Leif J. Sverdrup

Leif Johan Sverdrup (11 January 1898 – 2 January 1976) was a Norwegian-born American civil engineer and general with the U.S. Army Corps of Engineers in the first half of the 20th century. He is best known for his service in the Southwest Pacific Area during World War II where he was Chief Engineer under General of the Army Douglas MacArthur.
The son of a distinguished Norwegian family, Sverdrup emigrated to the United States in 1914. After serving with the US Army in World War I, he earned a degree in civil engineering at the University of Minnesota in 1921. He worked for a time for the Missouri State Highway Department before founding Sverdrup & Parcel, a civil engineering firm specializing in bridge construction, with John Ira Parcel, his former University of Minnesota engineering professor. His firm was involved in the construction of a number of important bridges, including the Washington Bridge and Amelia Earhart Bridge over the Missouri River and the Hurricane Deck Bridge over the Lake of the Ozarks.
In 1941, Sverdrup became involved with the construction of a chain of airstrips across the Pacific Ocean to enable heavy bombers to be delivered to the Philippines. He was re-commissioned in the US Army as a colonel in 1942 and became Chief of the Construction Section in General MacArthur's Southwest Pacific Area. In 1942 he made three treks across the Owen Stanley Range in Papua and New Guinea on engineer reconnaissance missions into enemy-occupied territory, for which he was decorated with the Silver Star and the Distinguished Service Medal. In 1944 he became the theater's Chief Engineer.
After the war, he commanded the 102nd Infantry Division of the US Army Reserve from 1947 to 1958. Sverdrup & Parcel went on to design and oversee the construction of many major projects, including the Arnold Engineering Development Center and the Chesapeake Bay Bridge-Tunnel, the latter being named one of the Seven Engineering Wonders of the Modern World after its completion in 1964.
Early life.
Leif Johan Sverdrup was born in Ytre Sula, Norway, on 11 January 1898, the son of Edvard Sverdrup, a high school teacher and Lutheran minister, and his second wife Agnes née Vollan. The family was a distinguished one in Norway: Leif was the great-nephew of Johan Sverdrup, the former Prime Minister of Norway; the grandson of Harald Ulrik Sverdrup, the politician; the cousin of Otto Sverdrup, the Arctic explorer; the half-brother of the oceanographer and meteorologist Harald Sverdrup (of who the unit is named after); and the brother of the mining engineer and businessman Einar Sverdrup and women's rights activist Mimi Sverdrup Lunden.
Leif was educated at Nordstrand Middle School and Aars and Voss School in Oslo. Following a quarrel with his father, Leif left Norway for America to stay with his relatives in Minnesota, the family of his cousin George Sverdrup, the son of the theologian Georg Sverdrup, who had settled in Minneapolis in 1874. Arriving in New York City on 7 December 1914, he entered Augsburg College, Minneapolis, in September 1916, and graduated with his Bachelor of Arts degree in May 1918.
World War I.
Sverdrup enlisted in the US Army at Fort Snelling, Minnesota on 26 July 1918. He was posted to Camp Devens, Massachusetts for training with the 36th Division. While there he took advantage of a regulation waiving the normal five-year residency requirement for members of the armed services seeking to take out US citizenship. Sverdrup formally took the oath as a citizen in Boston on 30 September 1918. The US Army then sent him to the Field Artillery's Officer Training Center at Camp Zachary Taylor, near Louisville, Kentucky, where he was commissioned as a second lieutenant on 18 January 1919. The war having ended, Sverdrup was immediately placed in the inactive reserves. He was honorably discharged after nominally serving two five-year terms on 17 January 1929.
Between the wars.
Sverdrup decided to become an engineer and enrolled in a civil engineering course at the University of Minnesota in 1919. During the 1921 Spring break he returned to Norway, where he was reconciled with his father, accompanying his parents on a short holiday in Germany. He graduated with his Bachelor of Science in Civil Engineering degree in June 1921. While at the University of Minnesota he met Helen Laura (Molly) Egilsrud, a recent immigrant from Norway like himself. She agreed to marry him, but only after she had graduated, worked for a year, and taken a trip to Europe. They were finally married on 26 November 1924. Their union produced two sons, Johan Norman (Jack) Sverdrup, born in 1926, and Ralph Lee Sverdrup, born in 1928, who died of encephalitis in 1932. In the meantime, Sverdrup took a job with the Missouri State Highway Department. His first major project involved supervising the construction of a bridge for U.S. Route 50 in Missouri over the Gasconade River. Around this time, frustrated by Americans who pronounced his name "leaf" instead of "lafe", he started calling himself "Jack".
In 1928, Sverdrup joined with his former University of Minnesota engineering professor John Ira Parcel in the formation of Sverdrup & Parcel, a civil engineering firm with a speciality field of bridges. Parcel had tenure at Minnesota for a long time and was reluctant to sever his ties completely, but eventually, he decided to join the new company, taking an unpaid Sabbatical from the university for one year. Sverdrup owned 60% and Parcel 40%of the new firm, which opened its doors on 1 April 1928. The company's headquarters was located in St. Louis, Missouri. Sverdrup & Parcel's first contract was for the design of a bridge over the Missouri River at Hermann, Missouri, for which it received a fee of $33,000. While at the Missouri State Highway Department Sverdrup met D. C. Wolfe and E. R. Grant, and he asked them if they would join the company. Sverdrup subsequently borrowed design engineer Brice R. Smith from Missouri's leading supplier of bridge components, Stupp Bros. Bridge & Iron Co. By 1936, all three would become partners in the firm.
Initially the young firm struggled, with no contracts for major jobs lined up after the Hermann bridge, and by early 1929 it faced insolvency. However neither Sverdrup nor Parcel wished to let well-trained employees go, something which became an informal company policy over the years. A$17,000 fee for the design and supervision of the construction of the 7th Street Trafficway Bridge in Kansas City, Kansas, and then a $32,000 one for the Fairfax Bridge over the Missouri River helped Sverdrup & Parcel weather the worst of the Great Depression. The subsequent New Deal involved a major program of public works. Sverdrup & Parcel applied to the Public Works Administration for the design commissions for the Washington Bridge over the Missouri River at Washington, Missouri and the Hurricane Deck Bridge over the Lake of the Ozarks in Camden County, Missouri. Sverdrup & Parcel was awarded both contracts, valued at $42,000 and $43,000 respectively. During 1934, it was awarded the contract for what is now known as the Amelia Earhart Bridge over the Missouri River between Atchison, Kansas and Buchanan County, Missouri. Sverdrup & Parcel was now becoming involved in projects further afield. A project to generate electricity from tidal power at Passamaquoddy Bay brought Sverdrup into contact with Captain Hugh J. (Pat) Casey of the US Army Corps of Engineers, the chief engineer on the project. The project folded when federal funding was withdrawn in 1936, but Sverdrup and Casey became friends. In 1940, Sverdrup was appointed to the board of inquiry that investigated the collapse of the Tacoma Narrows Bridge.
World War II.
Airbase construction.
In October 1941, the War Department ordered work to commence on a chain of airstrips to enable heavy bombers to be flown from the United States to the Philippines. The existing route, via Midway Atoll, Wake Island and Guam was considered to vulnerable to disruption by Japanese forces located on nearby islands. A more secure route via Christmas Island, Canton Island, Fiji, Noumea, Rockhampton, Darwin and Fort Stotsenburg was urgently required. An initial sum of $5 million was allotted to construct three runways at each site, along with appropriate fuel and maintenance buildings. The project was given the highest possible priority rating. On 16 November, Sverdrup arrived in Honolulu, Hawaii and signed a cost-plus-fixed-fee contract for architectural and engineering services in connection with the construction of the airstrips on the route that lay in British, French and Australian territory. The contract was soon expanded to include the supervision of the construction.
Sverdrup flew to Fiji, and was able to report that work had started at Nadi, Fiji on 21 November. When he discussed progress on Nandi Airport in Fiji which New Zealand had agreed to extend, Walter Nash, then New Zealand Minister of Finance, recalled Sverdrup saying when he was leaving that there was no formal agreement for payment by America. So on the back of one of his cards Sverdrup drew a cross representing the airfield, wrote "£250,000" and initialled it "L.J.S." The extension was actually estimated to cost £750,000.
On Noumea he found that hills obstructed the approaches to Tontouta. Accordingly, he arranged for the Australian workmen there to complete it as an emergency field only and for development of the major airbase to be carried out at Plaine Des Gaiacs Airfield. Sverdrup was working in Suva when he heard the news of the Japanese attack on Pearl Harbor.
The Pan American Airways facility for its Clippers at Noumea had included the yacht "Southern Seas", formerly owned by Cyrus H.K. Curtis as "Lyndonia", converted to a floating luxury hotel ship. With the start of the Pacific war Pan American abandoned its commercial facilities in the war zone and requested they be taken over by the U.S. military. "Southern Seas", along with other company property, was taken over by the U.S. Army and Sverdrup recommended the ship be operated to support the airbase construction in the islands, including doing required survey work. On 30 December 1941 the "Southern Seas" was purchased from Pan American Airways by the U.S. Army Hawaii District Engineer for the sum of one dollar while settlement was reached on value of the ship.
Captain Norman Miller in "I Took The Sky Road" describes a meeting with Sverdrup during a stop in Nouméa harbor on the return flight of XPBS-1 from Java where the seaplane had delivered high priority supplies including torpedo exploders:
They decided Sverdrup would fly with Miller in XPBS-1 from Nouméa to Suva, Fiji, Sverdrup's headquarters, with the "Southern Seas" following. He arrived in Sydney on 30 December. In January 1942 Sverdrup signed a cost-plus-fixed-fee contract to provide architectural and engineering services to US Army Forces in Australia (USAFIA). The contract remained in force until 15 May, when it was terminated by mutual agreement and Sverdrup & Parcel employees in Australia became civilian employees of the US Army. On 16 April, Sverdrup boarded the first of a series of aircraft that would return him to the United States.
New Guinea Campaign.
In Australia, meanwhile, Brigadier General Hugh "Pat" Casey, now the Chief Engineer at General Douglas MacArthur's General Headquarters (GHQ) Southwest Pacific Area (SWPA), obtained MacArthur's permission to appoint Sverdrup as the chief of his Construction Section, with the rank of colonel. On 8 May 1942, in Washington, DC, Sverdrup was directly commissioned as a colonel in the US Army. He was soon on his way back to Australia. Initially, the construction effort focused on bases in northern Australia but after the Battle of the Coral Sea, MacArthur was convinced that the Japanese would make another attempt to capture Port Moresby and ordered improvements to the airfields there and the construction of new bases at Merauke and Milne Bay in order to cover the approaches to Port Moresby. The July 1942 decision to attack the Japanese base at Rabaul altered priorities and added a requirement for the development of bases on the northern coast of Papua around Buna. The commander of Allied Air Forces, Lieutenant General George Brett called for 12 additional airstrips: four each at Port Moresby, Milne Bay and Buna. Sverdrup estimated that this would take a year, and suggested that either Brett lower his requirements or Casey obtain more engineer units. Casey ordered every available engineer unit to Papua and attempted to reduce the workload by cutting back on airbase facilities, shortening runways from to , and substituting Marsden mat for pavement.
In September 1942, MacArthur decided to outflank Japanese troops on the Kokoda Trail by sending an American regimental combat team over the Owen Stanley Range. Two alternate means of crossing the mountains seemed possible. One, the Kapa Kapa Trail was known to climb to elevations above and present formidable obstacles. The other, known as the Abau Trail held the possibility. Casey and Sverdrup took charge of investigating the Abau Trail. They reached Abau on 18 September. Casey explored the harbor, taking depth soundings from a native canoe. Sverdrup set out for Jaure with a party of one American, two Australians from the Australian New Guinea Administrative Unit, ten native police from the Royal Papuan Constabulary and 26 native carriers. After eight days on the trail, scaling heights of , Sverdrup concluded that it would not be practical for troops to traverse the route and turned back, reaching Abau on 3 October. Meanwhile Casey had concluded that the harbor was too shallow even for lighters. However, the trip was not a total loss, for Sverdrup had sighted a plateau north of the Owen Stanley Range that he believed could be suitable for airstrips, allowing troops to be flown across the Owen Stanley Range. His opinion was supported by Cecil Abel, a missionary who knew the area well, who recommended establishing an airstrip at Fasari in the Musa River valley. Abel was flown to Fasari to make a start on an airstrip on 11 October, while Sverdrup set out from Abau with 190 men, including Flight Lieutenant M. J. Leahy, an expert on Papua, who knew many of the tribal chiefs personally. They reached Fasari on 18 October. Abel had cleared the site by burning and all that remained was some stumping and grubbing. A DC-3 was able to land the next day on the strip, which became known as Abel's Landing. Sverdrup and Leahy set out on 20 October to explore further north and found another suitable airstrip site near the village of Embessa and Kinjaki, which Sverdrup had cleared. A message dropped by air instructed him to go to Pongani, where he found troops of Company C, 114th Engineer Battalion that had flown to Wanigela airstrip and had made their way to Pongani by travelling along the coast by boat. Sverdrup supervised the construction of Pongani airstrip. All three airstrips were soon in use. In December 1942, Sverdrup made a third trip, from the Australian base at Bena Bena through the Markham Valley to the vicinity of the Japanese base at Lae. On each expedition he submitted detailed reports on the possibility of construction in the area. Sverdrup was awarded the Silver Star. His citation read:
Sverdrup was subsequently awarded the Distinguished Service Medal. His citation read:
Philippines Campaign.
Sverdrup was promoted to brigadier general in May 1944. In July, Casey was appointed to head the Army Service Command (ASCOM), a special force designed to provide logistical support, establish bases, and run them until the US Army Services of Supply (USASOS) was ready to take over. Sverdrup became acting Chief Engineer, GHQ SWPA in Casey's absence. On 12 January 1945, MacArthur personally decorated Sverdrup with the Distinguished Service Cross. His citation read:
Sverdrup became the first American to be decorated for the Luzon campaign. MacArthur, in making the presentation, said: "This is the engineer soldier at his best."
Sverdrup was promoted to major general in March 1945. On 6 March 1945, the Engineer Construction Command (ENCOM) was formed under USASOS to handle all military and civilian construction in the Philippines and Sverdrup was appointed to command it. Later in 1945 MacArthur made a more personal gesture. He presented Sverdrup with his personal Gold Castles insignia, a gift from his father, Arthur MacArthur, Jr., on his graduation from the U.S. Military Academy. MacArthur had not worn them since he had transferred to the infantry. He told Sverdrup that "they deserved to be worn by a real engineer" and made him promise that they would not end up in a museum.
Occupation of Japan.
In August 1945, Sverdrup flew home on MacArthur's private aircraft, the "Bataan", accompanying Lieutenant General Richard K. Sutherland to Washington, DC for a series of meetings at The Pentagon before going on leave. The Surrender of Japan caused Sverdrup to cut short his leave and return to GHQ in Manila. On 29 August 1945, Sverdrup landed in Japan. He entered Tokyo the next day with Casey to find a site for GHQ, which they decided to locate in the Imperial Hotel, Tokyo. On 2 September, Sverdrup attended the formal surrender aboard the . He received the Legion of Merit on 21 September before departing for home again the next day.
Post-war.
On 3 June 1947, the 102nd Infantry Division was activated as part of the Organized Reserve, with Sverdrup in command. Sverdrup retired from the Army on 31 January 1958, at the age of 60. He attended annual reunions of MacArthur's key officers, held on MacArthur's birthday, starting in 1949. That year Sverdrup was presented with his Commander of the Order of the British Empire by the Australian Ambassador to the United States, Norman Makin, in a ceremony at the Embassy of Australia in Washington, D.C. When Sverdrup heard that MacArthur was returning from Japan after being relieved by President Harry S. Truman in April 1951, Sverdrup flew to greet him on arrival, along with Hanford MacNider and William C. Chase. On 2 May 1975, Sverdrup attended the Engineer Dinner at Fort Belvoir, Virginia which marked the US Army Corps of Engineers' 200th anniversary and presented MacArthur's Gold Castles insignia to the Chief of Engineers, Lieutenant General William C. Gribble, Jr..
Sverdrup returned to Sverdrup & Parcel, but with much less personal involvement than before, as Grant was now running the company, which was incorporated in 1946. That year it was awarded the contract for a complex of wind tunnels at the Arnold Engineering Development Center, with a fee in excess of $1 million. Sverdrup & Parcel continued, becoming Sverdrup Civil, and more recently Jacobs Sverdrup, a portion of one of the world's largest civil engineering groups. In the 1960s, Sverdrup Civil oversaw the successful design and construction of the additional "parallel trestles" of the Chesapeake Bay Bridge-Tunnel (CBBT), doubling the non-tunnel sections, adding the capacity of two more lanes and adding emergency turnouts to the bridge-tunnel facility. The CBBT was still the longest in the world 30 years after Leif Sverdrup and his company completed the original project. However the company image was tarnished in August 2005 by the effect of Hurricane Katrina on the Louisiana Superdome, which Sverdrup & Parcel had been involved in designing, and the collapse of Sverdrup & Parcel's I-35W Mississippi River bridge across the Mississippi River at Minneapolis, Minnesota, on 1 August 2007.
Decorations.
Major General Sverdrup´s decorations include: Distinguished Service Cross, Army Distinguished Service Medal with Oak Leaf Cluster, Silver Star, Legion of Merit, Purple Heart, World War I Victory Medal, Army of Occupation of Germany Medal, Asiatic-Pacific Campaign Medal with four service stars, World War II Victory Medal, Army of Occupation Medal with "Japan" Clasp, National Defense Service Medal, Commander of the Order of the British Empire and Croix de guerre 1914–1918.

