass production. Roadog was intended to be featured on an episode of The History Channel's "Modern Marvels", however the bit was cut from the episode.
Gelbke worked for McDonnell Douglas and other US Government contractors during the 1960s, most notably on guidance systems for surface to air missiless, however he quit when he was disallowed from viewing the complete plans for the missiles themselves. He then opened his Chicago-area motorcycle shops and began designing and building Roadog and, subsequently, the Auto Four.
In 1978, Gelbke owned a semi-trailer truck as a means of earning income and was suspected by police of transporting marijuana rather than the vegetables he actually hauled; he had also purchased a gun that year. On November 17, 1978, approximately 12 police officers converged on Gelbke's rented farmhouse near Green Bay and issued commands to throw his gun out the door. Two versions of what happened subsequently emerged: one of the officers, Jack Nagel, stated that Gelbke shot him in the knee, while others stated that Gelbke tossed the gun out just before Nagel slipped on ice and fell down: regardless the other officers believed Nagel had been shot and opened fire on Gelbke, hitting him multiple times. Nagel was taken to the hospital while Gelbke was allegedly left on the ground to bleed to death. Nagel, apparently uninjured, appeared on TV later the same day, at a Green Bay Packers football game.
Gelbke introduced several firsts to motorcycle design with Roadog, including dual headlights, automatic transmission with reverse gear, anti-dive leading-link "Earles" type front fork, hydraulic stands, and front and rear disc brakes.


Frederick Arthur Whitaker

Sir Frederick Arthur Whitaker (17 July 1893 – 13 June 1968) was a British civil engineer. Although born in the Colony of Natal, he was educated in Liverpool and received a Master of Engineering degree from the University of Liverpool. Whitaker joined the Civil Engineer in Chief's Department of the Admiralty at the age of 22 and spent much of the rest of his career there. His
earlier work included Royal Navy bases in the United Kingdom, Jamaica, Malta and Singapore during the First World War and Interwar period. In 1934 he became Deputy Civil Engineer-In-Chief to the Admiralty, being promoted to Civil Engineer-In-Chief in 1940. Whitaker held that position for 14 years, which included most of the Second World War, and during that time was ultimately responsible for all of the Admiralty's civil engineering projects. He retired from the Admiralty in 1954, becoming a partner for an engineering consultancy.
Whitaker was appointed a Companion of the Order of the Bath in 1941, and became a Knight Commander in 1945. He was also appointed a Commander in the Legion of Honour by the French government in 1947. He was an active member of the Institution of Civil Engineers, which he had joined in 1919, and held various offices for them. He was elected president of the institution at a Special General Meeting in February 1957, following the death of the previous president, Harold Gourley. Whitaker sat on various committees of organisations related to his area of expertise, including the Dover Harbour Board and Suez Canal Company. He was also awarded an honorary doctorate by the University of Liverpool in 1960.
Early life.
Whitaker was born on 17 July 1893 in Ladysmith, Natal Colony in modern-day South Africa but received his education mainly in Liverpool in the United Kingdom. He attended Liverpool Institute High School for Boys and studied engineering at the University of Liverpool where he received a first class honours Bachelor of Science degree in 1914 and a Master of Engineering degree in 1917. Whitaker undertook two years of training with a Mr. H Cartwright before he joining the Admiralty's Civil Engineer in Chief's Department at the age of 22.
Admiralty work.
At the Admiralty Whitaker focussed on the construction and maintenance of harbours, docks, air defence installations and fuel oil facilities. Two of his earlier projects were the construction of Rosyth Naval Base and Port Edgar destroyer base. In 1919 he began a two-year project to erect oil tanks in Jamaica and was later instructed to design and build a pier and moorings for cruisers. In the same year Whitaker was elected a corporate member of the Institution of Civil Engineers (ICE).
On 8 June 1921 Whitaker was appointed Assistant Civil Engineer for the Devonport Dockyard. In 1926 he was posted to the Royal Navy dockyard in Malta where he was involved in the construction of a wave trap in the harbour and underground ammunition dumps as well as the maintenance of various breakwaters. He returned to the UK in 1929 when he took up a position as a civil engineer to the Portsmouth dockyard, where he was involved with the reconstruction of a seawall and jetty. Whitaker was promoted to Superintending Civil Engineer of the naval base at Singapore in 1933, whilst there he constructed a long dry dock and undertook reclamation works on swampy land. The next year he was promoted once more, becoming Deputy Civil Engineer-In-Chief to the Admiralty, and in 1940 was appointed as Civil Engineer-In-Chief. Whitaker held that office for the next 14 years, which gave him responsibility for all Admiralty civil engineering projects across the Empire and encompassed the busy years of the Second World War.
Whitaker had been elected to the senior grade of ICE membership in 1938, and he became a member of the council in 1944 and became vice-president in 1953. He was rewarded for his work at the Admiralty with an appointment as a Companion of the Order of the Bath on 12 June 1941. On 1 January 1945 he was promoted to the rank of Knight Commander in that Order, which entitled him to use the prefix "Sir". Whitaker was also rewarded by the French government for his work during the war, being appointed a Commander in the Legion of Honour in 1947.
Later life.
Whitaker left the Admiralty in 1954 and joined the Livesey & Henderson engineering consultancy as a partner – his curriculum vitae for this job is now held in the National Archives. He retired from the company in 1962 but continued to work for them as a consultant. During this time he served as chairman of the British National Committee of the Permanent International Association of Navigation Congresses; from 1952 he sat on the Commission Consultative Internationale des Travaux of the Suez Canal Company; and for 14 years he served as a member of the Dover Harbour Board.
In 1956 Whitaker was elected to the management commitment of the ICE's Benevolent Fund, a charitable fund that provides for members in hardship, and the next year was elected chairman. On 18 December 1956 Harold Gourley, then President of the ICE, died just six weeks after assuming the office in November.
 Gourley was the first regularly elected president to die in office (Thomas Telford, who was elected president for life, had previously died in office) and the ICE council, who were authorised to fill any vacancy except that of President, were forced to call a Special General Meeting of members. As a result of this meeting, Whitaker was elected to the position in February 1957 and was allowed to serve out the remainder of Gourley's term in addition to his own full term.
In 1960 the University of Liverpool awarded Whitaker an honorary doctorate in engineering. Whitaker was married and had a son and two daughters. He died on 13 June 1968.
References.