Legacy.
Leif J. Sverdrup died on 2 January 1976 and was interred in Valhalla Cemetery in Hanley Hills, a suburb of St Louis, with full military honors. A number of professional organizations also began annual award programs in his honor and memory. The John I. Parcel – Leif J. Sverdrup Civil Engineering Management Award is awarded annually by the American Society of Civil Engineers. In 1976, he was elevated to National Honor Member by Chi Epsilon national civil engineering honor society. Since 1980, the Sverdrup Medal of the Society of American Military Engineers has been awarded annually in his memory. At Augsburg College, the annual Sverdrup Visiting Scientist Program is endowed by the Sverdrup family and by NASA through the Minnesota Space Grant Consortium. The communications building at Webster University's main campus is named after Sverdrup. The building houses the School of Communications, as well as the May Gallery of art. Camp Sakima at the S-F Scout Ranch is also named for Sverdrup. The Sverdrup chapter of the Army Engineer Association at Fort Leonard Wood, Missouri, is named for him as well having the front gate bear his name.


Tamati Ngakaho

Tamati Ngakaho (?–1904) was a New Zealand Ngāti Porou carver.


Joseph Gunzinger

Josef Gunzinger was born in Welschenrohr, Solothurn, Switzerland on March 23, 1892, and died on May 1, 1970 in Heiligenschwendi. In 1962, he was made "citizen of honor" of the town where he was born.
Son of Melchior Gunzinger, watchmaker, and Elizabeth Allemann. Married in 1920 to Rosalia Allemann, a household skills teacher.
Upon his apprentiship as a watchmaker in his father’s workshop, he went to La Chaux-de-Fonds for a one-year furthering of his skills.
Business.
1920 he took over the family business and changed the name of the company into Gunzinger Brothers SA. As from 1924, the company started manufacturing watches under the TM Technos that he had previously officially registered.
At its peak in 1970, Technos employed 450 people and exported around the world, particularly in Brazil and Japan. It was by far the biggest employer of the whole valley.
He sold the whole company to General Watch Company in 1971, a sub-holding of ASUAG.
Accomplishments.
Josef Gunzinger was a co-founder of the Federation of the Swiss German watch manufacturers in 1924.
He was Welschenrohr Community Councilor (Executive) between 1917 and 1931, and a member of the Canton of Solothurn Grand Council (1921-1925).
He proved to be an entrepreneur doted of a patriarchal fiber with a social touch, although as a politician he was definitely right wing.
Josef Gunzinger is one of the leading figures of the twentieth century flourishing watch industry, whose exemplary-worth values went far beyond Welschenrohr, where he had been for so long the "king of the village".


Binh Pho

Binh Pho (September 19, 1955 – August 23, 2017) was a Vietnamese-American artist best known for his pierced and painted works in wood.
Early life.
Binh Pho grew up in Saigon during the Vietnam War. His childhood memories are for the most part pleasant, though he remembered the horrors of the Tet Offensive and other fearful moments. When the “Red Peace” descended upon the land in 1975, he refused to accept Communism. He tried to escape but was captured and sent to a re-education camp for a year. After three more attempts he finally made his escape in 1978 as one of the boat people. The journey from his childhood in Vietnam to life as an artist in the United States is one of struggle and perseverance, yet he viewed it as a philosophical acceptance of destiny through the lens of the happiness and success he found in the United States.
Binh Pho arrived in the United States on May 7, 1979, and initially focused on higher education, receiving a bachelor's degree in electronics in 1982. He became a United States citizen in 1984.
An early breakthrough in Pho's work was meeting the Canadian woodturner Frank Sudol at the Arrowmont School of Arts and Crafts. Sudol's piercing and airbrushing techniques opened a new world of self-expression for Pho. He combined the techniques with lessons learned from other woodturners; the use of color as employed by Giles Gilson and Michael Hosaluk, a sense of continuity learned from Michael Mode, and the use of metal leaf in the work of furniture maker David Marks. He was also influenced by 20th century Surrealist painters and sculptors, notably Salvador Dali and Mihail Chemiakin.
Career.
Binh Pho began selling his work in 1995, quickly gaining the attention of art collectors and devoted increasing time to his work. For much of his career, the work was autobiographical in nature, sharing the story of his life in Vietnam and pursuit of freedom in the United States. In 2006, the book "River of Destiny: The Life and Work of Binh Pho" was published in conjunction with an exhibition of the artist's work at the Long Beach Museum of Art in California. In the book, curator and author Kevin Wallace shared Binh Pho's life story, Vietnamese history and philosophy.
Technique.
For Pho, part of the attraction of working with wood was the poetic similarity he saw between trees and human beings and he approached the material with reverence. A love of color, Eastern imagery and modern art are obvious in his pieces.
After turning a vessel and carefully preparing its surface, Pho sketched the layout of the decoration, utilizing a principle of Chinese landscape painting, in which the eye is drawn into a vast landscape by the inclusion of a temple or cottage. He used an airbrush to apply paint to the surface. He then employed ultraspeed drills to etch and pierce sections of the vessel. The piercing creates negative space that contrasts with the wood that remains and patterns that mimic natural phenomena.
Binh Pho is particularly known for his use of form, instinctively designing works that utilize ratios that are very close to the theoretical “golden section” that can be seen in works dating back through antiquity.
As the artist's work progressed, he moved beyond vessel making to create monumental sculptures and wall pieces.
Binh Pho was a highly sought-after demonstrator and lecturer.
Shadow of The Turning.
In 2012, Binh Pho again collaborated with Kevin Wallace on Shadow of The Turning, referred to by art critic David M. Fry as “a visual and literary amalgam that was audacious in almost every way”. The book and museum exhibition was an exploration of art, myth and philosophy, drawing upon diverse genres and media to bring the viewer into a fascinating literary adventure. With the jointly imagined work of fiction, Binh used the elaborate tale to frame a new body of work. In essence, the art became illustration for the story. The exhibition sought to create a bridge between literature, art world approaches to concept and narrative and craft traditions. The story was “illustrated” with works that combined woodturning, sculpture, painting and art glass. As the storyline explored collaboration, a diverse group of international artists were brought together to collaborate on works of art that celebrate traditional craft materials and processes to redefine the boundaries of contemporary art. The structure of the exhibition and its individual works suggested the enduring importance of architecture to Pho, who studied the subject in college in Vietnam.


James Morrison Hawes

James Morrison Hawes (January 7, 1824 – November 22, 1889) was a brigadier general in the Confederate States Army during the American Civil War.
Early life.
James M. Hawes was born in Lexington, Kentucky, the son of Richard and Hettie Nicholas Hawes. The Hawes family was politically prominent. Hawes' father Richard Hawes, uncle Albert Gallatin Hawes, great-uncle Aylett Hawes, and cousin Aylett Hawes Buckner all served in the United States House of Representatives. James Hawes did not follow the family tradition, however, and enrolled at the United States Military Academy on July 1, 1841. He graduated four years later with the rank of second lieutenant of dragoons.
U.S. military service.
Upon graduation, Hawes was assigned to assist with the occupation of Texas. When war broke out with Mexico, Hawes participated in the Siege of Veracruz, and the battles of Contreras, Churubusco, and Molino del Rey. His outstanding service earned him a brevet to the rank of first lieutenant.
Following his service in the U.S.-Mexican War, Hawes became an assistant instructor at the U.S. Military Academy. Among the subjects he taught were infantry tactics, cavalry tactics, and mathematics. In 1850, he studied advanced tactics at the Cavalry School of Saumur, France. On his return to the United States in 1852, Hawes was stationed on the Texas frontier, served in the Utah expedition in 1857 and 1858, and helped put down disturbances in "Bleeding Kansas."
On February 3, 1857, Hawes married Maria Southgate at Christ Church in Cincinnati, Ohio. The couple had 10 children.
Confederate military service.
With the outbreak of the Civil War in 1861, Hawes resigned his position in the U.S. Army to accept a commission as a captain in the 2nd Kentucky Cavalry. On June 16, 1861, Hawes was promoted to the rank of major, and ten days later was promoted to colonel. He later resigned this position to be commissioned a major in the regular Confederate Army. On March 5, 1862, Hawes was promoted to brigadier general at the request of Albert Sidney Johnston. He became the cavalry commander of the Confederate Western Department.
Following the Battle of Shiloh, Hawes asked to be relieved of command and was assigned to a brigade under John C. Breckinridge. Kentucky's Confederate governor George W. Johnson was killed at the Battle of Shiloh, and the shadow government's legislative council chose Hawes' father Richard to succeed Johnson.
Records show that Hawes participated in a charge on Charleston, West Virginia, on July 4, 1861 and helped defend a bridge on the Green River near Bowling Green on September 18, 1861. He was dispatched to Little Rock, Arkansas in October 1862 to serve as head of the cavalry brigade under Theophilus H. Holmes. Later, he served in the engagements at the Battle of Milliken's Bend and the Battle of Young's Point in June 1863 in Louisiana and then in Mobile, Alabama, aided the defense of Vicksburg, Mississippi, and finished his Confederate military service in Galveston, Texas.
Later life and death.
Following the Civil War, Hawes and his wife returned to their destroyed home in Paris, Kentucky. They relocated to Covington, Kentucky in 1866, where Hawes became a hardware merchant. He still resisted the family tradition of a political career, possibly because of improprieties committed by his brother, Smith Hawes, while he was city treasurer.
Later in life, Hawes became known for decorating Confederate graves on Confederate Memorial Day. Hawes died at his home on November 22, 1889. His cause of death was listed as age and cerebritis. In January 1925, the United Daughters of the Confederacy honored Hawes with a service cross medal, which his grandson accepted on his behalf.


Barking Riverside railway station

Barking Riverside is a railway station under construction in Barking in the London Borough of Barking and Dagenham, east London, that will serve the Barking Riverside regeneration area including housing, leisure and shopping facilities. It is planned as part of an £260m extension of the Gospel Oak to Barking Line on the London Overground network.
The extension will run partly over the existing London, Tilbury and Southend line from , operated by c2c, and over of new track to be laid to the new station. It is expected that Barking Riverside station will open in 2022.
There have also been calls to extend the line further south across the river to Thamesmead and Abbey Wood. In August 2017, the Government granted permission for the extension, with a future provision for a stop at . A future extension across the Thames is not prevented by this project, however an extension of the Docklands Light Railway to Thamesmead has been proposed instead.
History.
The Barking Riverside development is a brownfield site of some 440 acres, on the site of the former Barking Power Station. The site has planning permission for around 10,800 homes, however planning restrictions prevent more than 1,200 homes without adequate transport links.
An extension of the Docklands Light Railway to Dagenham Dock was proposed in the mid 2000s at a cost of around £750m, however this extension was cancelled in 2008 by then Mayor of London Boris Johnson. Following this, Transport for London assessed various options to bring transport links to Barking Riverside, including the previously proposed DLR extension, extension of the Hammersmith & City line to Grays, new segregated, high frequency bus services and a new station at Renwick Road.
Following a decision to extend the Gospel Oak to Barking line to the area in 2014, the proposed route were consulted on in 2014, 2015 and 2016. Following this, a Transport and Works Act Order for the extension and new station was submitted in March 2016. As part of this process, a public inquiry was held in October 2016. The Transport and Works Order was approved in August 2017.
Route.
Leaving Barking station towards the south east, the extension of the Gospel Oak to Barking line will follow the London, Tilbury and Southend line for around 2.4km. Passing underneath Renwick Road, a future station at Renwick Road has been passively safeguarded. The extension then turns south, crossing the main line and the Ripple Lane freight yard on a viaduct, as well as crossing over the High Speed 1 tunnels. The viaduct then continues south for 1.5km to the elevated station at Barking Riverside.
While the station will be owned by Transport for London, the railway infrastructure will be handed over to Network Rail when completed.
Construction.
Following approval of the Transport and Works Order in August 2017, construction on the extension by a joint venture of Morgan Sindall and VolkerFitzpatrick began in late 2018. Construction was originally expected to take 3 years at a cost of £260m, with the new station opening in December 2021. The station building has been designed by Weston Williamson. Following delays caused by COVID-19 pandemic restrictions and utility diversion issues, it was announced in December 2020 that the extension would be delayed until 2022, with a cost increase to £327m.


Peter Hansford

Peter George Hansford is an English civil engineer. He served as the 146th President of the Institution of Civil Engineers (ICE) (2010-2011) and succeeded Paul Morrell as the UK government's chief construction adviser in November 2012.
Career.
Hansford studied civil engineering at the University of Nottingham, and then worked at Amey Roadstone Construction and Maunsell Consultations Asia in Hong Kong. He later joined the Nichols Group, working as engineering manager for London's Docklands Light Railway City extension and Beckton extension projects (1989-1992). He also has a MBA from Cranfield University.
Hansford is a Fellow of the ICE and of the Association for Project Management, and chaired the ICE's expert panel contributing to the UK government's Low Carbon Construction IGT report (2010), a key building block of the industry reforms started by Morrell.
He was appointed Commander of the Order of the British Empire (CBE) in the 2020 New Year Honours for services to innovation in civil engineering.
Infrastructure Steering Committee.
Hansford, ICE Past President, chaired the Infrastructure Steering Committee (ISC), a group of leading clients, consultants, contractors and academics who were a focal point for industry input into the work of the IUK Infrastructure Cost Review implementation programme. This Industry Standards Group report was prepared in response to the 2010 Infrastructure Cost Review programme.
Involved with the Infrastructure UK cost study, Hansford has also worked on various strategic reviews including ones for the Highways Agency, the Nuclear Decommissioning Authority and Network Rail.
Chief Construction Adviser.
On 2 July 2014, construction minister Michael Fallon announced that Hansford's term of office would be extended to November 2015. In July 2015, the Government announced that "the role of the Chief Construction Adviser will not be continued after the incumbent Peter Hansford’s tenure ends in November 2015."