Overconstrained mechanism

An overconstrained mechanism is a linkage that has more degrees of freedom than is predicted by the mobility formula. The mobility formula evaluates the degree of freedom of a system of rigid bodies that results when constraints are imposed in the form of joints between the links.
If the links of the system move in three-dimensional space, then the mobility formula is
where "N" is the number of links in the system, "j" is the number of joints, and "fi" is the degree of freedom of the "ith" joint.
If the links in the system move planes parallel to a fixed plane, or in concentric spheres about a fixed point, then the mobility formula is
If a system of links and joints has mobility formula_3 or less, yet still moves, then it is called an "overconstrained mechanism". The reason of over-constraint is the unique geometry of linkages in these mechanisms, which the mobility formula does not take into account.
Examples of over-constrained mechanisms.
Multi-hinged doors and the like.
The figure shows a two-hinges trunk lid. The calculated mobility for the lid relative to the car body is zero, yet it moves as its hinges (which are pin joints) have colinear axes. In this case the second hinge is kinematically redundant.
Parallel linkage.
A well-known example of an overconstrained mechanism is the parallel linkage with multiple cranks, as seen in the running gear of steam locomotives.
Sarrus linkage.
Sarrus mechanism consists of six bars connected by six hinged joints.
A general spatial linkage formed from six links and six hinged joints has mobility
and is therefore a structure.
The Sarrus mechanism has one degree of freedom whereas the mobility formula yields M = 0, which means it has a particular set of dimensions that allow movement.
Bennett's linkage.
Another example of an overconstrained mechanism is Bennett's linkage, which consists of four links connected by four revolute joints.
A general spatial linkage formed from four links and four hinged joints has mobility
which is a highly constrained system.
As in the case of the Sarrus linkage, it is a particular set of dimensions that makes the Bennett linkage movable.
The dimensional constraints that makes Bennett's linkage movable are the following. Let us number the links in order that links with consecutive index are joined (first and fourth links are also joined). For the "i"-th link, let us denote by "d"i and "a""i" respectively the distance and the oriented angle of the axes of the revolute joints of the link. Bennett's linkage must satisfies the following constraints:
Moreover, the links are assembled in such a way that, for two links that are joined together, the common perpendicular to the joint axes of the first link intersects the common perpendicular of the joint axes of the second link.
Below is an external link to an animation of a Bennett's linkage.
Watt steam engine.
James Watt employed an approximate straight line four-bar linkage to maintain a near rectilinear motion of the piston rod, thus eliminating the need of using a crosshead.
Hoberman mechanism.
Same as the crank-driven elliptic trammel, Hoberman mechanisms move because of their particular geometric configurations.
Assembly of cognate linkages.
Overconstrained mechanisms can be also obtained by assembling together cognate linkages; when their number is more than two, overconstrained mechanisms with negative calculated mobility will result.
 The companion animated GIFs show overconstrained mechanisms obtained by assembling together four-bar coupler cognates and function cognates of the Watt II type.