Bill Hedworth

William H. Hedworth, (1900–1994), was a noted maker of Northumbrian smallpipes who for a period between about 1950 and the mid-1960s was the only significant maker of new instruments; he continued making sets of pipes until late in his life. He was thus of considerable importance in maintaining the availability of instruments for beginners, particularly at a time when the traditions both of making and playing the instrument were in decline.
Biography.
Bill Hedworth was born into a family business, building racing skiffs on the Tyne, but trained as a pattern maker, and as a young man played first classical piano and then violin.
Uncertainty of employment meant that he later qualified as a teacher in both woodwork and metalwork, becoming a registered silversmith in 1946. This variety of skills meant that he was well qualified to attempt the manufacture of a number of different musical instruments over the years, as well as numerous other items, from church silver to furniture and coffins. For fifteen years he taught silversmithing at Newcastle.
The first Northumbrian pipes he heard were played by Tom Clough, at a demonstration after a competition, but it was around the late 1940s before he decided to try to make a set. One of his metalwork pupils turned out to be Alan Hall, then the secretary of the NPS, and he allowed Bill to measure his own set. Encountering trouble with reedmaking (a not uncommon dilemma), he contacted Jack Armstrong for assistance, and the two became friends, Jack sending people to Bill if they were seeking pipes or needing repairs. He later taught silversmithing to Colin Ross (pipemaker).
Bill kept records of the sizes and other details of all the pipes that were brought to him for repair. Using charts that he made up from this very variable information to inform his own designs, he devised his own standardised hole spacings for a variety of pitches. Some of the first concert pitch chanters are of his manufacture.
Hedworth pipes later became a very recognizable style in pipemaking, with elegant keys and metalwork of nickel silver, but Bill freely admitted he was no piper, and found difficulty tuning and setting up the pipes himself. Frequently they needed the attentions of other makers before their excellent tone was fully evident. He used a variety of woods in his work, but favoured African blackwood and lignum vitae, as well as ivory when he could get it economically. Many piping competitions in the 1970s and 80s were won on Hedworth pipes, and in total he made about 360 sets.
Towards the end of his long life he made fewer pipes, partly because his favoured metal, nickel silver, became almost impossible to obtain; but until his death he never ceased doing craft work, to the consternation of friends and visitors who saw only his shaking hands and sharp tools. His appreciation of the value of his work remained firmly stuck in the past, to the good fortune of some lucky customers.
Bill Hedworth was proud of having been made an Honorary Member of the Northumbrian Pipers' Society in 1972, and he is remembered by the NPS as an innovative and creative designer of Northumbrian pipes. In 2014, a book on his work was published by the Northumbrian Pipers' Society.


Peter Harlan

Peter Harlan (born 26 February 1898, in Berlin, died 13 January 1966, in Burg Sternberg/Lippe) was a German multi-instrumentalist and musical instrument maker. In the 1920s he was an employee of the Munich magazine "Der Gitarrenfreund".
Life and Work.
Peter Harlan came from an artistic family. He was the son of writer Walter Harlan and brother of film director Veit Harlan ("Jud Süß").
After graduating from high school, Harlan took up an apprenticeship as a string instrument maker with Ernst Wilhelm Kunze and later founded his own workshop for the construction of medieval instruments in the musical instrument region of Markneukirchen, Vogtlandkreis, Germany. In the 1920s, Harlan was introduced to recorders by Wilibald Gurlitt at Freiburg im Breisgau. Harlan stated later that he had built his first recorder in 1921. In 1925, he visited the German music researcher Max Seiffert and the leading expert for old chamber music Arnold Dolmetsch in England. In 1926, he had a recorder built by other wind instrument makers. The result of these attempts was the still familiar German fingering recorder, which became an easy and fast-to-learn instrument. Both well-known songs as well as classical repertoire could be played. This "Bärenreiter-Blockföte" from the "Harlan workshops" spread rapidly due to its low price of just four Reichsmark.
Inspired by Gurlitt, Harlan developed not only recorders but also fiddles, viols and clavichords based on historical models. His most significant work was the development of the construction of the Fidel. His special concern was to make this six-stringed string instrument, which he constructed from a viola da gamba's basic frame, into a layman's instrument for the future. The Fidel and the recorder gained popularity among those new to playing music because of their easy-to-learn style of playing.
In 1930, he founded the Harlan Trio with musicologist and violist and composer . The Trio were pioneers in the field of historical performance, playing music from the Middle Ages to the Baroque.
In The Second World War, he served as a Luftwaffe Officer. in December 1944, he was in command of in the Lippe district. In the last days of the war in 1945, he refused the order to destroy the castle by means of a few barrels of gasoline and waited for the invasion of the Allied troops in Lemgo, so that the castle fell into their hands without a fight.
In 1947, Harlan leased Sternberg Castle, resumed building instruments there and built the castle into an important training centre for German music. For this purpose, a varied learning and presentation program has been established, which consisted of courses in playing the Fidel, courses for the DIY of musical instruments, but also small concerts, puppetry and castle tours. Until his death, he assisted countless children to take their first steps in the field of music by playing, building their own or buying simple musical instruments.
After Harlan's death, his sons Till and Klaus Harlan continued their father's work at Sternberg Castle.


George Steers

George Steers (August 15, 1819 – September 25, 1856) was a designer of yachts best known for the famous racing yacht "America". He founded a shipyard with his brother, George Steers and Co, and died in an accident just as he was landing a major contract to build boats for the Russian Czar.
Early life.
George Steers was born in Washington, D.C., USA, in 1819. His father, Henry Steers, was engaged as Naval Constructor for the U.S. Government.
George never learned the trade of ship carpenter, but rather built vessels based on the design concepts he worked out for himself in his youth, growing up as a shipbuilder's son. He became a journeyman for William H. Brown, in whose service he assisted in building the "Arctic" and another of the Collins steamers.
Designer of famous racing yacht "America".
Between 1841 and 1850, Steers built many yachts which were well known in their day. In 1845, Steers went into business with a partner under the name of Hathorne & Steers, at the foot of North First street, in Williamsburg, Brooklyn. In 1849, George Steers designed the pilot boat "Mary Taylor," with a radical new design in a schooner. The firm was closed in 1849.
In 1850 he formed the firm George & James R. Steers with his brother. In 1850, Steers designed the pilot boat "Moses H. Grinnell, No. 1". The Grinnell was the first pilot boat to have a long lean bow, which made it very fast. It was owned by George W. Blunt.
George Steers is perhaps best known as the designer of the most famous racing yacht of all time, the schooner yacht "America" (1851), for which the America's Cup is named. No doubt influenced by the "Mary Taylor" and "Grinnell", and the ship designs of fellow New Yorker John W Griffiths, the aptly named "America" established the American naval architecture of the day.
He also built one full-sized ship, the clipper ship "Sunny South", which was sold to foreign owners after a voyage around Cape Horn to San Francisco, and captured in the Mozambique Channel in 1860 with a cargo of over 800 slaves.
Other boats built by Steers include:
Landed a large contract, but died young.
On 25 September 1856, George Steers, while driving a pair of horses to Glen Cove, Long Island, in order to bring home (91 Cannon St.) his wife, who had been visiting, was thrown from his wagon and mortally wounded. He was only 37 years old. He had just negotiated for $1,000,000 worth of boats for the Czar of Russia. He left a son behind him.
A procession of 800 citizens was followed by lodges of the Masonic Order, including the Mariner's Lodge (400 men), and 70 carriages of friends and relatives. Steers is interred at Green-Wood Cemetery in Brooklyn, New York.


Edward Burgess (yacht designer)

Edward Burgess (1848–1891) was an American yacht designer. Several of his boats won fame in the waters of the eastern United States.
Early life & education.
Edwin Burgess was born in West Sandwich, Massachusetts on June 30, 1848, the fifth son of Benjamin Franklin Burgess (1818–1909) and Cordelia Williams Ellis (1821–1876). The Burgess family were merchants who made their money in the West Indies trade and lost it in 1879.
Burgess was educated at Harvard, graduating in 1871, and became secretary of the Boston Society of Natural History, in which capacity he edited the publications of the society, and published several memoirs on anatomical subjects. In 1879, he became instructor in entomology at Harvard, remaining until 1883. He traveled in Europe and, in an amateur way, studied the principles of naval architecture, bringing his knowledge and judgment to the practical test of designing and building vessels for his own use. He relied on this when he turned to the design of sailing yachts for a living in 1883.
Yacht design.
Several of his boats won fame in the waters of the eastern United States. He designed the largest steel hull schooner at the time "Constellation" for E.D. Morgan in 1889. In 1884, a committee of Bostonians selected him to design a large sloop yacht to represent the United States in a series of international races. From his designs, "Puritan" was built; she easily defeated "Genesta" (English) for the America's Cup in 1885. This was a remarkable triumph in view of the fact that it was the first attempt of an American designer to solve certain shipbuilding problems to which Englishmen had given their attention for a score of years.
In 1886, his "Mayflower", slightly larger than "Puritan", led in the race with the English "Galatea". In 1888, Burgess' fishing schooner "Carrie E. Phillips" outdistanced four competitors in the fisherman's race held in Boston harbor. His "Volunteer" won the "America's cup" against the "Thistle" in 1887. His other yachts included the "Mariquita" and "Gossoon", both remarkably swift sloops designed to counter the success of the Clyde-built cutter "Minerva" (William Fife, 1888).
In his seven years of work as a yacht designer, Burgess designed 137 vessels, that included 38 cutters, 35 steam yachts, 29 catboats, 17 sloops, 11 fishing-vessels, 3 pilot-boats, 3 working-vessels, and 1 yawl. His son William Starling Burgess would follow him in his profession of yacht design. Examples of pilot boats Burgess designed were the "Varuna" and the "Adams".
Personal life.
Burgess married Caroline Louisa Sullivant on June 2, 1877 in Boston. They had two sons, William Starling Burgess and Charles Paine Burgess. His family had a home in Beverly, Massachusetts near current day Lynch Park.
Burgess died July 12, 1891 of typhoid fever. Caroline died September 16, 1891 in Boston of pneumonia. They are both buried at Mount Auburn Cemetery lot #1167 Geranium Path.
Burgess was inducted into the America's Cup Hall of Fame in 1994.