William Matthews (engineer)

Sir William Matthews (8 March 1844 – 8 January 1922) was a British civil engineer.
He was educated at Glenalmond College and King's College London.
Matthews was born in Penzance to John and Alice Matthews. John Matthews was, at that time, the borough surveyor for Penzance. William spent a few years working for his father as an assistant surveyor before gaining work as chief assistant to John Coode. He was eventually made a partner in Coode's firm which became Coode, Son and Matthews.
His most notable works with the firm were harbours and docks, many of which were undertaken for the Admiralty, and include works on Dover Harbour, Singapore Docks and the Grand Harbour in Valletta, Malta. He also undertook inspections of Cape Colony, Ceylon, Cyprus, Hong Kong and Malta harbours for the British Admiralty. On 9 July 1906 he was appointed to a Royal Commission to investigate tidal and coastal flooding in the United Kingdom, and in 1912 he was appointed to the Royal Commission on Fuel and Engines.
He became an associate member of the Institution of Civil Engineers in 1870, a full member in 1876 and served as president between November 1907 and November 1908. He was appointed a Companion of the Order of St Michael and St George (CMG) in 1901, and a Knight Commander (KCMG) of the same order in 1906. He was also made an officer of the Belgian Order of Léopold in 1894 in recognition of his work on Zeebrugge Harbour.
His brother, Thomas Matthews, was from 1892 the Engineer-in-Chief of Trinity House, the British lighthouse authority.
References.