Laird station

Laird is an underground light rail transit (LRT) station under construction on Line 5 Eglinton, a new line that is part of the Toronto subway system. It will be located in the Leaside neighbourhood in East York at the intersection of Laird Drive and Eglinton Avenue. It is scheduled to open in 2022.
This station's entrances are both on the south side of Eglinton. The main entrance is at the southwest corner of the Laird Drive intersection replacing a small strip mall and the secondary one is east of that in the Leaside Centre parking lot, just beyond the Pier 1 Imports store.
At Laird station, there will be a third track between the eastbound and westbound tracks either to store a train or to allow a train to change direction due to an emergency or a change in service. Laird station is the last underground station eastbound in the main tunnel; the line will emerge in the Eglinton median about 250m east of Brentcliffe Drive.
Destinations include the many commercial establishments to the southeast: Leaside Centre, the SmartCentres on Laird, and the Leaside Business Park on Eglinton.
Ontario Premier Kathleen Wynne officiated at the ground-breaking for the station on June 30, 2016.
Construction.
The underground portion of the station will be constructed by "mining", a technique more formally called sequential excavation method (SEM). Laird, and stations are to be constructed by this method. The other underground stations will be built by cut-and-cover. According to Crosslinx, SEM is more common in Europe and the Crosstown is the first project to use the technique in Toronto.
Laird station will be long because the station structure will contain crossovers and a storage track in addition to boarding platforms. Using cut-and-cover would disrupt about 500 metres of Eglinton Avenue.
At Laird, two shafts were built on the south side of Eglinton Avenue on both the east and west sides of Laird Drive. From the vertical shafts, workers "mine" horizontally towards and above the twin tunnels created by the tunnel boring machines. Large pipe-like sections are used to support the roof of the excavation. Then, workers gradually excavate down to the liners of the twin tunnels, which are removed. When the excavation is finished, there will be a multi-story cavern with a vaulted ceiling. The arch in the ceiling provides strength to hold back the ground above. Walls are sprayed with shotcrete, a special concrete that dries in 10 minutes. Excavation is done slowly, about 1.5 metres per day; mining work proceeds on a 24/7 basis using two crews of ten workers each. Mining is expected to be completed by July 2019.
Surface connections.
The following routes would serve this station according to the report presented at the board meeting on February 25, 2016:


SMS G37

SMS "G37" was a 1913 Type Large Torpedo Boat ("Großes Torpedoboot") of the Imperial German Navy during World War I, and the 13th ship of her class.
Construction.
"G37" was ordered from Germaniawerft in April 1914 as part of the 1914 order of high-seas torpedo-boats (with a half-flotilla of 6 ordered from Germaniawerft and a second half-flotilla from AG Vulcan). She was launched from Germaniawerft's Kiel shipyard on 17 December 1914 and commissioned on 29 June 1915. The "G" in "G37" refers to the shipyard at which she was constructed.
"G37" was long overall and at the waterline, with a beam of and a draft of . Displacement was normal and deep load. Three oil-fired water-tube boilers fed steam to 2 sets of Germania steam turbines rated at , giving a speed of . of fuel oil was carried, giving a range of at and at .
Armament consisted of three 8.8 cm SK L/45 naval guns in single mounts, together with six 50 cm (19.7 in) torpedo tubes with two fixed single tubes forward and 2 twin mounts aft. Up to 24 mines could be carried. The ship had a complement of 87 officers and men.
Service.
On 16–18 November 1915, "G37", part of the Eleventh Torpedo Boat Half Flotilla, took part in operations by 18 torpedo boats in the Skagerrak to intercept merchant shipping. On 10 February 1916, "G37" took part in a sortie by 25 torpedo boats of the 2nd, 6th and 9th Torpedo-boat Flotillas into the North Sea. The sortie led to an encounter between several German torpedo boats and British minesweepers off the Dogger Bank, which resulted in the British minesweeper being torpedoed and sunk by ships of the 2nd Flotilla.
"G37" was assigned to the Sixth Torpedo Boat Flotilla, Twelfth Half-Flotilla, of the High Seas Fleet at the Battle of Jutland. Early in the battle, she fell astern of the rest of her flotilla, because she had temporarily lost power from a boiler, and fired two torpedoes at British light cruisers at about 17:44 CET (i.e. 16:44 GMT). The 12th Half Flotilla attempted a torpedo attack against the battlecruisers of the British 3rd Battlecruiser Squadron at about 19:00 CET. While fired two torpedoes and and both fired a single torpedo at the battlecruisers, the light cruisers of the German 2nd Scouting Group fouled "G37"s line of fire, and instead she fired a single torpedo at British destroyers. None of the torpedoes from this attack, or one immediately afterwards from the 9th Flotilla, hit their targets. The battlecruiser had been badly damaged by shells from British battlecruisers, and "G37" was one of seven German torpedo boats tasked with escorting "Lützow". Heavy flooding forced the crew of "Lützow" to abandon ship at 01:55 CET, 1 June. "G37", together with , and "V45" came alongside to take off "Lützow"s crew before the battlecruiser was scuttled by "G38". Later that night (at about 03:25 CET) the four torpedo boats took part in a brief engagement with the British destroyers and in which neither side received further damage. The four torpedo boats had another encounter with British forces at 04:25 CET when they encountered the light cruiser and the destroyers , , and . "G40" was damaged by a shell from "Champion" and had to be taken under tow by "G37".
On 18 August 1916, the High Seas Fleet sailed on a sortie to bombard Sunderland in order to draw out units of the British Fleet and destroy them. "G37" formed part of the Seventh Torpedo Boat Flotilla, but no general fleet engagement took place, despite both the High Seas Fleet and the British Grand Fleet being at sea at the same time.
On 22 January 1917, 11 torpedo boats of the 6th Torpedo Boat Flotilla, including "G37" left Helgoland to reinforce the German torpedo forces in Flanders. The British Admiralty knew about this transfer due to codebreaking by Room 40, and ordered the Harwich Force of cruisers and destroyers to intercept the German torpedo boats. During the night of 22–23 January, the 6th Flotilla encountered three British light cruisers (, and ). The Germans attempted a torpedo attack against the British cruisers, but were driven off by heavy fire and broke off the attack behind a smoke-screen. , leader of the flotilla, was hit by three shells, one of which jammed her rudder, forcing her to move in a circle, resulting in colliding with "V69", badly damaging both torpedo boats, although both survived. The remainder of the flotilla, including "G37", escaped unharmed and continued on to Flanders.
On the night of 25/26 February, the Flanders-based torpedo boats launched a three-pronged attack against Allied shipping in the English Channel and the Dover Barrage. Six ships of the 6th Flotilla, including "G37" were to attack the Dover Barrage, while other torpedo boats were to attack shipping on The Downs and off the mouth of the River Maas. The 6th Flotilla ran into the British destroyer which was patrolling the Barrage. While the German ships attacked "Laverock" with heavy gunfire and torpedoes (one of which hit the British destroyer but failed to explode), the British destroyer only received light damage, and the 6th Flotilla turned back for Zeebrugge, with the drifters of the Dover Barrage unharmed. The Flanders-based flotillas attacked again on the night of 17/18 March. Seven torpedo boats of the 6th Flotilla (, , , "G37", , and ) were to attack the Dover Barrage north of the Sandettie Bank, with five torpedo boats of the 1st Zeebrugge Half-Flotilla attacking south of the Sandettie Bank, and four ships of the 2nd Zeebrugge Half-Flotilla operating against the Downs. The 6th Flotilla met the British destroyer on crossing the Dover Barrage. "Paragon" challenged the German torpedo boats, which replied with gunfire and torpedoes, "Paragon" being struck by torpedoes from "S49" and "G46" and sunk. The 12th Half-Flotilla (including "G37") became separated from the rest of the 6th Flotilla and therefore returned to base, while the remaining three ships of the flotilla continued on, torpedoing and badly damaging the destroyer before returning to base, while a merchant ship was sunk by the 2nd Zeebrugge Half-Flotilla east of the Downs. The 6th Flotilla returned to Germany on 29 March 1917.
On 4 November 1917 at 04:55 hours, "G37" struck a mine, part of a minefield laid on the night of 30/31 May 1917 by the British destroyer and the light cruisers and , in the southern North Sea off Walcheren Island, Netherlands () and sank. Four sailors died in this incident.


List of clarinet makers

The following are lists of makers of clarinets, clarinet mouthpieces, clarinet ligatures, and clarinet reeds. Note that some of the following are simply brands for instruments from original equipment manufacturers.


Benjamin Wright

Benjamin Wright (October 10, 1770 – August 24, 1842) was an American civil engineer who was chief engineer of the Erie Canal and the Chesapeake and Ohio Canal. In 1969, the American Society of Civil Engineers declared him the "Father of American Civil Engineering".
Life and career.
Wright was born in Wethersfield, Connecticut, to Ebenezer Wright and Grace Butler. In 1789, at age 19, he moved with his family to Fort Stanwix (now Rome, New York), where he became a land surveyor.
In the next decennia, he worked as a land surveyor and engineer, especially on the construction of the Erie Canal and later on the Chesapeake and Ohio Canal. In addition to his engineering work, Wright was also elected to the New York State Legislature in 1794 and was appointed a New York county judge.
Wright returned to New York in about 1833. He continued to work primarily as a consultant on a number of canal projects, but also began doing surveys for railroads, which were in the early stages of development at the time.
Wright married Philomela Waterman on September 27, 1798; they had nine children (five of whom became civil engineers). One of them, Benjamin Hall Wright (1801-1881) went to West Point and graduated as part of the Class of 1822. As a civil engineer, the younger Wright promoted the establishment of Railroads in the Island of Cuba, with the survey the Havana-Guines railroad in 1834. He was also involved with the engineering of the Cardenas and Bemba Railroad, Cuba in 1836 and of Nuevitas and Puerto Principe Railroad (1837‑42).
The elder Benjamin Wright is buried in the New York Marble Cemetery in Manhattan.
Projects.
Oneida and Oswego counties.
Wright began his career surveying the frontier areas of Oneida and Oswego counties. In 1794 Wright was hired as a surveyor and planner by the noted English canal designer William Weston. Working for Weston, he helped lay out canals and locks on the Mohawk River. After Weston returned to England in 1801, Wright was commissioned to survey the Mohawk River between Schenectady and Rome, and then to the Hudson River.
Wright initially surveyed of the Mohawk River from Rome to the Hudson River on behalf of the Western Inland Lock Navigation Company, but that company didn't have the resources to build the canal.
Erie Canal.
Wright surveyed the same route of the Mohawk River from Rome to the Hudson River again for the New York State Canal Commission in 1811, and by 1816 funding for the Erie Canal was in place. Its construction began in 1817. The ASCE (1996) explained:
The following year Wright was appointed senior engineer in charge of construction of the middle section of the Erie Canal, and later, he was placed in charge of the eastern section as well. He led thousands of unskilled laborers as they built the canal with wheelbarrows, hand tools, horses, and mules. In Wright's honor, the first boat to traverse the canal system was named the "Chief Engineer".
Other canal work.
In 1822 Wright was engaged by the Chesapeake & Delaware Canal Company to be the canal's chief engineer. While holding that position, he caused John Randel Jr. – who had surveyed the route taken by the canal, and who had been hired as an engineer to build its difficult eastern section – to be fired by the company. Randel sued the company for breach of contract, and tried to sue Wright as well, but that case was thrown out. In 1834 a jury returned an award to Randel of $226,885.84 (), a tremendous amount for the time. The canal company's appeals went as high as the United States Supreme Court, which affirmed the award. The company attempted to avoid paying the judgment, but the state legislatures of both Maryland and Delaware passed bills requiring the canal company to pay off its debts within five years. The huge award almost bankrupted the company.
Wright was approached in 1825 by the Wurts brothers of Philadelphia to survey a possible route from the coalfields of Northeastern Pennsylvania to the Hudson, where anthracite could be shipped by boat downriver to New York City. Wright consented, and served as chief engineer on the Delaware and Hudson Canal for about a year. At that point, he stepped down and became a consulting engineer; the job of chief was taken by John B. Jervis, who had worked under Wright on the Erie Canal.
In 1828, Wright was made Chief Engineer of the newly organized Chesapeake and Ohio Canal, which operated on a route along the Potomac River between Washington, D.C. and Cumberland, Maryland. Within a year, Wright had let contracts for a massive construction effort that encompassed about 6,000 men and 700 horses.


Thomas Curtis Clarke

Thomas Curtis Clarke (16 September 1827 – 15 June 1901) was a railway engineer, builder and author best known for a series of cast iron bridges in the United States. While living and working in Port Hope, Ontario, his firm won the contract to build the east and west blocks of the Canadian Houses of Parliament. Thomas Curtis Clarke is buried in Port Hope, Ontario, Canada.
Life.
Early work.
Clarke was born in Newton, Massachusetts on 16 September 1827 and as a boy he attended the Boston Latin School. He enrolled at Harvard University, graduating in 1848 with a Bachelor of Arts degree in engineering, working under Captain John Child.
In 1873, Clarke was elected as a member to the American Philosophical Society.


Michiel Coignet

Michiel Coignet (also Quignet, Cognet or Connette in Italian) (1549 in Antwerp – 24 December 1623 in Antwerp) was a Flemish polymath who made significant contributions to various disciplines including cosmography, mathematics, navigation and cartography. He also built new and improved scientific instruments and made military engineering designs.
Coignet was a scientist at the court of the governors of the Spanish Netherlands Albert VII, Archduke of Austria and Isabella Clara Eugenia where he held a position similar to that of his compatriot Simon Stevin at the rival court of Maurice, Prince of Orange.
Life.
Michiel Coignet’s father Gillis (also known as Egidius) was a goldsmith and maker of astronomical and mathematical instruments in Antwerp and was married to Brigitte Anthonis Hendriks. Michiel’s brother Jacob III became a physician while his brother Gillis I became a painter. Michiel’s father died in 1562-1563. The details on Michiel’s education are scarce. He was admitted to the St Ambrose Guild of School Teachers in 1568. He taught French and mathematics. It is likely that at the time he started working as a teacher he had already studied higher mathematics since the mathematics class he taught was referred to as 'mathematicam' whereas lower mathematics was referred to as 'cijfferen' (calculation).
He married Maria vanden Eynde c. 1570 and the couple would have 10 children. Only their son Antonius was still alive at the time of his death. In 1572-73 Michiel Coignet was appointed by the city as 'wijnroeier' ('wine gauger'). The wijnroeier was a municipal employee tasked with measuring the wine barrels that arrived in the city in order to calculate the taxes due. From the year 1572 also dates Michiel’s first signed instrument, an astrolabium. This is an indication that his mother likely kept her deceased husband’s workshop in operation until her son could become a master of the Guild of Saint Luke. Michiel became a member of the Guild as the son of a member in 1581 and became a full master in 1589 after a period of apprenticeship. He also became a member of the Guild of Meerse, which was the guild of the shopkeepers and wine gaugers.
Michiel Coignet converted to the Protestant faith. After the Fall of Antwerp in 1585, he joined a local schutterij called the 'kolveniersgilde'. Since only Catholics were typically allowed to join the schutterij it is assumed that he had reconverted to Catholicism. His brother Gillis, however, did not and emigrated to Amsterdam where he had a successful career as an artist. In 1585 Coignet stopped teaching except for classes for military officers and sons of prosperous merchants.
Michiel Coignet remained in this position of 'wijnroeier' until he started his service as a mathematician and engineer for the Archdukes in 1596. He would remain in court service until his death in 1623. In 1604 Coignet received a further stipend from the court for his role as of cosmographer. In 1606, he remarried after the death of his first wife in November 1605 and had four children from this second marriage. One of them was the painter Michiel II Coignet (1618-1663).
In the summer of 1623 Coignet made a request to the Archduchess Isabella to get a pension. She yielded his request and decided to grant him a single lump sum for his services. However, Coignet died before the sum was paid. The Archduchess Isabella wanted to have his works published, but this plan was not realized.
Instrument making.
Coignet invented several instruments and corresponded with Galileo Galilei (from 1588), Gerhard Mercator, Godefroy Wendelin, Ludolph van Ceulen and Fabrizio Mordente, whom he met during the latter’s 1584 sojourn in Antwerp. Among other things, Coignet invented and described instruments that had a function similar to that of the proportional compass. During the dispute over the invention of the proportional compass in 1610, Giovanni Camillo Gloriosi attributed the invention to Coignet and not to Galileo, although the instrument is now mainly attributed to Coignet’s friend Mordente. Coignet distributed the computational functions over several bars and described the instrument in several treatises: on the "flat ruler" ("Traité des Sinus", 1610); flat-legged proportional compasses ("De regulae pantometae", 1612); and four-point proportional compasses ("El uso del compas proportional", 1618).
Navigation.
Strongly encouraged by Gillis Hooftman in 1580 Coignet published a treatise on navigation entitled "Nieuwe Onderwijsinghe op de principaelste Puncten der Zeevaert" ('New Instructions on the Principal Points of Navigation'). It was published by the Antwerp publisher Hendrik Hendriksen as an appendix to the Dutch-language translation of Pedro de Medina's "Arte de Navegar". In the appendix he pointed to the possibility of determining longitude at sea with watches on the ships. He also described some of his newly invented instruments such as the nautical hemisphere. The nautical hemisphere is an instrument with which the longitude problem could, in theory, be solved. In 2008 an example of this instrument, likely made in Coignet’s workshop, surfaced during an exhibition on the history of the Jesuit Seminary of Tournai.
An expanded, French-language version of the "'Nieuwe Onderwijsinghe" prepared by Coignet was published in 1581 by Hendrik Hendriksen under the title "Instruction nouvelle des poincts plus excellents et nécessaires, touchant l'art de naviguer... nouvellement practiqué et composé en langue thioise, par Michiel Coignet... Depuis reveu et augmenté par le mesme autheur…"
Cartography.
Around 1600 Coignet became involved in the publication of atlases. He edited various editions of the world maps of Abraham Ortelius. He added an introduction on projections and 13 maps to some editions of Ortelius' atlas published as "Epitome theatri orbis terrarum d'Ortelius" (1601). The Latin-language 'Epitome' was quickly translated into English and French. Coignet edited the French version published in Antwerp. One of the new maps was a map with a description of Japan, for which he had obtained the information from Jesuit sources. Coignet also added an introduction to the atlas "Speculum Orbis terrarum" of Gerard de Jode.
In 1621 Coignet drew a map that showed the preferred itinerary for merchants and merchandise traveling from Flanders to Milan (two copies are preserved one of which is kept in the library of the Katholieke Universiteit Leuven). The map was promoted in May 1621 by the Antwerp newspaper "Nieuwe Tijdinghe" in an advertisement that referred to the route as the "Prince conduitte" since the route fell supposedly under the protection of the Archdukes. The advertisement claimed that the proposed itinerary would reduce travel time by 10 to 12 days and was 'without danger'.
Mathematics.
Coignet may have been a pupil of the German mathematician Valentin Mennher, whose books he published in new editions after Mennher's death in 1570. He also edited Willem Raets' "Arithmetica" in 1580 and included an appendix on wine gauging. As a mathematician Coignet was highly regarded by his contemporaries and was praised by the Flemish mathematician Adriaan van Roomen. He taught the subject including during his European tour when he instructed Marin Getaldić and the officers of Archduke Albert. Getaldić was later in Paris from where he informed Coignet in a letter dated 15 February 1600 about the mathematician François Viète.
Military engineering design.
Coignet was involved in various military engineering projects mainly related to fortification and wrote about ballistics in one of his treatises ("El uso de las doze diuisiones geometricas", 1618). From 1596 he worked for the Archdukes on the fortification of the forts along the Scheldt river. He took on an advisory role in the Siege of Hulst of 1596 and the Siege of Ostend from 1602 to 1604.
In 1608 he designed together with the municipal surveyor Mattheus van Herle a fortification in the area of the St Michael’s Abbey. Around 1614 he made further military maps. During that time he was in charge of inspecting the excavation of the city moats. He discovered that the contractor was making the moats too narrow and tried to cut off some of the corners to save time. He was forced to conduct regular inspections in order to curb these malpractices. During this time he may also have been involved in the reparation of the city walls and the design of a new fort on the left bank of the Scheldt river. In 1618 he discussed with Don Iñigo de Borgia, the commander of the Spanish garrison, the construction of two guard posts on the city walls.


Laurie Davidson (yacht designer)

Lawrence Karl Davidson (born in Dargaville, 1927) is a New Zealand sailing yacht designer. He is most notable for his International America's Cup Class sailboats which successfully challenged and defended the America's Cup sailing trophy.
In the 2000 New Year Honours, Davidson was appointed a Companion of the New Zealand Order of Merit, for services to yacht designing.
He was inducted into the America's Cup Hall of Fame in 2007.
Early career.
After leaving school he qualified as an accountant and worked in that profession until in 1969 he joined Morely Sutherland's boat building company at Greenhithe. In 1970 Tony Bouzaid commissioned the Blitzkrieg a half-ton yacht designed by Davidson. Davidson captained it to win the inaugural New Zealand Half Ton Championship. Encouraged by this success Davidson bought an Olivetti computer and with software sourced from Sparkman and Stephens and began using the computer to design yachts. He was subsequently the first New Zealand yacht designer to hold the IOR rule on computer.
in 1976 Davidson designed "Fun", a trailerable Quarter Ton yacht.
IOR success.
In 1976 Davidson designed "Waverider" for Tony Bouzaid, which won the 1978 Half Ton Cup held at Poole, England. In reaction to the success of the light displacement designed of Davidson, Bruce Farr and Paul Whiting, the IOR bought in new rules which required extensive surgery of "Waverider" to bring her into class for the 1979 Half Ton Cup series, which "Waverider" won, becoming the first yacht to ever win the Half Ton Cup twice.
After the success of "Waverider". John MacLaurin commissioned "Pendragon" a Three-Quarter-tonner development of and big sister to "Waverider". Built lightly in wood by Ocean Racing Yachts in Auckland, "Pendragon" won the Three-Quarter Ton cup held in 1978 in Vancouver, British Columbia. In the following year it won the One Ton Cup held at Newport, Rhode Island, a feat which was not achieved by any other yacht in level rating competition.
Among his other designs have been the M20 fibreglass trailer yacht (1973), the Davidson 28, the Davidson 31 (1974), the Dash 34 (1981), the Davidson 35 (1981), the Davidson 40, the Cavalier 37, the Cavalier 45 production yachts. The only Davidson yacht in production is the Davidson 29, designed in 1990. Two boats racing and cruising are home ported in Seattle Washington, and Vancouver B.C.. Custom production at Center of Effort, sailboat shop, Port Townsend, Washington.
Davidson designed "Outward Bound" for Digby Taylor which completed in the 1981-82 Whitbread Round the World race, and won the small boat honours.