Madinat al-Hareer

Madinat al-Hareer (Silk City) is a large infrastructure project in northern Kuwait. The project will be built in individual phases. In May 2019, the Sheikh Jaber Al-Ahmad Al-Sabah Causeway opened as part of the Silk City project's first phase, the project's first phase also includes Mubarak Al Kabeer Port which is currently under construction. The Silk City project is part of China's Belt and Road Initiative.
Development.
Phase one.
Sheikh Jaber Al-Ahmad Al-Sabah Causeway.
The Sheikh Jaber Al-Ahmad Al-Sabah Causeway is part of the first phase of the Silk City project. In May 2019, the causeway was completed and inaugurated. The causeway connects northern Kuwait to Kuwait City. It was one of the largest and most challenging infrastructure projects in the entire world. The project is part of Kuwait Vision 2035, and is named after the 13th Emir of Kuwait to commemorate his leadership. The causeway had an estimated construction value of approximately US$3 billion. It crosses two artificial islands (Bay Island North and Bay Island South) which were constructed for entertainment and tourism purposes.
Mubarak Al Kabeer Port.
Mubarak Al Kabeer Port is part of China's Belt and Road Initiative. Under China's Belt and Road Initiative, the Mubarak Al Kabeer Port is part of the first phase of the Silk City project. In September 2020, it was reported that the port is 53% complete. In March 2021, it was announced that Kuwait and Pakistan will develop linkages between Gwadar Port and Mubarak Al Kabeer Port.
Mubarak Al Kabeer Port is currently under construction. As part of Mubarak Al Kabeer Port's development, Bubiyan Island will contain power plants and substations. A 5,000-megawatt power plant has already been built in Subiya. There is a current road project connecting Mubarak Al Kabeer Port's first phase to the existing road network in Bubiyan Island. Mubarak Al Kabeer Port is among Kuwait's largest infrastructure projects in 2021. Mubarak Al Kabeer Port's fire stations are currently under development.
Development of Subiya.
The development of Subiya is part of the first phase of Madinat al-Hareer (Silk City) construction. After the construction of Sheikh Jaber Al-Ahmad Al-Sabah Causeway, the development in Subiya has slowly started. The deadline for the Silk City project's tender is 31 March 2022. A 5,000 megawatt power plant has already been built in Subiya, the Subiya power plant is the largest power plant in Kuwait. Subiya's Police Station and Fire Station recently opened. Moreover, Ftooh Mosque recently opened in Subiya. There are several new power plants that are under development in Subiya. The bridge connecting Subiya to Bubiyan Island has been recently finished construction.
Design.
The Silk City project is part of Kuwait Vision 2035. When Silk City is completed, it will function as a free trade zone including nature reserves, business facilities, residential areas, and hotels. Northern Kuwait is linked to Kuwait City by a causeway named Sheikh Jaber Al-Ahmad Al-Sabah Causeway. The causeway decreases the driving time from Kuwait City to northern Kuwait to 15 minutes rather than the usual one-and-a-half-hour drive around Kuwait Bay.
In June 2014, the Kuwaiti government approved a decree creating a body in charge of developing Silk City and Boubyan Island. Kuwait also signed a cooperation agreement with China for developing Silk City and its economic belt. On June 3 2014, Silk City's final masterplan was approved, the new Silk City masterplan replaces previous proposals. The city will incorporate Chinese as one of the city's economic languages, along with Arabic and English.
One of the project's main proposed attractions is the Burj Mubarak al-Kabir which would stand at tall in order to reflect the Arabian folk tale collection "One Thousand and One Arabian Nights". Skyscrapers do not normally exceed 80 floors due to the amount of space that would be taken up by elevators. However, the Mubarak al-Kabir Tower's proposed design consists of a far greater number of floors. This would necessitate double or triple-decker elevators. Another challenge would be posed by the immense height of the building, which makes it vulnerable to high winds. In order to cope with these winds, the tower's proposed design includes three interlocking towers, each twisting 45 degrees to help stabilize it. In addition, vertical ailerons would run the full length of the building on each edge. Adjustments to the positions of these ailerons would redirect the winds in order to minimize structural vibrations. The building is proposed to include seven vertically stacked 30-story 'neighborhoods", including apartments, offices, and hotels. Linking the neighborhoods will be several four-story "town squares." The planned height of the building is taller than the current tallest building in the world, the 828 m Burj Khalifa, but shorter than the planned heights of the Tokyo Sky Mile Tower (in planning, 1,700 m) and Jeddah Tower (under construction, 1,008 m). Initially, the tower was estimated to be completed after the Jeddah Tower but before the Tokyo Sky Mile Tower (2045).


Bob (physics)

A bob is the weight on the end of a pendulum found most commonly, but not exclusively, in pendulum clocks.
Reason for use.
Although a pendulum can theoretically be any shape, any rigid object swinging on a pivot, clock pendulums are usually made of a weight or "bob" attached to the bottom end of a rod, with the top attached to a pivot so it can swing. The advantage of this construction is that it positions the centre of mass close to the physical end of the pendulum, farthest from the pivot. This maximizes the moment of inertia, and minimises the length of pendulum required for a given period. Shorter pendulums allow the clock case to be made smaller, and also minimize the pendulum's air resistance. Since most of the energy loss in clocks is due to air friction of the pendulum, this allows clocks to run longer on a given power source.
Use in clocks.
Traditionally, a clock pendulum bob is a round flat disk, lens-shaped in section, to reduce its aerodynamic drag, but bobs in older clocks often have decorative carving and shapes characteristic of the type of clock. They are usually made of a dense metal such as iron or brass. Lead is denser, but is usually avoided because of its softness, which would result in the bob being dented during its inevitable collisions with the inside of the clock case when the clock is moved.
In most pendulum clocks the rate is adjusted by moving the bob up or down on the pendulum rod. Moving it up shortens the pendulum, making it beat more quickly, and causing the clock to gain time. In the most common arrangement, the bob is attached to the pendulum with an adjustment nut at the bottom, on the threaded end of the pendulum rod. Turning the nut adjusts the height of the bob. But some bobs have levers or dials to adjust the height. In some precision clocks there is a smaller auxiliary weight on a threaded shaft to allow more fine adjustment. Tower clocks sometimes have a tray mounted on the pendulum rod, to which small weights can be added or removed, to adjust the rate without stopping the clock.
The weight of the bob itself has little effect on the period of the pendulum. However, a heavier bob helps to keep the pendulum moving smoothly until it receives its next push from the clock's escapement mechanism. That increases the pendulum's Q factor, making the motion of the pendulum more independent of the escapement and the errors it introduces, leading to increased accuracy. On the other hand, the heavier the bob is the more energy must be supplied by the clock's power source and more friction and wear occurs in the clock's movement. Pendulum bobs in quality clocks are usually made as heavy as the clock's movement can drive. A common weight for the bob of a one second pendulum, widely used in grandfather clocks and many others, is around 2 kilograms.


Ottoman cruiser Mecidiye

Mecidiye (in older publications also spelled as "Medjidiye", or Médjidié) was a protected cruiser of the Ottoman Empire that saw action during the Balkan Wars and World War I. It was ordered by the Ottoman Navy in 1900 to the United States shipbuilding company William Cramp & Sons. It was laid down in Philadelphia on 7 November 1901; launched on 25 July 1903; its sea trials began in October 1903; and it was commissioned on 19 December 1903. It weighed 3,485 tons (3,967 tons full load); was long with a beam of and a draught of ; and was named after the Ottoman Sultan Abdülmecid.
It had two 152mm L/45 quick firing guns, eight 120mm L/45 quick firing guns, six 47mm quick firing guns, six 37mm quick firing guns, and two 457mm torpedo tubes. "Mecidiye" was powered by two sets of VQE steam engines producing 12,500 ihp and providing a top speed of , and carried a nominal complement of 302 (in 1903), 355 (in 1915), and 310 (in 1936.)
History.
"Mecidiye", named after Sultan Abdülmecid I, was launched on 25 July 1903 and commissioned on 19 December 1903.
Balkan Wars.
In October 1912, "Mecidiye" shelled Bulgarian forts near Varna and other military targets. On 9 December, she was attacked by the Greek submarine at 800 meters, but the torpedo missed. "Mecidiye" also participated in the two major naval battles of the war, against the Greek Navy, at Elli (16 December 1912) and Lemnos (18 January 1913), suffering slight damage in the first. On 18 February 1913, "Mecidiye" was part of the covering naval force for the Ottoman shore landing at Şarköy.
World War I.
During the First World War, "Mecidiye" operated in the Black Sea.
In December 1914, the ship transported Hafiz Hakki Bey to Trebizond to deliver messages to the 3rd Army's Chief of Staff.
On 3 April 1915, while shelling the port of Odessa, the ship was sunk by hitting a Russian mine off the coast of Vorokoskiy-Mayak near Odessa in the Russian Empire. 26 crewmen lost their lives.
The ship was raised by the Russians on 31 May 1915, and salvaged on 8 June 1915. It was refitted at the Ropit Yard in Odessa before being commissioned by the Russian Navy with the name "Prut" (Pruth) on 29 October 1915.
On 1 May 1918 it was captured by the German forces at Sevastopol and was returned to the Ottoman Navy on 13 May 1918, which re-commissioned the ship as "Mecidiye".
Turkish Navy service, 1927–1947.
Under the terms of the Treaty of Sèvres in 1920, Ottoman warships were to be handed over to the Allies, in particular the United Kingdom, as war compensation. However, the ensuing Turkish War of Independence culminated in the abrogation of the Treaty of Sèvres; it was replaced by the Treaty of Lausanne in 1923, which permitted the new Turkish Republic to retain the former Ottoman fleet, including "Mecidiye". All warships of the former Ottoman Navy which survived World War I (they were interned at the Golden Horn and the Sea of Marmara under Allied control) were transferred to the Turkish Navy in 1925.
After reparation works at the Gölcük Naval Shipyard between 1925 and 1927, "Mecidiye" was commissioned by the Turkish Navy in June 1927. It was among the large surface combatants of the Turkish Navy between 1927 and 1940, when it became a cadet training ship, being used for this purpose until being decommissioned on 1 March 1947. The ship was sold for scrap in 1952, and broken up between 1952 and 1956.


Ditisheim

The Ditisheims are a prominent dynasty of Swiss Jewish industrialists. Immigrating first to Hégenheim, France, then to La Chaux-de-Fonds, Switzerland in 1858 to escape religious persecution, Jacques Ditisheim and his descendants were instrumental in the development of the Swiss watchmaking industry. The Ditisheims have links with other prominent industrialist families of Swiss watchmaking, including the Gallets, Eberhards, Vogels and Blums, forming a close inner circle which led the country's industry during the 19th and 20th centuries.
Notable members.
Notable members of the Ditisheim family:


MEMS magnetic actuator

A MEMS magnetic actuator is a device that uses the microelectromechanical systems (MEMS) to convert an electric current into a mechanical output by employing the well-known Lorentz Force Equation or the theory of Magnetism.
Overview of MEMS.
Micro-Electro-Mechanical System (MEMS) technology is a process technology in which mechanical and electro-mechanical devices or structures are constructed using special micro-fabrication techniques. These techniques include: bulk micro-machining, surface micro-machining, LIGA, wafer bonding, etc.
A device is considered to be a MEMS device if it satisfies the following:
For the analysis of every MEMS device, the Lumped assumption is made: that if the size of the device is far less than the characteristic length scale of the phenomenon (wave or diffusion), then there would be no spatial variations across the entire device. Modelling becomes easy under this assumption.
Operations in MEMS.
The three major operations in MEMS are:
These three operations require some form of transduction schemes, the most popular ones being: piezoelectric, electrostatic, piezoresistive, electrodynamic, magnetic and magnetostrictive. The MEMS magnetic actuators use the last three schemes for their operation.
Magnetic actuation.
The principle of magnetic actuation is based on the Lorentz Force Equation.
When a current-carrying conductor is placed in a static magnetic field, the field produced around the conductor interacts with the static field to produce a force. This force can be used to cause the displacement of a mechanical structure.
Governing equations and parameters.
A typical MEMS actuator is shown on the right. For a single turn of circular coil, the equations that govern its operation are:
The deflection of a mechanical structure for actuation depends on certain parameters of the device. For actuation, there has to be an applied force and a restoring force. The applied force is the force represented by the equation above, while the restoring force is fixed by the spring constant of the moving structure.
The applied force depends on both the field from the coils and the magnet. The remanence value of the magnet, its volume and position from the coils all contribute to its effect on the applied Force. Whereas the number of turns of coil, its size (radius) and the amount of current passing through it determines its effect on the Applied Force. The spring constant depends on the Young's Modulus of the moving structure, and its length, width and thickness.
Magnetostrictive actuators.
Magnetic actuation is not limited to the use of Lorentz force to cause a mechanical displacement. Magnetostrictive actuators can also use the theory of magnetism to bring about displacement. Materials that change their shapes when exposed to magnetic fields can now be used to drive high-reliability linear motors and actuators.. An example is a nickel rod that tends to deform when it is placed in an external magnetic field. Another example is wrapping a series of electromagnetic induction coils around a metal tube in which a Terfenol-D material is placed. The coils generate a moving magnetic field that courses wavelike down the successive windings along the stator tube. As the traveling magnetic field causes each succeeding cross section of Terfenol-D to elongate, then contract when the field is removed, the rod will actually "crawl" down the stator tube like an inchworm. Repeated propagating waves of magnetic flux will translate the rod down the tube's length, producing a useful stroke and force output. The amount of motion generated by the material is proportional to the magnetic field provided by the coil system, which is a function of the electric current. This type of motive device, which features a single moving part, is called an elastic-wave or peristaltic linear motor. (view:
Video of a Magnetostrictive micro walker)
Magnet material.
The operation of the magnetic actuator depends on the interaction between the field from an electromagnet and a static field. To produce this static field, it is important to use the right material. In MEMS, permanent magnets have become the favorite because they have a very good scaling factor and they retain their magnetization even when there is no external field... meaning that they need not be continuously magnetized when they are in use
Integrating the magnet into the MEMS device.
As earlier discussed, MEMS devices are designed and fabricated using special micro-fabrication techniques. The major challenge however for magnetic MEMS is the integration of the magnet into the MEMS device. Recent research has suggested solutions to this challenge.
Fabrication (or molding) of the magnet.
There are several ways by which the magnet could be fabricated on a MEMS structure:
Issues with magnetic actuation.
Each of these challenges can be mitigated or lessened by the right choice of material, choice of molding or fabrication method, and the type of device that is to be constructed.
Applications of the magnetic actuator include: the synthetic jet actuator, micro-pumps and micro-relays.


Weeping Wall (Montana)

Weeping Wall is a geological formation found along Going-to-the-Sun Road in Glacier National Park, in the U.S. state of Montana. It is a natural waterfall that seeps out from the side of the Garden Wall, and is fed by runoff from snowmelt.


Mao-4 moored mine

Moored-4 (锚-4, Mao-4) moored mine developed by Fengxi Machinery Factory (汾西机器厂) was accepted into service in November 1973, and it is the first moored mine in the Chinese service that incorporates acoustic fuze. The mine can be planted by both the surface ships and submarines from depth of 20–200 meters, and it weighs 600 kg. The mine has an effective radius of 20 meters and effective life of 2 years. The original Moored-4 was upgraded to Moored-4-I (锚-4甲, Mao-4-Jia) standard in November 1982, and subsequently upgraded into Moored-4-II (锚-4乙, Mao-4-Yi) standard by December 1985. In comparison to earlier versions, the latest version adopted large scale integrated circuits.


Norman Rowntree

Sir Norman Andrew Forster Rowntree (11 March 1912 – 22 July 1991) was a British civil engineer.
Rowntree was born in London in 1912 and held a Bachelor of Science degree in engineering. He worked as an engineering consultant for Alcott & Lomax, who would be acquired by Babtie in 2000. During his consulting career he was involved with the construction of water pumping stations. Rowntree was appointed director of the Water Resources Board (WRB), a national water planning body established in 1964. The WRB was dominated by civil engineers and focussed its efforts on implementing structural solutions to water resource problems. Rowntree was a keen proponent of that school of thought, saying in 1962 that "the solution of water supply problems … will require the construction and operation of large works and highly‐developed technical control". Under Rowntree's leadership the WRB was able to undertake what was the largest scheme of water planning yet seen in England and Wales.
Rowntree was made a Knight Bachelor in Elizabeth II's 1970 Birthday Honours. Rowntree gave the Institution of Electrical Engineers 1972 Graham Clark Lecture on "Conservation and use of water resources" and the same year wrote an article for the Proceedings of the Royal Society B entitled "Water Resources Management in England and Wales". By 1974, he had become a Professor and, on 2 December that year, was awarded an honorary Doctor of Science degree by City University London.
Rowntree was elected president of the Institution of Civil Engineers (ICE) for the November 1975–76 session. He used his inaugural presidential address to emphasise that "the duty remains with engineers and other experts to minimise the range of intangible issues… the inaccuracy of words and the opportunities of distortion are enormous. In the present age of unreason this is a real danger and may be responsible for many of our present ills". He was a chartered engineer and a fellow of the institution. In 1976 Rowntree was employed by the Department of Civil Engineering of the University of Manchester Institute of Science and Technology and, on 8 December, gave the 63rd Thomas Hawksley lecture to the Institution of Mechanical Engineers on the history of water engineering. In August 1986 he wrote an article in the Proceedings of the ICE comparing water resources planning in the United Kingdom with that of New Jersey in the USA.
References.
Bibliography.