Rauno Esa Nieminen

Rauno Esa Nieminen (born June 6, 1955) is a doctor of music 2008, a master of musical instrument building 2006, designer (University of Applied Sciences) 2001, teacher of Arts and Crafts 1991, writer, artist, researcher and musician.
The work of Musical Instrument Builder and Musician started in 1978 Vilppula, Kolho village. He taught guitar building at Ikaalinen Craft and Applied Arts School during 1984–2018. He is still a teacher at Sibelius Academy and University of the Arts Helsinki.
The subject of the dissertation was "Soitinten tutkiminen rakentamalla – Esimerkkinä jouhikko (Studying Musical Instruments by Building Them – The Jouhikko as an Example)".
He plays kantele, horsehair kantele, wind instruments, percussion instruments, guitars, mandolins and bowed lyres (jouhikko). He has performed in more than 20 countries, including Europe, America, Asia and Africa. Call eg. in the following orchestras: Ontrei, Ural Pop, Verde, Jouhiorkesteri, Teppanan Veljet, Stroka & Nieminen, Primo, Pohjola-trio, World Mänkeri Orchestra.
He has been a full-time musical instrument maker since 1979 at Jyrki Pölkki Musical Workshop 1979–1980, Kaustinen Musical Workshop 1981–1983, Landola Guitars 1992–1999 and Trade Name Rauno Nieminen 1980. He builds guitars, mandolins, bass guitars, kanteles, brass instruments and horsehair kanteles. He is an honorary member of The European Guitar Builders 2016 and an Honorary Chairman of the Finnish Guitar Builders Guild 2015.
He has written numerous books, audio records and magazine articles.
Education.
Nieminen studied at the Sibelius Academy, where he obtained a Doctor of Arts in Music in 2008.


Sommerfeld number

In the design of fluid bearings, the Sommerfeld number (S) is a dimensionless quantity used extensively in hydrodynamic lubrication analysis. The Sommerfeld number is very important in lubrication analysis because it contains all the variables normally specified by the designer.
The Sommerfeld number is named after Arnold Sommerfeld (1868–1951).
Definition.
The Sommerfeld Number is typically defined by the following equation.
Where:
The second part of the equation is seen to be the Hersey number. However, an alternative definition for S is used in some texts based on angular velocity:
Where:
It is therefore necessary to check which definition is being used when referring to design data or textbooks, since the value of S will differ by a factor of 2π.
Derivation.
Petroff's Law.
Petroff's method of lubrication analysis, which assumes a concentric shaft and bearing, was the first to explain the phenomenon of bearing friction. This method, which ultimately produces the equation known as Petroff's Law, is useful because it defines groups of relevant dimensionless parameters, and predicts a fairly accurate coefficient of friction, even when the shaft is not concentric.
Considering a vertical shaft rotating inside a bearing, it can be assumed that the bearing is subjected to a negligible load, the radial clearance space is completely filled with lubricant, and that leakage is negligible. The surface velocity of the shaft is: formula_4, where "N" is the rotational speed of the shaft in rev/s.
The shear stress in the lubricant can be represented as follows:
Assuming a constant rate of shear,
The torque required to shear the film is
If a small radial load "W" acts on the shaft and hence the bearing, the frictional drag force can be considered equal to the product "fW", with the friction torque represented as
Where
If the small radial load "W" is considered negligible, setting the two expressions for torque equal to one another and solving for the coefficient of friction yields
formula_9
Which is known as Petroff's Law or the Petroff equation.
It provides a quick and simple means of obtaining reasonable estimates of coefficients of friction of lightly loaded bearings.


Ole Nilsen Weierholt

Ole Nilsen Weierholt (December 29, 1718 – December 14, 1792) was a wood carver, primarily known as a pattern maker for ironworks in Nedenes county, Norway, especially for the Næs Ironworks. He created wooden patterns in the Rococo style for cast-iron stoves, and has been referred to as the "Rococo Master of Southern Norway" ().
Weierholt was born in Sagene in Austre Moland, today part of the municipality of Arendal. He worked as a carpenter and wood carver, and he was involved in a large number of construction jobs for the district's churches in the mid-1700s, including Austre Moland Church and Tromøy Church.
Weierholt created many casting patterns for the Næs Ironworks; he is especially known for the pattern "the chamberlain from Ethiopia" ("Kammersvenden av Morland"), which he copied from an older model. The theme is based on the story of "Philip and the Ethiopian" (), and it was also used in Rembrandt's painting "The Baptism of the Eunuch".
Weierholt also created oven patterns for the Froland Ironworks and for the ironworks in Lower Telemark.


John Boyd (milliner)

John Richardson Boyd MBE (5 April 1925 – 20 February 2018) was a Scottish milliner based in London. Designing hats for over seventy-five years, Boyd was one of London's most respected milliners and is known for his creations for Diana, Princess of Wales and Anne, Princess Royal.
Boyd was a milliner to three generations of Diana's family – Diana, her mother Frances Shand Kydd and grandmother Ruth Roche, Baroness Fermoy – and had remained at the centre of his craft adding another generation of royals with Catherine, Duchess of Cambridge. Turning 92 in April 2017, Boyd had one of the longest millinery careers in the world whilst continuing to practise his art before his death in 2018. Boyd’s label continues with his protégé and senior milliner Sarah Marshall.
Early life.
Boyd was born in Edinburgh, Scotland in 1925. Boyd served his apprenticeship in Grosvenor Square with the Danish, Royal milliner Aage Thaarup who, along with Otto Lucas, were the most famous names in London millinery. Working with Thaarup from 1941, Boyd's apprenticeship was interrupted in 1943 when he was conscripted for World War II. After three years in the Royal Navy and taking part in the D-Day landings, Boyd was demobbed in 1946 and opened his first atelier in a London basement with his war time gratuity. Working with the fashion designer Clive Duncan who, like Thaarup had royal connections, Boyd received many commissions and designing hats for Duncan's first London show in 1947, their work attracted buyers from Paris.
Millinery career.
By the 1950s with the continued growth of "prêt-à-porter" millinery was in decline, but Boyd's clientele continued to grow and in the mid 50s he took a shop in the Brompton Arcade. Through Thaarup and Duncan, Boyd had gained entry to royal circles and was now creating designs for Baroness Fermoy, followed by her daughter Frances which would eventually lead to his most famous customer Diana, Princess of Wales, Fermoy's granddaughter.
1967 was a turning point for Boyd when he made a hat for Princess Anne, then 17, launching a tanker in the north of England. Boyd continued to design for the princess and with her sombrero, lemon bowler and black stetson breaking the mould, Anne was making fashion headlines worldwide. Boyd's hats, already a name in Mayfair and Belgravia were now seen across the globe.
The beginning of the 1980s increased Boyd's exposure with the arrival of Lady Diana Spencer, the future Princess of Wales and soon to be the most photographed woman in the world. The pink tricorn Boyd made for Diana was seen by millions of people and was copied worldwide. Diana's appearance was a defining moment for couture millinery and rebooted an entire industry in decline for decades. With the acceptance of Caroline Reboux's millinery as haute couture and Boyd's popularity, the door was opened for the creations of
Stephen Jones and Philip Treacy who finally made millinery "Objet d'art", liberated from the demand of the client to the desire of the maker.
Boyd created many designs for the Princess of Wales and his client list would eventually grow to include Princess Michael of Kent, Baroness Thatcher, Lady Soames, Viscountess Daventry and many other ladies of high society. In 1985, Boyd designed hats for the Pirelli Calendar, with Norman Parkinson behind the camera, clothes and shoes by Zandra Rhodes, Jasper Conran, Bruce Oldfield, Manolo Blahnik and Iman as the model. Fourteen leading British Designers had been invited to make clothes and accessories for the shoot which represented a significant break-away from the traditional Pirelli calendars. At the calendar launch the collection was auctioned for charity and later the owners gifted these unique works to the V&A museum.
Boyd was appointed a Member of the Order of the British Empire (MBE) in the 2014 Birthday Honours for services to the fashion industry. Boyd's atelier is currently in Knightsbridge, London, where his work is continued by his three milliners Sarah Marshall, Ellie Vallerini and Pia Pertulla. In 2015, he launched a vintage line. Many of Boyd's hats can also be seen at the nearby V&A museum.
Charity work.
Boyd hosted a hat show every year with the debutantes at The Berkeley Dress Show, organised by The London Season which supports a different charity each year.
In 2012 Boyd took part in HATWALK, a Mayor of London initiative with "Grazia" magazine in the run up to the London Summer Olympics. In 2013 Boyd designed masks for 'The Animal Ball' to raise funds for The Elephant Family. In March 2014 Boyd designed hats for the 'Grand Hatter's Tea Party', hosted by Peter Lewis-Crown OBE in aid of The National Lobster Hatchery.


Paul Ditisheim

Paul Ditisheim (1868–1945) was a Swiss watchmaker, inventor and industrialist.
Early years.
Paul Ditisheim was born in 1868 in La Chaux-de-Fonds, the historic birthplace of the Swiss watch-making industry. Paul, son of the famous Ditisheim family, funder and owner of Vulcain, the watch manufacture enjoyed by American presidents Dwight Eisenhower, Harry Truman, Richard Nixon and Lyndon Johnson, was born into the small social circle of industrialist families that led the Swiss watch industry of the time. He studied at the Horological School of La Chaux-de-Fonds and received his diploma at the age of 13. He was then trained in several of the major watch makers and worked at his family's Vulcain manufacture until 1892 when he founded his own brands: Solvil (whose items were often signed Paul Ditisheim) and Titus (whose items were generally marked separately).
A mastermind of Swiss watch-manufacturing.
Paul Ditisheim was instrumental in developing the new generation of chronometers, improving them greatly through his studies on the impact of atmospheric pressure and magnetic fields. He invented the affix balance. Thanks to his inventions, he was able to make the most precise chronometers ever made. By 1903, his watches were awarded by the Kew and Neuchâtel Observatories contests. In 1912, he won the "world’s chronometric record" of the Royal Kew Observatory. He also worked closely with Physics Nobel prize winner Charles-Edouard Guillaume and has been considered the father of the modern chronometers. According to Professor M. Andrade of the Besançon Astronomical Observatory, Ditisheim’s work "“constitutes the most important progress of modern chronometry”"
Later life.
In 1930, Paul Ditisheim handed over the "Solvil et Titus" and "Paul Ditisheim" brands to wealthy Swiss entrepreneur and captain of industry Paul Bernard Vogel. Vogel, heir to a prestigious family of industrialist and married to the heiress of the prominent Eberard family, was also a member of the Swiss watch industry’s elite. Vogel moved the company headquarters to Geneva and turned it into one of the largest and most successful brand of the time, expanding it over the world. Ditisheim died in 1945, leaving a legacy of technical excellence and design that has renewed the reputation of Swiss Made.


Dominique Peccatte

Dominique Peccatte (15 July 1810 – 13 January 1874) was a French luthier and above all a renowned bow maker. He was apprenticed in Mirecourt and later worked with Jean-Baptiste Vuillaume.
He is notable for adapting the "hatchet-shaped" type head — a model arrived at by Tourte — and is considered one of the most influential bow makers.
His brother François Peccatte and nephew Charles Peccatte were also remarkable bow-makers. Peccatte’s two best known pupils were Joseph Henry and Pierre Simon.
He also purportedly taught François Xavier Bazin.
Biography.
Apprenticed to a violin maker in Mirecourt, Peccatte soon worked in the workshop of Vuillaume, from 1826 to 1837. Here he studied with Jean Pierre Marie Persois, and also met François Tourte. Like François Nicolas Voirin, his early bows were sometimes stamped "VUILLAUME A PARIS". By 1838 he had taken over the workshop of François Lupot, after assisting him from 1836 (the younger brother of violin maker Nicolas Lupot). He returned to Mirecourt in 1848, after which his shop was taken over by Pierre Simon, who partnered with Joseph Henry until 1851.
Although the majority of his bows were not branded, Peccatte used a singular brand, "PECCATTE" throughout his mature period.
Quotes.
"Some consider his bows second only to those of Tourte. His brother François (1820-1855), was also a fine bow maker who worked in Mirecourt." - Gennady Filimonov
"Dominique Peccatte, (who is presumed to have learned his craft with Persoit, and apparently worked in the Lupot atelier as well, before a stint in the Vuillaume workshop) continued the trend with a bow patterned after Tourte’s strongest, heaviest model. The Peccatte concept for a bow was generally heavier than anything before him in France, and his output was vast and consistent. If not as flexible as earlier bows, Peccatte bows are still fairly flexible; the increase in weight from earlier concepts makes Peccatte bows well suited to the production of the volume of sound and degree of articulation appropriate to large, modern concert halls (of his time). The Peccatte bow is one, but not the only, ideal compromise in terms of tone production and handling. Although it neither produces the beauty of tone of a Tourte, nor handles with the nimbleness of a Nicolaus Kittel, a fine Peccatte does everything it must do very well, and with a thick rich sonority. Peccatte’s two best known pupils were Joseph Henry and Pierre Simon."


Non-synchronous transmission

A non-synchronous transmission, also called a crash gearbox, is a form of manual transmission based on gears that do not use synchronizing mechanisms. They require the driver to manually synchronize the transmission's input speed (engine RPM) and output speed (driveshaft speed).
Non-synchronous transmissions are found primarily in various types of industrial machinery; such as tractors and semi-tractors. Non-synchronous manual transmissions are also found on motorcycles, in the form of "constant-mesh" sequential manual transmissions. Prior to the 1950s and 1960s, most cars used constant-mesh (and also sliding-mesh) but non-synchronous transmissions.
History.
Most early automobiles were rear-engined, using a single-speed transmission and belt-drive to power the rear wheels. In 1891, the French Panhard et Levassor automobile used a three-speed manual transmission and is considered to have set the template for multi-speed manual transmissions in motor vehicles. This transmission used a sliding-gear design without any form of speed synchronization, causing frequent grinding of the gear teeth during gear shifts.
The Panhard design was refined over the years by other manufacturers to include "constant-mesh" gears (instead of sliding gears). The first usage of synchromesh was by Cadillac in 1928.
Driving techniques.
Trained drivers of vehicles with non-synchronous transmissions sometimes use the techniques listed below. If improperly implemented, these techniques can cause damage to the vehicle or the loss of control of the vehicle.
In big rigs and semi-trucks, the driver may have to complete 24 or more gear changes when accelerating from a standstill to .
Clutch brake.
Unlike any other type of transmission, non-synchronous transmissions often have a "clutch brake" mechanism, which is usually activated by pressing the clutch pedal all the way to the floor or pressing a button on the top of the gear lever. The purpose of the clutch brake is to slow down (or stop) the rotation of the transmission's input shaft, which assists in shifting the transmission into neutral or first gear when the vehicle is at a standstill. The clutch brake not only slows or stops the idle gear axis but can also prevent shifting into gear until the clutch pedal is released a few inches off the floor. In order to shift into gear, the clutch must be halfway off the floor, otherwise, the clutch brake will prevent the transmission from being shifted into or out of gear.
Comparison of transmissions.
Any transmission that requires the driver to manually synchronize the engine speed with the speed of the driveshaft is non-synchronous. Non-synchronous transmissions are mostly used in semi-trucks, large industrial machines and power take-offs.
Sequential manual transmissions, which are commonly used in motorcycles, ATVs, and racecars, are a type of non-synchronous (unsynchronized) manual transmission, where gear ratios must be selected in succession (order), and direct access to a specific gear ratio is not possible.
Most manual transmissions in modern passenger vehicles are fitted with synchromesh to equalize the shaft speeds within the transmission, so they are synchronous transmissions. All automatic transmissions have synchronizing mechanisms, and semi-automatic transmissions that use dog clutches typically have cone-and-collar synchronizing mechanisms.


James P. Maher

James Paul Maher (November 3, 1865 – July 31, 1946) was an American labor union official, businessman, and politician. A Democrat, he is most notable for his service as a U.S. Representative from New York, a position he held for five terms (1911-1921).
Early life.
Maher was born in Brooklyn, New York, one of several children born to Irish immigrants John and Maria Maher. He attended the parochial schools of Brooklyn and graduated from Brooklyn's St. Patrick's Academy. Apprenticed as a hatter, he moved to Danbury, Connecticut in 1887 and was employed as a hat sizer and in other positions on the factory floor.
Career.
He was active in his local union and the American Federation of Labor. Maher became treasurer of the United Hatters of North America in 1897, a post he held until his election to Congress. As a labor union leader, he gained a reputation for successful mediation and adjudication of worker-management disputes. Maher returned to Brooklyn in 1902 and was active with several charitable and fraternal organizations, including the Civic Association of New York, Society of the Holy Name, Knights of Columbus, and Benevolent and Protective Order of Elks.
Maher was an unsuccessful candidate for election to the Sixty-first Congress in 1908. He was elected as a Democrat to the Sixty-second and to the four succeeding Congresses (March 4, 1911 – March 3, 1921). He served as chairman of the Committee on Expenditures in the Department of Labor (Sixty-third through Sixty-fifth Congresses). He was an unsuccessful candidate for reelection in 1920 to the Sixty-seventh Congress.
After leaving Congress, Maher entered the real estate business in Brooklyn. He later moved to Keansburg, New Jersey, where he continued in real estate. In 1925, Keansburg employed a borough manager to oversee the local government's day to day operations, and reduced the size of its town council from five members to three. Maher ran successfully for a seat on the council, and was the top vote getter among the candidates. Upon taking office in January 1926, Maher was chosen to serve as mayor. He served until March 1927, when voter dissatisfaction with a significant increase in the municipal budget and the taxes to fund it led to his recall. In 1937, Maher was an unsuccessful candidate for the town council.
Death and burial.
Maher died in Keansburg on July 31, 1946. He was buried at St. Joseph's Cemetery, Keyport, New Jersey.
Family.
In 1890, Maher married Mary Jane (Moran) Maher (1867-1937). They were the parents of a son, Charles Maher, who lived in Keansburg.


Varginha (CPTM)

Varginha will be a train station on CPTM Line 9-Emerald, in the district of Grajaú in São Paulo. It is part of a plan of the State Government to extend the Line Emerald in towards south of the city, from Grajaú station. It is being rebuilt in the place where was located the old Varginha station, which belonged to the Jurubatuba branch, of the extinct FEPASA.
The branch was deactivated by CPTM on November 2001, "due to infrastructure precariousness" of the line at the time, which was not compatible with the rest of the railway, nor with the new administrative policies adopted by the company during that period, as it aimed a "pattern elevation" of the services provided by the company, transforming Line C-Celeste (current Line 9-Emerald), just like other railways transferred to it, from suburban services to metropolitan services. Currently, Line 9 is the only which operates in this model, popularly known as "surface metro", as the railway is completely segregated from external interferences and the trains operate in a less than 5 minutes time between trains.
Before being deactivated by CPTM, the station had an average movement of 30,000 passengers per day.
Besides the station is named Varginha, referencing Jardim Varginha neighbourhood, located southeast of the station, the station building is in southwest of Vila Natal neighbourhood, in the limits with Jardim Guanabara, South Side of São Paulo.
Demand.
The station is needed due to the fact of it attending the linear demand for being located inside a residential neighbourhood and serve as a strategic point for the unburdening of the region roads and the Avenida Senador Teotônio Vilela public transportation system and Avenida Paulo Guilguer Reimber, absorbing and distributing great part of the passengers from the districts of Grajaú, Varginha and Parelheiros, having as consequence the unburdening of the passengers flow from the Grajaú Bus Terminal and Varginha Bus Terminal.
Besides that, the station has many public equipments, stores, and commercial ventures in its surroundings, such as UBS (Basic Unit of Health) Chácara do Conde, AMA/UBS Jardim Campinas, Holy Trinity Parish, E.M.E.I (Municipal Elementary School) Maria Eugenia Fakhoury, E.M.E.F. (Municipal Middle School) Prof. Eliza Rachel Macedo de Souza, besides many popular restaurants and supermarkets through Av. Paulo G. Reimberg and region.
Characteristics.
1992 Varginha station.
Surface station with two adjacent tracks in metric gauge and one side platform in west to the station. Platform structure built temporarily in wood and partially covered in a structure made of the same material.
The station had an auxiliary building at the end of the platform with public telephones (orelhão) and buffer stops, made of concrete, in the end of the main track, avoiding a runaway train derail from the tracks and invade the level crossing, in front of the station.
2021 Varginha station.
The station will be located in a confluence by the number 1,000, between Avenida Paulo Guilguer Reimber and Rua Oregon, southwest from Vila Natal. Besides Varginha station, a new urban bus terminal will be built under the SPTrans responsibility. The new terminal will be in the same place of the current one, located by the end of the avenue, which is currently saturated due to the high demand of passengers from nearby districts. Because of that, Avenida Paulo Guilguer Reimber will be duplicated by the Prefecture to allow the bus flow from Avenida Senador Teotônio Vilela, reducing the current overflow in the region.
After Varginha station, there will be of track that will be used as train parking and start point for a possible extension to the district of Parelheiro. Next to this park, a small train yard will be built for the CPTM Line 9.
The implantation of the new signaling system and train control (TCS - Traffic Control System) will be under the responsibility of the infrastructure company Alstom.
Iron:

Concrete:

Metallic structure:

Station extension:

Total area: